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PREFACE

Aviation maintenance activities are organized to provide the battlefield commander with the maximum numberof safe, mission-capable aircraft. These activities must be dedicated to fast, continuous, and reliable aviationmaintenance support in the highly mobile, integrated battlefield expected in future combat.Each aviation unit is responsible for performing aviation unit maintenance (AVUM) on its assigned aircraft.Divisional and nondivisional aviation intermediate maintenance (AVIM) units provide a single level of supportmaintenance between unit and depot levels. Divisional AVIM units provide support for aircraft assigned to thedivision. Nondivisional AVIM units are deployed on an area basis and assigned to the corps support command(COSCOM) or the theater army area command (TAACOM), based on aircraft density.This manual provides doctrinal guidance concerning aviation maintenance organizations and functions. It is de-signed for use by commanders and their staffs, small-unit leaders, and technicians who have an aviation mainte-nance responsibility. For simplicity, forward support battalions and main support battalions are referred tothroughout the manual. Supply and transportation battalions in the air assault and airborne divisions operatesimilarly unless otherwise stated.The proponent for this publication is HQ TRADOC. Send comments and recommendations on DA Form 2028(Recommended Changes to Publications and Blank Forms) directly to Commandant, US Army Aviation Logis-tics School, ATTN: ATSQ-LAC-P, Fort Eustis, Virginia 23604-5421.Unless this publication states otherwise, masculine nouns and pronouns refer to both men and women.

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CHAPTER 1

THE BATTLEFIELD

Aviation maintenance is unlike any other type ofcombat service support (CSS) organization. Aviationmaintainers must be able to support the aviationforce as it is designed to fight, not as it is organizedfor command and control (c2). To accomplish this,AVIM units must be modular in design. For avia-tion maintenance applications, modularity is in-tended to facilitate, at the tactical level, the taskorganization of logistics to support a designatedaviation task force and to effectively implement “fixforward” aviation maintenance doctrine. TheAVIM force structure and organizational designmust be “tailorable” to the specific requirements ofthe supported force.FM 100-5 is the Army’s keystone doctrinal manual.It outlines how the Army will fight with CONUS-based contingency forces.The dramatically changing world environment dur-ing the past several years has lead to significantplanned reductions in the Department of Defensebudgets and service force structures over the next 5years. These reductions, anticipated to be at least 25percent, along with the evolving worldwide threatsfacing the United States, have caused a revision ofthe national military strategy that calls for fewer lessforward deployed forces and greater reliance onCONUS-based contingency forces. Indeed, by 1995,16 of the 20 Army divisions will be based in CONUS.Hence, the centerpiece for this new strategy is rapidpower projection to meet growing regional threatsand crises. The credibility of our new strategy de-pends on our ability to deploy, in a timely manner, anappropriate military force that is versatile, lethal, andsustainable. The Army must be prepared to rapidlydeploy up to a five division contingency force insupport of national military objectives. The Armyhas responded to this mission with a program thatwill support this new mobility-oriented strategy.This program, called the Army Strategic MobilityProgram (ASMP), is designed to lead to the devel-opment of a total fort-to-foxhole system that pro-vides the necessary capability to meet thedeployment goals of the CONUS-based contin-gency force.

SUSTAINMENT IMPERATIVESSustaining the battle will require aviation command-ers and staffs to adhere to what are termed thesustainment imperatives. These are–

AnticipationIntegrationContinuityResponsivenessImprovisation

These imperatives apply to war and to operationsother than war (OOTW) and are discussed in detailin FM 100-5 and FM 100-10.Aviation logisticians must anticipate future eventsand requirements by understanding the aviationcommander’s plan and by foreseeing events as oper-ations develop. While continuing to support currentoperations, they must plan for future operations andattempt to foresee unexpected changes in the courseof the battle. Corps aviation logisticians must focuson a period at least 48 to 72 hours in the future. Theymust also anticipate events by ensuring that theaviation logistics structure retains the flexibility torespond quickly to change.Aviation logistics is an integral part of aviation oper-ations at all echelons. Proper integration of sustain-ment operations with the operations of the aviationforce is critical. Aviation logistical units must beorganized to execute “fix forward" doctrine whileproviding the aviation commander the greatest pos-sible freedom of action.Continuity of logistics sustainment is paramount tothe continued success of the combat force. Pausesfor rebuilding impede momentum and rob thecommander of the initiative. Continuity implies theresponsibility to ensure operations are not affectedby a lapse in support or by unforeseen events.Continuity of support lends depth to the aviationcommander’s operations and contributes to his re-tention of momentum and the initiative.

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Responsiveness is the ability to meet changing re-quirements on short notice. Military operational doc-trine relies on the ability of the combat force to seizefleeting opportunities. Sustainment elements of thecommand must be as opportunistic as the maneuverelements. Sustainment planners and commandersmust respond to the situation quickly so that opera-tional momentum is retained. To be responsive tochanges, bold and innovative methods of supportmay be required.Improvisation must be a hallmark of aviation logis-tics. Aviation logisticians must seek new or imagina-tive solutions to problems. Routine or traditionalsolutions that do not solve problems must be dis-carded. Extraordinary methods may be necessary toget things done.COMBAT SERVICE SUPPORT OF AVIATIONOPERATIONSPlanningThe battlefields of all potential theaters of operationpose great and varied challenges, not only to thecombat force that may fight on them, but also to thecombat service support (CSS) units that will sustainthe combat force. US forces must make the most ofwhat is available to them wherever they are fighting.They must take advantage of host nation resourcesthrough formal agreements and pursue ad hoc mea-sures during operations, as well as forage and usecaptured materiel. These factors are essential to thesuccess of any sustained operation.The fluid conditions of future battlefields will requirethat logistics supporters be responsive and flexible–to take the initiative and anticipate needs. Aviationlogistics commanders must understand the aviationcommanders’ operational plans to perform respon-sively and must accept deviation from these plans asroutine. Aviation logistics commanders may, attimes, need to devise innovative ways to support thetactical plan and lessen the risks. Flexibility is the keyto maintenance operations, and it allows com-manders to be responsive and flexible by providingmission-ready aircraft for combat operations.Military operations doctrine requires that all lead-ers understand the concepts and requirements ofany operation. FM 100-5 is the keystone manualthat fully explains military operations doctrine.FM 100-10 is the Army’s keystone manual for com-bat service support. FM 1-100 is the principal

manual for combat aviation operations. Aviationlogisticians must understand the doctrine laidout in these manuals as thoroughly as theyunderstand the technical aspects of their jobs.ConditionEffective communications must be maintained be-tween aviation units, the supporting staffs, and AVIMunits to determine CSS requirements and to coordi-nate support activities. Priorities for CSS must beestablished based on the tactical plan. Close coordi-nation is also necessary to ensure that the units withthe highest tactical priority receive their support first.Effective communications and coordination will en-able the support commander to emphasize the flowof supplies rather than the buildup of stocks. Stock-age of critical supplies near points of anticipatedconsumption may be necessary to permit continuedoperations in case the CSS system is disrupted, butsuch action should not impede the mobility of themaneuver battalions. Constant and complete coordi-nation is necessary to ensure effective and integratedtransportation support.The combat mission of aviation units must remain theforemost consideration in the functions of AVUMand AVIM units. Resources and priorities must betailorable to changing combat situations. Units mustbe flexible enough to support from any base arrange-ment and be able to survive and to accomplish themission. Maintenance, supply, and other supportelements must be far enough forward to be instantlyresponsive to the requirements of aviation units.Offensive OperationsThe primary purpose of maintenance support of of-fensive operations is to maintain the momentum ofthe attack. Maintenance managers must prepare andorganize for offensive operations based on the par-ticular type of tactical operations to be supported,the nature of the battlefield, and the need for flexibil-ity. To make these judgments, maintenance managersneed to weigh many considerations. Offensive oper-ations must provide for–

Forward positioning of essential maintenancerepair parts and supplies.Maximum use of maintenance support teams(MST) in forward areas.Increased use of airlift and airdrop for resup-ply of essential repair parts and supplies.

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Adequate communications between the sup-ported and the supporting unit.Proper means to ensure that maintenancepreparations for the offense do not interferewith tactical plans and operations.

Defensive OperationsDefensive operations are aimed at creating opportu-nities to go to the offense. The defense can be staticor dynamic. The objective is to cause the enemyattack to fail or to break the momentum of the attackand to provide opportunities to initiate an offensiveoperation. Maintenance managers work with tacticalcommanders to ensure they can effectively supportthe wide range of operations available to the tacticalcommander. Maintenance managers should makemaximum use of support teams to repair equipmentas far forward as possible. They should stockpilelimited amounts of essential repair parts and suppliesin the forward main battle area. They must keep theirunits mobile.Retrograde OperationsRetrograde operations serve to gain time, avoid com-bat under adverse conditions, or draw the enemy intounfavorable positions. Movement to the rear or awayfrom the enemy can be difficult and risky and mustbe well-organized and well-executed. Support maybe provided to units involved in defending, delaying,attacking, or withdrawing. Efforts should be made toestablish maintenance elements in depth and rearward,to limit the flow of maintenance repair parts and sup-plies forward to only the most combat-essential ele-ments, and to keep supply and evacuation routes open.Evacuation of supplies and equipment to planned fall-back points along withdrawal routes is important. Alsoimportant is providing supplies and evacuation atnight and during periods of limited visibility.Operations Other Than War (OOTW)OOTW will be the most challenging operation foraviation maintenance managers to support. OOTWcan range from support to US, state, and local gov-ernments; disaster relief; nation assistance; and druginterdiction to peacekeeping; support for insurgen-cies and counterinsurgencies; noncombatant evacu-ation; and peace enforcement. Maintenancemanagers may conceivably be supporting two ormore of these operations simultaneously. This willrequire maintenance managers to be more flexibleand innovative in their means of support.

Aviation units may be staged into and fight in an areaof operation on a varying time schedule. Dependingon the type of operation, the configuration of theaviation task force may vary from a company to a“provisional” aviation brigade. Units may deploy intoareas where there may not be US or allied bases. Thelocal population attitudes may vary from friendlyacceptance to open hostility toward the presence ofUS forces. This factor will influence the compositionof the aviation force, which in turn will dictate thecomposition of the aviation maintenance package. Tosupport these types of operations, maintenancemanagers will need to provide maintenance modules(groups of selected MOSS, repair parts, and equip-ment) to support a particular operation. If the oper-ation escalates or the mission changes, theremaining aviation assets may be employed in theareas of operation.MODULARIZATIONThe Army must be prepared to fight the “high inten-sity” general war yet have the “flexibility” in forcestructure and organizational design to support lim-ited war and OOTW. The aviation brigade is theaviation “general war” force configuration that theaviation maintenance force structure and organiza-tional designs must be specifically tailored to sup-port. “Modular” maintenance unit designs will allowreconfiguration of the general war AVIM design tosupport the aviation task force designed for the con-duct of limited war. For OOTW, the maintenanceorganization design must contain sufficient redun-dancies in personnel and equipment to allow adjust-ment to implement “fix forward" doctrine asdiscussed in Appendix N.RECONSTITUTIONReconstitution is covered in Appendix M.During protracted conflicts, units will need to bereconstituted from remaining assets in the field aswell as with replacement personnel and equipment.In the same way, AVUM and AVIM units will needto be reconstituted from existing assets. This will bestbe done using the modularity concept.As operational aviation companies are reconstituted,the maintenance module to support that force will bebuilt to match the maintenance need. As aviationbrigades are reconstituted, the necessary mainte-nance company must be available to support this taskforce.

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CHAPTER 2

AVIATION MAINTENANCE OPERATIONS

Aviation maintenance operations are vital to thesustainment of an aviation force. The needs of allaviation units must be met. Aviation maintenanceservices must be coordinated from the customer orunit level up the chain of command to theater level.The relationship of aviation maintenance activities toother activities, such as supply, is interdependent.Readiness requires the proper mix of equipment atthe right place and at the right time. Failure to keepequipment operational has the same effect as combatlosses: both remove equipment from the hands of theuser, which impacts on the outcome of the operation.Aviation maintenance and supply (both technicaland unit supply) must work together to return themaximum amount of equipment to the using unit.Transportation– whether air or ground-must alsobe closely coordinated with aviation maintenanceand supply support. Supply locations must be consid-ered when planning aviation maintenance supportsites. The transportation system, air and ground, istasked to deliver repair parts, evacuate unserviceablemateriel, deploy aviation maintenance units, recoverdowned aircraft, and sometimes to help move ORFitems. Aviation maintenance support units have lim-ited organic transportation capabilities; they rely ontransportation support from other units. These re-quirements must be considered when allocatingtransportation assets and assigning priorities.AVIATION MAINTENANCE OPERATIONSAs discussed in FM 100-5, the US seeks to achieve itsstrategic objectives in three diverse environments,using all elements of national power. The environ-ments that aviation maintenance must be able tooperate in are peacetime, conflict, and war. Peace-time operations and conflicts are classified as opera-tions other than war. Although the mission of aviationwill change depending on the environment, the roleof aviation maintenance will remain somewhat con-stant although the means of employment may change.During the early hours and days of an operationwhen aviation assets are in the most demand, theaircraft maintenance system becomes increasinglyimportant. Maintenance organizations at the

AVUM, AVIM, and depot levels must plan to meetwartime requirements.Army aviation maintenance operations and assetsare integral to EAC, corps, and division aviationsustainment. The mission and focus of aviation main-tenance units are oriented and functionally organ-ized to provide AVUM and AVIM for the aviationforce. Aviation maintenance units and organizationsare staffed predominately by Aviation Branch per-sonnel; they provide a one-of-a-kind maintenanceand supply support to aviation forces and organiza-tions. Maneuver force commanders can maximizecombat potential if they understand that the aviationmaintenance force is essential to the success of avia-tion operations. The aviation maintenance system isstructured for operational and sustainment mainte-nance as outlined in FM 1-100 (refer to Figure 2-l).Aviation operational maintenance is handled byAVUM platoons/companies. Operational mainte-nance is accomplished by a repair-by-replacementsystem. This system permits rapid return of aviationsystems and weapons to combat forces. These pla-toons/companies are organic to aviation organiza-tions at all levels. An AVIM company/battalion fromthe DISCOM provides AVIM for division-level avia-tion assets. AVIM for EAC and corps aviation assetsis provided by the EAC and corps supportcommand’s AMB. Aviation sustainment mainte-nance requirements are those maintenance and sup-ply functions that feed and support operationalmaintenance requirements from a logistics base.These are usually associated with theater army ordepot maintenance operations, whether in the the-ater or CONUS. Sustainment maintenance primarilysupports and sustains the operational maintenanceof the aviation force.AVIATION UNIT MAINTENANCEAviation unit maintenance (AVUM) functionsare generally characterized as high frequency,“on-aircraft” maintenance tasks that generateminimal aircraft downtime. These functions arefrequently limited by the amount and complexityof required ground support equipment, skills required

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to execute the repair, and sophistication of repair daily inspections) and the more time-consumingfacilities. The goal, to provide maintenance supportas far forward on the battlefield as possible, must bebalanced by the need of the AVUM to maintainsufficient mobility to keep pace with the operatingunits it supports.AVUM provides quick turnaround through repair byreplacement, minor repairs, adjustments, cleaning, lu-bricating and servicing. It provides mobile responsivesupport through maintenance support teams (MST).The general concept is for crew chiefs assigned tospecific aircraft to perform daily servicing, daily inspec-tion, and high-frequency, remove-and-replace-type air-craft repairs. scheduled maintenance (other than

operator-type repairs are normally performed byan AVUM maintenance element within the organi-zation.The AVUM level maintains a combat-prescribedload list (PLL) which consists of demand-supporteditems. It performs preventive maintenance repairand replacement associated with a high level of op-erational readiness. Maintenance inspections andservices include daily, phase, progressive phase, andspecial inspections as authorized by the maintenanceallocation chart or by higher headquarters. Phasemaintenance is essential to maintain a high stateof readiness in both combat and peacetime, and

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commanders may tailor it to accommodate combatoperations or emergencies. These inspections iden-tify equipment or system malfunctions by using built-in test equipment (BITE) or easy-to-use diagnosticand fault-isolation devices.Worn or damaged modules or components which donot require complex adjustments or system align-ment are replaced using available skills, tools, andequipment. BDAR repair procedures are limited torepairs that can be made with BDAR kits. Recoverableunserviceable modules or components, as well as enditems beyond the unit’s repair or manpower capabil-ity, are evacuated to the supporting AVIM activity.Maintenance ConsiderationsSome major considerations for aircraft maintenanceat the AVUM unit location are—

Maintaining the highest degree of mobility.(This includes preparing load plans and prac-ticing convoys and deployment procedures.)Completing all imminent scheduled mainte-nance before deployment or entry into surgeoperations to avoid the potential of groundingaircraft or overflying scheduled maintenanceevents during critical battlefield situations.The intervals stated in the aircraft techni-cal manuals are maximum intervals thatwill not be exceeded except during emer-gency or critical combat operations whenauthorized by the unit commander. (Referto TM 1-1500-328-23.)Close coordination with AVIM support iscontinuous and essential.Evaluating each major repair for evacuationto AVIM based on work load and mobility.During periods when movement is likely, air-craft requiring major maintenance or repairsthat cannot be completed in a timely fashionmay be considered for evacuation to AVIM.(Aircraft evacuation must remain at the dis-cretion of the AVUM commander based onmission requirements.)Setting priorities (unit commander) for re-pairs based on the type of aircraft and aircraftrequirements for the battlefield.Basing quality control and technical inspec-tion requirements on achieving the standardsin the appropriate technical manual ratherthan “like new” repairs.

Because aviation combat operations resultin shortages of personnel, repair parts, andaircraft, intensive maintenance managementis mandatory. (MSTs and BDAR teams mustbe predesignated and trained so that minimaltime and resources are expended during crit-ical periods.)Controlled exchange is a key element inmaintaining maximum numbers of mission-capable aircraft for the battlefield com-mander, but it must be IAW the appropriateARs and be firmly controlled by SOP.

Maintenance Support TeamsIn addition to AVUM support teams from the reararea, available AVIM support teams can also be used.The AVUM commander coordinates and schedulesmaintenance at the forward location of the AVUMunit. For this reason, the members of the forwardelement must be able to diagnose aircraft damage orserviceability rapidly and accurately. MST opera-tions follow these principles:

Teams are used to the maximum extent pos-sible.Teams may be used for aircraft, component,avionics, or armament repair.When the time and situation allow, aircraft isrepaired by the team on-site rather than beingevacuated.Teams must be 100 percent mobile and trans-ported by the fastest organic means available(normally aircraft).Teams sent forward from the AVUM supportunit must be oriented and equipped for spe-cial tasks.

Aircraft RecoveryIn combat, there will be a great increase in flyinghours and a great demand for operational aircraft.These increased requirements will be complicatedlyhigher attrition and battle damage rates, which createshortages of repair parts and replacement aircraft.To offset these shortages and maintain an effectivecombat aviation force, rapid and responsive recoveryof Army aircraft systems and components is essential.Aircraft recovery operations are those that result inmovement of an aircraft system or component fromthe battlefield to a maintenance facility. Recovery

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may require on-site repair of an aircraft for a onetimeflight, or it may prepare an aircraft for movementdirectly to the first appropriate maintenance activity,using another aircraft or surface vehicle. In extremecircumstances, only portions of inoperative aircraftmay be recovered. An aircraft will be cannibalizedat a field site only when the combat situation andaircraft condition are such that the aircraft wouldotherwise be lost to approaching enemy forces.Aircraft recovery is the responsibility of the owningaviation unit. The unit should use its AVUM assetswithin the limits of its organic capability. A successfulrecovery operation is a highly coordinated effort be-tween the owning organization, its AVIM support,and the ground element where the operation is totake place. The operation should also be coordinatedwith any organization that may provide aircraft orvehicle assets to complete the recovery. The AVUMorganization will have organic rigging equipment forrecovery of assigned aircraft. The maintenance andrecovery team must be trained in rigging a dam-aged aircraft and in conducting recovery opera-tions. If the recovery is beyond the AVUM team’scapability, AVIM support is requested. Divisional

and nondivisional AVIM units will have organic rig-ging equipment for supported aircraft.Each AVUM organization should provide contactteams for maintenance and recovery. The team willusually include an aircraft maintenance officer (qual-ified maintenance test pilot), a forward repair andrecovery team chief, a technical inspector and dam-age assessor, and a trained aircraft recovery crew.This recovery team will consist of personnel from theAVUM unit’s location at the combat trains or for-ward area rearm/refuel point (FARP). Recovery air-craft will come from organic aircraft, the supportingAVIM, or be requested from higher echelons. Theseaircraft should be equipped with rigging equipmentfor each type aircraft in the unit and with quick-frobattle damage repair kits (tools, hardware, POLproducts, required repair parts, and technical man-uals). When the aviation brigade is the headquartersfor covering force or economy-of-force missions anda BSA is constituted to support the effort, the sup-porting AVIM provide battle damage assessmentteams. These will be MSTs and aircraft recovery andevacuation teams when repairs are not within thecapability of the AVUM unit. Figures 2-2 and 2-3

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provide examples of aircraft recoveries. Other ways To make repairs for onetime flight and fly themay be employed. (See Appendix F for sample air- aircraft to an appropriate maintenance area.craft recovery and evacuation SOP.) To rig the aircraft for recovery.The maintenance and recovery team must consider To arrange for motor transport.these factors to select the best course of action: To selectively cannibalize, destroy, or aban-

Location of downed aircraft.Types of special equipment packages in-stalled on the aircraft (Appendix G).Amount of damage to aircraft.Tactical situation and proximity to enemy.Time available (planning time for AVUMpreparation and rigging: 30 to 60 minutes,which may vary based on METT-T).Weather.Assets available.

don the aircraft according to SOP.

(Also see Appendix F for additional information.)Aircraft Repair Parts (Class IX)The AVIM unit maintains both shop stock andbench stock for all supported aircraft systems andsubsystems repair. An ASL of CL IX for theAVUM/AVIM PLL and AVIM shop stock is main-tained in the SSA. See Figure 2-4 for Class IXArepair parts flow.Requisition

After evaluating the above factors, the team will Aviation elements submit their requests to the sup-determine a proper course of action– porting AVIM units. Normally, all aviation PLLs and

records for the maneuver companies are kept withTo make combat repairs, defer further main- the rear AVUM section/company, who forwards req-tenance, or return aircraft to service. uisitions to the supporting AVIM. When deployed in

front of the division, units may be unable to echelon

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the train elements so the AVUM commander willcoordinate with the brigade S4 to receive parts andAVIM support.DistributionThe AVUM commander or the production controlofficer will have selective PLL items at the combattrains or FARP for quick-fro repairs. Use of theseitems must be reported to the PLL clerk so that theitems can be replenished. Replenishment of itemsrequired forward that are in the unit’s PLL or itemsthat are AIMI will be reported to the brigade rear forground transportation forward. Air lines of commu-nication (ALOC) must be established to providerepair parts for not mission-capable, supply (NMCS)aircraft. This aerial resupply will “push” critical partsfrom corps and division direct support units (DSU)forward to AVUM elements. At least one aircraftmust be in direct support of the brigade S4 for emer-gency resupply of NMCS aircraft.Controlled ExchangeShortages of repair parts, particularly AIMI, willrequire the AVUM unit commander or platoonleader to use battle-damaged or unserviceable air-craft as a source for repair parts during combatoperations. The intensity of combat, the need foroperational aircraft, and the availability of the repairparts requesting system will dictate the extent towhich controlled exchange will be necessary.(Refer to TM 1-1500-328-23 for additional information.)MobilityThe AVUM unit must be 100 percent mobile with thecapability of transporting 100 percent of the unit inone lift, using organic vehicles. It is essential forAVUM operations to keep pace with the operationaltempo (OTEMPO) of aviation in any combat opera-tion. AVUM units will move as frequently as every 12hours.DIVISIONAL MAINTENANCE COMPANY(AVIM) OPERATIONSMissionThe mission of the divisional AMCO is to provide–

AVIM and backup AVUM support to divi-sional assigned aircraft.Aviation repair parts supply support todivision aviation units, including aircraft

armament, avionics, and aircraft survivabilityequipment.Reparable exchange support for selectedparts to divisional AVUM units.

EmploymentThe company is normally located in the vicinity of theDISCOM area either at or adjacent to an in-strumented landing facility, depending on METT-T.The AMCO is designed to provide responsiveone-stop aircraft intermediate maintenance and sup-ply support from its base location while also provid-ing maintenance support forward to aircraftoperating units. Support forward is normally providedby three forward support helicopter repair/recoveryteams. These teams are staffed with aircraft repair-ers; they provide personnel on a mission basis. Whenrequired, additional aircraft component repairersare drawn from company resources and attached asneeded to complete a specific mission.Repair of equipment for return to the user will dictatethe maintenance practices and policies of the com-pany. Maintenance accomplished by the company isgoverned by the maintenance allocation charts and isbalanced against time and resources available tocomplete specific maintenance requirements. Au-thorized maintenance includes repair and re-placement of modules/components and enditems which can be made efficiently with avail-able skills, tools, and equipment. The companyalso inspects, troubleshoots, tests, diagnoses, re-pairs, adjusts, calibrates, and aligns aircraft systemsmodules and components. It has the capability todetermine serviceability of specified componentsthat are removed before expiration of the time be-tween overhaul (TBO) or of finite life. A limitedmodule/component repair service will support divi-sion aircraft maintenance RX but generally is re-stricted to functions that are not overlytime-consuming. Airframe repair and fabrication ofparts will be performed with available tools and per-sonnel. The company performs aircraft weight andbalance inspections and other special inspectionswhich exceed AVUM capability. The company as-sists the divisional operating units in preparing dam-aged and unserviceable aircraft for evacuation. If theevacuation is to be by external airlift, outside supportmust be obtained as the division aviation companiesdo not have the necessary airlift capabilities for evac-uating some of the AH and UH airframe.

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The company maintains an authorized opera-tional readiness float of selected items such asradios and aircraft armament systems. Opera-tional readiness float aircraft are normally main-tained at the nondivisional AVIM units.Command, technical supervisory, and mission co-ordination relationships involving this service sup-port unit are somewhat unique. The AMCOcommander answers to the DISCOM commander(in the ASB AMCO the commander answers via theASB commander), who in turn is responsible to thedivision commander for all AVIM in the division. Theaircraft maintenance management operations func-tion is performed at company level by the productioncontrol element. This section performs many analyt-ical actions including planning, reporting, compiling,and interpreting data as a basis for managementdecisions. It provides the planning level interfacewith the division materiel management center(DMMC). Routine daily supply and maintenanceactions are coordinated directly between the AMCOand DMMC. The maintenance operations officeralso services as the aircraft recovery officer to obtainthe tactical, maintenance, and lift assets required forthe recovery.The company establishes, controls, and operates asupply function to receive, store, issue, inventory, andreplenish stock based on computed requisition orderquantity and requisition order point established bythe appropriate supply class manager in the DMMC.Internally, the company establishes procedures forreceiving materiel requests and issuing and replenish-ing stock based on the requirements generated by theRX program. It provides “umbrella” stockages reflect-ing AVUM PLL accounts and maintains specific itemsin operational readiness float accounts.During the early stages of a conflict, heavy require-ments are placed on all aviation assets. Aircraftreadiness, and the ability to support that readiness,must be assured. This requires extensive use ofAVIM maintenance support teams providing for-ward support at the AVUM site where the majorthrust is remove-and-replace maintenance. Ade-quate available stocks of components and the ca-pability to repair them at AVIM is essential. As thebattle continues, extensive aircraft maintenance,whether done by AVIM contact teams or AVUM,will be performed in the division rear area. Anaggressive controlled exchange policy, the rapid

recover of damaged aircraft, and a flexible sys-tem of cross-leveling spares will be required.Implicit in the remove-and-replace maintenanceapproach is the deferment of phased mainte-nance tasks not related to safety-of-flight and analmost total shift to on-condition maintenanceduring actual combat operations or emergencies.Maintenance organizations should plan to use exist-ing facilities such as barns, warehouses, and garagesin urban areas. Emphasis should be on reducingdetection and providing shelter, both day and night.Extensive night maintenance will require white lightto obtain maximum efficiency and rapid return of theaircraft. Night vision devices, however, could be usedin the forward areas for limited maintenance by for-ward support maintenance assistance teams or for-ward AVUM units.During operations other than war (OOTW) theAVIM may not be in the same area of operationsas the maneuver aviation unit. This, however, doesnot significantly alter the mission/operation of theAVIM. The amount of support required forOOTW will vary from mission to mission. MSTsmay have to be deployed to support OOTW, butthe same procedures that apply during war opera-tions would apply.Aircraft RecoverySee discussion of AVUM functions in this chapter.Aircraft Repair PartsRepair parts supply procedures for the AVIM unit arein ARs 710-2 and 725-50 and DA Pamphlets 710-2-1and 710-2-2. The type of loads managed at the AVIMlevel are Class IX, operational, quick supply store(QSS), and ASL. Operational load items are repairparts stocked at the AVIM unit for use in mainte-nance operations (commonly referred to as shopstock). These supplies are issued; they are not part ofthe ASL. They are similar in purpose to Class IXoperational loads in units having AVIM capability.Shop stocks may have two elements: a bench stockand a demand-supported stock. Bench stocks con-sist of low-cost consumable items, such as wire,common hardware, and O-rings. Locator cards arerequired, but record of demands are not. Demand-supported stocks will have a record of demandsand will be maintained according to AR 710-2and DA Pam 710-2-2.

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MobilityThe doctrinal mobility goal for the divisional AMCOis 100 percent mobility with the capability of trans-porting 50 percent of the unit in one lift, using itsorganic vehicles. Mobility is limited by the number oforganic vehicles, the requirement to transport largequantities of Class IX, ASL, TMDE, and specialtools. Much of this is stored in vans, crates, contain-ers, shelters, or improved open storage areas. Inaddition, the unit has numerous airmobile sheltersand containers and dozens of items of heavy, bulkyground support and materiels-handling equipmentwhich must, for the most part, be moved by divisionor area transportation units. The divisional AMCOis normally located in the DSA with the DISCOMdue to the administrative support it receives. Thisalso requires the unit to move with the same fre-quency as the DISCOM-every 3 to 7 days.DIVISION HHD, AMB/ASB (AVIM)Similar to corps HHD, AMB (AVIM) discussed laterin this chapter.CORPS AMCO (AVIM) OPERATIONSMissionThe mission of the corps AMCO is to provide–

AVIM and backup AVUM support to corpsassigned aircraft.Aviation repair parts supply support to corpsaviation units, including aircraft armament,aircraft survivability equipment, and avionics.Reparable exchange (RX) parts support fordivisional AVIM units.

EmploymentFour corps AMCOs are normally assigned to anaviation maintenance battalion (AVIM), which is or-ganic to the corps support command. The employ-ment of the companies is the same as for the divisionAMCO except–

They are located in the vicinity of the corpssupport command (COSCOM) area, eitherin or adjacent to an instrumented landingfacility, depending on METT-T.The module/component repair servicewill support aircraft maintenance RX but

is generally restricted to functions that are notoverly time-consuming.The company performs aircraft weight andbalance inspections and other special inspec-tions which exceed AVUM or divisionalAVIM capability.The company assists the corps and divisionaloperating units in preparing damaged andunserviceable aircraft for evacuation.The AMCO commander answers to thecorps AMB who in turn is responsible to theCOSCOM commander for all AVIM in thecorps.The production control element performsmany analytical actions including planning,reporting, compiling, and interpreting data asa basis for management decisions. It providesthe planning level interface with the AMBmaintenance and supply operations section.Routine daily supply and maintenance ac-tions are coordinated directly between theAMCO and the corps materiel managementcenter (CMMC).

Aircraft RecoverySee AVUM Aircraft Recovery.Aircraft Repair PartsSame as divisional AMCO.MobilityThe doctrinal mobility goal for the corps AMCO is100 percent mobility with the capability of transport-ing 50 percent of the unit in one lift, using its organicvehicles. The commander must determine which ex-ternal transportation assets must be requested tomove the remainder of the unit. The corps AMCOhas the same reason for limited mobility that thedivisional AMCO has–limited number of vehicles,large quantities of class IX, ASL, TMDE, and specialtools. The corps AMCO is normally located in theCOSCOM support area and will probably move onceevery 8 to 17 days.Passback MaintenanceA breakdown of the different types and percent-ages of AVIM passback maintenance is shown inFigure 2-1. Doctrinal passback maintenance ischaracteristic of the Army of Excellence (AOE)designed L-series AVIM TOES. While generally

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acknowledged as 25 percent of the divisional workload that is “passed back to the supporting corpsAVIM battalion, it is actually computed as 15 percentsystems repair, 25 percent technical inspection, and30 percent avionics repair during TOE development.All divisional TOES are decremented to compensatefor doctrinal maintenance passback. The corpsAVIM battalions are designed to accommodate it.(Passback maintenance should be eliminated withthe introduction of the Army restructure initiative.)Excess passback maintenance is also characteristicof the AOE-designed AVIM TOES. In simple terms,it is AVIM passback maintenance “in excess” of the25 percent doctrinal passback that results from theAOE-designed divisional AVIM being insufficientlystaffed to perform its TOE/MTOE mission. It ischaracteristic of the light, airborne, and air assaultdivision but only the light divisions with augmenta-tion teams support the excess passback.Displaced maintenance should also be addressed.This category of passback maintenance is primarilyAVUM maintenance that cannot be performed atthe unit level because of AOE personnel con-straints. Operationally, the unresourced AVUMwork load falls to the supporting AVIM as backupmaintenance. However, it differs from true backupmaintenance.

AVIM units are not resourced to performAVUM backup maintenance. Conse-quently, the AVIM unit must preempt itsintermediate maintenance mission in orderto perform backup maintenance work load.The requirement for backup maintenance isgenerated by an “exceptional and tempo-rary” event, i.e., surge conditions (extraor-dinarily high flying hour rate) orcatastrophic event (high combat damage orsevere maintenance personnel losses), etc.There is no way to accurately assess howfrequently these “events” will occur, howlong they will last, or how intense they willbe. Because the work load associated withthese events cannot be measured, it can-not be documented and cannot competefor resourcing. AVIM units must performbackup maintenance on an exception basisand at the expense of the AVIM mission.Displaced maintenance is the result of theAVUM unit being inadequately staffed to

perform its doctrinal mission. While un-resourced AVUM maintenance falls to thesupporting AVIM as backup maintenance, itis not truly backup maintenance.

It is not generated by an “exceptional andtemporary event.”It can be measured, documented, and con-sequently should be able to compete forresourcing.

AOE constraints are not “temporary” in nature.When AVIM units perform AVUM maintenancegenerated by inadequate AVUM staffing, it perma-nently displaces an equivalent amount of AVIM workload. The impact of this fact is not appreciated be-cause the AOE personnel constrained L-seriesAVUM and AVIM TOES are able to accommodatethe work load generated by peacetime flying hourrates. This will not be true with wartime flying hourrates.CORPS HHD, AMB (AVIM) OPERATIONSMissionThe mission of this HHD is to provide AVIM supportto corps aviation assets by commanding and control-ling assigned or attached aviation companies(AVIM). The HHD is organic to the aviation battal-ion (AVIM) of the corps and assigned or normallyattached to the HHC, corps support command, orcorps support group.EmploymentThe HHD is deployed in the corps support area,normally near the aviation brigade HHC and oneor more of the subordinate AVIM companies. Itprovides command and control staff supervisionof aviation and aviation-related repair activities.The staff elements of the battalion ensure thecapability to plan for and implement all aspectsof the battalion commander’s tactical plan. Themaintenance and supply operations element en-sures the timely execution of the logistics sup-port plan developed by the commander andinput to the COSCOM logistical support plan.Other elements of the detachment provide thenucleus for establishing the battalion wire andcommunications nets and perform unit mainte-nance for organic equipment.The battalion commander is assisted by the staff inexecuting the mission. The staff officers acquire,

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analyze, and coordinate information and present es-sential elements to the commander. Upon thecommander’s approval, this information is used todevelop detailed operational plans for the battalion.The technical aspects of the mission are controlledand directed by the maintenance and supply oper-ations section. The personnel in this section, inclose coordination with the aviation mainte-nance company commanders and the personnelof the COSCOM HHC and MMC aircraft mate-riel management element, develop the logisticalsupport plan by a method similar to that used forthe tactical plan. The battalion commander is respon-sible to the COSCOM/CSG commander for the adequacyand timeliness of the aviation maintenance mission. Heuses these inputs to best accomplish the tactical andtechnical missions of the battalion. These plans will nor-mally be based upon a habitual support relationshipbetween the supporting and supported units.MobilityThe doctrinal mobility goal for the corps HHD,AMB (AVIM) is 100 percent mobility with the capa-bility of transporting 50 percent of the unit in one liftusing organic vehicles. This unit is normally locatedin the COSCOM support area. It has a requirementto move once every 8 to 17 days.ECHELONS ABOVE CORPS AMCO (AVIM)OPERATIONS (TAACOM)MissionThe purpose of the EAC AMCO is to provide–

AVIM and backup AVUM support to EACassigned aircraft.Aviation repair parts supply support to EACaviation units including aircraft armamentand avionics.Selected repair parts RX support for corpsAVIM units.

It provides AVIM overflow maintenance supportto corps assigned or under the operational controlof the theater to which assigned. It also establishesand operates an aircraft RX repair parts supplyprogram.EmploymentTwo EAC AMCOs are assigned to an aviationmaintenance battalion (AVIM), which is organic to

a theater area support group of the TAACOM. TheEAC AMCO is employed in the theater supportarea. More specifically, it would be part of an areasupport group, TAACOM, and be located in thevicinity of an instrumented landing facility. This de-pends on METT-T. The remainder of the employ-ment is basically the same as described for thedivisional and corps AMCOs.Aircraft RecoverySee AVIM functions, this chapter.Aircraft Repair PartsSee discussion of aircraft repair parts under Divi-sional AMCO (AVIM) Operations above.MobilityThe doctrinal mobility goal for the EAC AMCO is100 percent mobility with the capability of transport-ing 50 percent of its unit in one lift using organicvehicles. The commander must determine which ex-ternal transportation assets must be requested tomove the remainder of the unit. The EAC AMCO isnormally located in the theater area support group.It is expected to move at least once every 30 days.ECHELONS ABOVE CORPS HHD, AMB(AVIM) OPERATIONS (TAACOM)MissionThe mission of this HHD is to provide command andcontrol for assigned or attached aviation maintenancecompanies (AVIM). It is organic to the EAC aviationmaintenance battalion (AVIM) and assigned or nor-mally attached to the HHC, theater area support group.Employment(See Corps HHD, AMB [AVIM] Operations Em-ployment, this chapter.) The major difference be-tween EAC operations and the HHD, AMB (AVIM)is that the HHD is employed in the theater supportarea, and the battalion commander is responsible tothe area support group commander for the adequacyand timeliness of the aviation maintenance mission.MobilityThe doctrinal mobility goal for the EAC HHC, AMB(AVIM) is 100 percent mobile with the capability totransport 50 percent of the unit in one lift usingorganic vehicles. It will probably move at least onceevery 30 days.

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AVIATION DEPOT MAINTENANCE ROUND-OUT UNIT (ADMRU) PROGRAMMissionThe mobilization mission of the ADMRU programand CONUS-based AVCRADs is–

To support deploying FORSCOM aviationUnits.To expand the mobilization capability of theCONUS-based aviation depot system.To provide OCONUS capability for Armyaviation depot maintenance in contingencyoperations.To identify and classify aviation depot re-ceipts and stocks in storage.

EmploymentUpon mobilization, the ADMRU programrounds out the Industrial Operations Command(IOC) in AMC with the mobilization AVCRADcontrol element (MACE) and four aviation clas-sification repair activity depot (AVCRAD) units.The four AVCRADs located in Connecticut,Missouri, Mississippi, and California mobilize inplace, initially providing backup AVIM and limiteddepot support to the deploying FORSCOM aviationunits within CONUS. As required, they shift to fullyexpand the IOC aviation capability in order to pro-vide depot-level maintenance on critical aviation ma-teriel for AMC.When necessary, the readiness division (RD) of thelogistics support element (I-SE), composed of ele-ments of both the MACE and the AVCRADs, can bedeployed to a theater of operation to provide depot-level aviation maintenance.When the LSE deploys CONUS, the ADMRU ele-ment of the RD operates the theater aviation mainte-nance program. As aviation materiel is retrogradedfrom the battle, the LSE classifies and repairs criticalaviation commponents before they enter the CONUSdepot pipeline.MobilityThe AVCRADs are fixed-base, CONUS-depot facili-ties that mobilize in place. The ADMRU element of theLSE mobilizes and deploys a tailored contingent ofsoldiers and equipment to staff and operate one ormore in-theater aviation maintenance facilities. Once

mobilized and deployed, the LSE provides supportfrom a fixed base. From this deployed facility, theLSE would project limited task-organized supportforward through the use of classification and mainte-nance support teams. Long air transportation withinthe theater is provided by ADMRU organic C-23freed-wing assets.AVIATION DEPOT MAINTENANCEMissionThe mission of the Corpus Christi Army Depot(CCAD) is-

To overhaul, repair, modify, retrofit, andmodernize aircraft systems and other systemsas assigned.To maintain a mobilization and training baseto provide capability for mission support dur-ing any contingency.To receive, store, inventory, preserve, pack-age, issue, and ship depot and mission sup-plies associated with the total CCADaeronautical depot maintenance mission.To provide maintenance support services foraeronautical equipment worldwide.To provide project development and designservice for special projects as assigned.To exercise command control over assignedactivities.To provide worldwide telephone hot line andon-site technical assistance in the inspection,maintenance, and repair of customer aircraftand engines.To provide integrated logistic support foraeronautical weapons systems through devel-opment and maintenance of technical publi-cations.

EmploymentDepot maintenance is employed primarily inCONUS. However, it projects itself worldwidethrough maintenance support teams using organicassets, through contract programs, and through theADMRU program.MobilityThe depot is a freed-base facility but can project itselfas described above.

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THEATER AVIATION MAINTENANCEPROGRAM (TAMP)Under the Army Materiel Command (AMC), twomajor subordinate commands, Aviation Troop Com-mand (ATCOM) and the Depot Systems Command(DESCOM), developed the Theater Aviation Main-tenance Program (TAMP) to accomplish the follow-ing missions:

Assist units in development and redeploy-ment.Provide technical assistance.Support increased operational tempo.

FM 1-500

Sustain Army aviation across the entire spec-trum of operations.

The TAMP as an organization has many assets whichinclude, but are not limited to, the Aviation Depot Main-tenance Round-Out Unit (ADMRU) Program, whichincludes the National Guard mobilizationAVCRAD control element forward (MACE-FWD) and the LSD, contract field service repre-sentatives, logistics assistance representatives,special repair activities, contractor logistics support,engine repair facility, and a TA national inventorycontrol point. These are all placed in the theater’sarea of operation.

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CHAPTER 3

COMMAND, CONTROL, AND COMMUNICATIONS

Aviation elements can fight and operate like othermaneuver elements. In most cases, they will be re-quired to operate with their forces spread laterallyand in depth throughout the battlefield. Communi-cations requirements will exceed 300 kilometers insome theaters of operations and will encompass se-cure voice and data transmissions. Therefore, avia-tion commanders and aviation maintenancecommanders and their staffs must focus on detailedplanning to employ and sustain aviation units. Plan-ning and supporting elements will need to identifycurrent and future operations in order to coordinatemaneuver and support.COMMAND AND CONTROL (C2)Command and control links the efforts of all subor-dinate units, from the forward deployed fighting unitsto the rear areas or, in some cases, CONUS viaTACSAT-COM, The C2 system relays thecommander’s intent and tactical guidance to fightingand supporting forces. To achieve the intended goal,there must be unity of effort. There must also becontinuity and division of work. At any level of com-mand, the C2 system provides the commander withthe structure and means to make and convey deci-sions and to evaluate them continuously. Those deci-sions and the higher-level intent must then betranslated into productive action. For aviation per-sonnel to carry out their own decision-making cycle,decisions at division and corps level must be madefast enough to keep ahead of the battle. Planning,conducting, and sustaining the fight is critical to ef-fective performance of aviation maintenance. Thesefunctions are interrelated, equally important, andcyclical.STANDING OPERATING PROCEDURES (SOP)Requirements for establishing, recording, displaying,coordinating, and exchanging information through-out aviation units must be detailed in SOPs. Staffsshould tailor their requirements to reduce the col-lecting and processing of extraneous data. Auto-mated information management systems will makethese tasks easier for the commander.

PLANNINGA staff that is trained to plan and execute combatoperations is critical to successful sustainment ofaviation assets. To accomplish the mission, the staffplans operations for all air and ground assets. Plan-ning addresses corps and division requirements andcontingency plans and concerns specified by the avi-ation commander.When possible, each successive level of commandshould have adequate time to digest the plans ofhigher headquarters and then to complete its ownplans. Planning is a continuous process that in-cludes such details as unit status, enemy locations,and a report-by-exception measure of combatpower.Frequent personal contact among the commander,staff, and liaison personnel is essential to coordinateand produce plans and orders. Four primary resultsof a sound plan are–

Synchronized resources and minimized risks.Understanding of the intent by subordinateunits, who can visualize what to do in theabsence of instruction.A unified effort due to clear statements of themission, commander’s intent, and concept ofoperation.A plan that can be accomplished even underextremely stressful situations because it is suf-ficiently detailed, yet simple.

AVIATION BRIGADE/BATTALION STAFFThe aviation brigade/battalion staff is composed ba-sically like any other brigade/battalion with person-nel specifically ordered or detailed to assist thecommander in the exercise of command. Figure 3-1shows the staff structure, which consists of personal,Coordinating, and special staffs (the special staff ap-plies primarily to the brigade). Staff member skillsand roles are detailed in FM 101-5. Key functions ofS3 and S4 sections are briefly discussed below. The

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coordination between these sections is critical toaviation maintenance operations.S3 SectionThe S3 section is the commander’s principal sectionfor matters that pertain to organizing employing,training, and operating brigade/battalion and sup-porting elements. It locates in the brigade/battaliontactical CP (command post) and assists the com-mander in fighting the ongoing battle. When notdeployed forward, the S3 serves as the officer-in-charge of the tactical CP. He supervises the tacticalCP to control the battle and provide the commanderwith combat-critical information. The NBC and CEofficers normally work directly for the S3. The S3must maintain close coordination with the S4 to keepabreast of the CSS status. The S3 ensures his person-nel are trained, and his equipment is maintained tosupport the brigade executive officer (XO) in thetactical operations center (TOC). The S3 will–

Integrate fire support.Establish communications priorities.

Maintain the troops list (FM 101-5).Monitor and control tactical operations.Coordinate and supervise operations security(OPSEC) (FM 63-l).Plan and supervise EW activities (FM 34-10).Develop and supervise training programs(FM 101-5).Plan and supervise psychological operations(FM 63-l).Develop and supervise deception require-ments (FM 34-10).Predict fallout from nuclear weapons (FM 3-3).Select the general location for the TOC orcommand post.Prepare the tactical movement plan and su-pervise movements.Coordinate and supervise the rear operationsarea (FM 90-14).Prepare operation estimates (FM 101-5,Chapter 5, and Appendix E).

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Coordinate unit replacements, attachments,or detachments (FM 101-5).Coordinate and control civil-military opera-tions (FM 41-10 and FM 101-5, Appendix A).Coordinate and publish OPLANs, OPORDs,and FRAGOs (FM 101-5, Chapters 6 and 7,and Appendix G).Advise the commander on combat and com-bat support matters and on organization andtraining (FM 101-5).

S4 SectionThe S4 section must thoroughly understand thecommander’s intent and initiate timely actions tosupport that intent. The brigade/battalion S4 sectionprovides the commander with information on all lo-gistical matters. It coordinates with the battalion S4sand unit aircraft maintenance officers about the sta-tus of equipment and supplies, particularly Classes I,III, V, and IX, and the capabilities of the trains. TheS4 is responsible for operating the train elements andthe rear CP and for directing their displacement. TheS4 works in the main support area and, in conjunctionwith the S1, runs the general-purpose net. The divi-sion aviation brigade S4 coordinates support with themain support battalion S4 or the DISCOM supportoperations officer. The corps aviation brigade S4coordinates support with the support operations of-ficer of the corps support group or the support oper-ations officer of the corps support battalionoperating in the division area. The S4 will–

Plan support services.Maintain supply status.Plan supply requirements.Recommend main supply route.Plan and control administrative moves.Maintain maintenance status (FM 29-12).Plan maintenance requirements (FM 63-3).Plan transportation requirements (FM 63-3).Prepare logistics estimate (FM 101-5, Appen-dix E).Determine civilian labor requirements for lo-gistical support (FM 101-5).Collect and dispose of excess property, sal-vage, and captured material (FM 101-5).

Prepare logistical orders, plans, annexes, andparagraph 4 of OPORDs or OPLANs (FM101-5, Chapters 6 and 7, and Appendix G).

Command PostsAviation logisticians must know the organization andstructure of aviation command posts, especially therear command post. Figure 3-2 shows a typical com-mand and control network for the aviation brigade.The network will be modified to meet the situation.The brigade rear CP coordinates the combat servicesupport required to sustain the brigade. It may belocated within the corps/division support area or at aseparate location in the rear area of the corps/divi-sion area of operation (AO).The brigade/battalion XO controls the operations ofthe rear area. The S4 maintains continuous contactwith the assistant S4 in the main CP to coordinaterequired support. It also coordinates extensively withthe support commands, BNCs, AMCO/AMB, andpersonnel services for their respective functions.The S4 is also responsible for the security of rear areaunits of the aviation brigade/battalion and will ensurethey are integrated into the base clusters of thecorps/division support areas for mutual security.Refer to Figure 3-2 for a typical arrangement of therear area.RESPONSIBILITIES, FUNCTIONS, AND RELA-TIONSHIPSThe responsibilities, functions, and relationships ofsupport commanders, their staffs, and subordinatecommanders are discussed in general in the followingparagraphs. More specific details are provided inappropriate chapters of this manual or in other doc-trinal field manuals identified in this manual.Support CommandersSupport commanders (DISCOMs, COSCOMs,TAACOMs) have both command and CSS responsi-bilities. In meeting these responsibilities, they willfind it useful to view their duties from three perspec-tives. First, they must look forward at the units theysupport with a view toward improving that support;for example, the quality of AVIM and DS-levelmaintenance and their effect on the readiness ofdivision units. Second, they must look within theircommand and become involved in standard com-mand and administrative matters; for example,

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troop morale, personnel management, unit supply,and similar functions. Third, they must look back atthe higher echelon support provided to them by othersupport activities and ensure that appropriate inter-faces exist between them and backup support units.Support commanders command and control organicand attached units of their commands. They organizethe movement and direct the deposition of subordi-nate units within the support areas in accordancewith the current tactical plan. They must also direct

and coordinate the location and displacement oflower-echelon units and elements (for example, theAMB and other AVIM units) employed in the for-ward areas. This duty requires coordination with theGl, G3, G4, and aviation brigade commanders con-cerning current and proposed locations and move-ment of all support units.Support commanders recommend priorities for air de-fense of CSS facilities. They coordinate and implementplans for assigned rear-battle officer responsibilities

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in the support areas. They also coordinate with theG1 support team and the G2 for threat data in pro-posed areas for CSS operations.In fulfilling their CSS responsibilities, support com-manders–

Advise commanders and staffs concerningsupply, maintenance, and services (less ex-ceptions) and the conduct of these CSS func-tions throughout their echelon.Supervise and control logistics support oper-ations of the echelon.Conduct inspections to determine the abilityof the support commands and attached logis-tics units to function in the field.Ensure that in a NATO or allied environment,support command operations agree with all ap-plicable STANAGs and HNS commitments.

Formal administrative and logistics orders normallyare not issued at brigade and lower echelons. Supportcommanders furnish CSS information to the G1/G4for inclusion in plans or orders. They publish instruc-tions to their commands, using standard operationorder or plan techniques. Matters that may be re-duced to routine are included in SOPs.Aviation Maintenance Battalion/Company Com-mander (AVIM)The aviation maintenance battalion/company com-mander –

Advises and assists the support commanderand staff in AVIM matters.Assists the support commander with techni-cal supervision of AVIM and trainingthroughout the echelon.Advises and assists the support commanderand staff in determining requirements forAVIM. AVIM material management is coor-dinated with the HHC/DMMC.Provides a liaison element to the supportcommand staff when required.Represents, when directed or authorized,the support commander by providing adviceand assistance to the echelon commanderand staff on AVIM operations that the bat-talion/company is responsible for.

On routine matters, this officer maybe authorized toprovide advice, information, and assistance to theG4. However, in cases having significant impact onthe ability of the support commander to accomplishhis mission, the support commander normally retainsauthority for approval before action. The battal-ion/company commander must inform the supportcommander of all commitments made.See Appendix I for aviation maintenancecommander’s checklist.RELATIONSHIP OF SUPPORT COMMANDS,AMCO/AMB, AND ABWhile the AMCO/AMB provides AVIM support tothe aviation brigade, it remains under the commandof the support commander (Figure 3-3). It gives pri-ority to AVIM support required by the AB. In thisrole the AMCO/AMB–

Responds directly to AB AVIM work loadrequirements.Has the same zone of action as the AB, al-though its base of operations may not liewithin it.Furnishes liaison to the AB and receivesAVIM priorities from the AB.Establishes communications with the AB.Operates from positions within reasonableresponse time to the AB.Provides technical advice and assistance tothe AB.

Support Commander and Aviation Brigade Com-manderThe AB commander and the support commanderwork together to ensure recognition of the brigade’slogistics needs. One of the primary concerns of thesupport commander for the AB is aviation interme-diate maintenance.The support commander provides the AB com-mander with AVIM support through theAMCO/AMB (AVIM). This includes aircraft arma-ment and avionics repair, aircraft repair parts supply,and aircraft recovery and evacuation. TheAMCO/AMB (AVIM) also operates an aviation re-pairable exchange and maintains operational readi-ness floats for selected aviation items.

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The AB S4 is the principal staff officer for the AB support command S2/S3 (or equivalent) for the exe-commander in matters of aircraft maintenance.AMCO/AMB (AVIM) aviation maintenance techni-cians and production control officers routinely pro-vide advice and assistance to the AB S4. As theaircraft maintenance planner, the AB S4 maintainsclose, continuous coordination with AMCO/AMB(AVIM) aviation maintenance technicians and pro-duction control officers.The AB S4 is the focal point for planning andcoordinating aircraft maintenance support for theAB within the AB commander priorities and allo-cation of support. The AMCO/AMB providesAVIM in accordance with priorities set by the ABcommander.The AB commander must ensure that the AB S4works closely with support command’s support oper-ations for AVIM planning. The AB commander mustalso ensure that the AB S4 works closely with the

cution of AVIM support.Technical advice and assistance are available to theAB S4 from the AMCO/AMB (AVIM) and supportcommand staff to plan AB aircraft maintenance op-erations. Similarly, AVUM units can obtain technicaladvice and assistance from the AMCO/AMB(AVIM) to execute plans developed by the AB S4.AB AVUM units have a day-to-day working relation-ship with the AMCO/AMB (AVIM). They routinelykeep the AB S4 informed of their respective AVUMstatus. In this manner, the AB S4 always knows theaircraft maintenance posture of the AB.The AB operational area includes the entire eche-lon. This means that the AB employs its aviationassets throughout the entire echelon sector. ABelements, therefore, require area support of logis-tics and medical functions while supporting theechelon scheme of maneuver. This area support

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requires close coordination between the supportcommand and the AB. For example, the division ABHHC and aviation companies receive their CSS sup-port from the main support battalion (MSB) in theDSA, The attack battalion receives CSS from theMSB (DSA) or from a forward support battalion(FSB) in a nearby BSA. Its AVIM support comesfrom an AMCO normally located in the DSA. Thecavalry squadron usually receives its support fromthe closest FSB. Its AVIM support comes from anAMCO normally located in the corps rear area orfrom MSTs tailored to meet its needs in the forwardareas.The AB executive officer or S4 usually coordinateswith the support command S2/S3 (or equivalent) forthe logistics support required,When possible, the support command S2/S3 estab-lishes an element to coordinate directly and con-sistently with the AB S4 to expedite CSS for thebrigade. The most critical logistical functions forthe AB are resupply of Classes III and V, aircraftmaintenance, and aircraft recovery and evacua-tion.COMMUNICATIONSThe mobility and flexibility of aviation units placeincreasing demands on reliable, timely, secure, andlong-range communications. Radio is a primarymeans of communication for aviation assets. Othermeans include multichannel radio, satellite, messen-ger, wire, sound, and visual communications. Al-though all of these maybe used extensively in combatoperations, they will normally complement radio orprovide an alternate means of communication. Avia-tion units maintain both external communicationswith their echelon and internal communications withtheir subordinate units for command and control.External communication ranges may exceed 300 KMin some theaters of operations. Key communicationnets for aviation, aviation maintenance, and support-ing units are illustrated in Appendix J. Nets will varywith unit missions and tables of organization andequipment.NetsEffective, reliable communications are essential forcommanders and their staffs to command and con-trol their assets. Communications are composed ofexternal nets and internal nets, including telephonesystems.

ExternalPersonnel with aviation logistics responsibilities andfunctions access the communications systemthrough–

Multichannel radio.Single-channel radio, including AM, FM, andRATT.NRI.Messenger.

Command/Operations FMCommanders and operations personnel are requiredto monitor this FM net. The net is normally estab-lished first for tactical control and combat coordina-tion. It is also used to report tactical data ofimmediate command and operational value.Administrative/Logistics (ADMIN/LOG)Logistics and administrative personnel monitor thisFM net. This net should only be used for sendingshort messages because of the radio signature that isemitted. (Normally controlled by the s4.)Intelligence FMThe G2s and S2s enter this FM net; it is controlledby the echelon G2. The net is used for passingintelligence data and as a backup for the commandnet.Operations HF (Voice)The S2s and S3s enter this HF (voice) net; it iscontrolled by the echelon G3. The net maybe inter-faced with the echelon’s multichannel system if theradio is changed to the NRI frequency. It provideslong-range communications for critical operationalinformation.General-Purpose HF RATTThe S1s and S4s enter this HF RATT net. It is usedfor passing administrative and logistics informationto the support commands.Operations FM or IHFRThis net is used to pass orders and information tocontrol rear operations. The net control station(NCS) of this net is the rear area operations center.This net structure will extend from existing netsbelow brigade level.

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InternalRadioInternal radio nets are established and controlled bythe parent element (battalion controls companies;company controls platoons). They meet command,control, and logistical requirements within the orga-nization and its subordinate units.Command/Operations FMThe S3 enters this FM net. The NCS is normallylocated at the main CP. This net is reserved for thecommander and subordinate unit commanders whoreport directly to him.Administrative/LogisticsThe S1s, S4s, CEOs, and AMCOs enter this FM net.The net is used to exchange administrative or logis-tics requests with subordinate units.TelephoneAviation units also establish and control telephonenets. Wire communications allow internal communi-cations with all sections of the company. Wire con-nection to the nearest tie-into the area common usersystem (multichannel) provides necessary communi-cations from the AMCO to the DISCOM and ABswitchboards.ADP CONTINUITY-OF-OPERATIONS PLANSpecific guidance for each functional computer sys-tem is in the user’s manual for the system. Thesemanuals require the development of continuity-of-operations plans (COOP). The developer of a COOPwill usually consider –

Threat and risk analysis. This analysis shouldidentify and evaluate the major threats to thedivision’s CSS computer systems. It shouldmeasure the risk the commander is preparedto accept for each threat. Action can then betaken to reduce the risk related to each threat.Continued ADP functions in emergency orwartime conditions are equal in importanceto the supported users’ roles.Work load priorities. Users should work to-gether to determine the priority of the systemswhich the CSS computer system supports.

This effort must recognize that under emer-gency conditions CSS computers might not beable to continue their usual level of support toall users.Also note that turnaround time will be longerand that user missions may change.Protection of files, programs, and documen-tation. There should beat least two copies ofeach major file, program, or procedure. If oneis damaged or destroyed, the second can beused to continue the ADP functions. For bestprotection, the second copy should be storedat a separate location fairly close to its hostcomputer. The storage site, however, shouldnot be so close that it renders both sites vul-nerable to the same threat. Procedures mustbe established to update the material storedat separate locations.Alternate-site operation. The use of compat-ible ADPE is usually the best backup solution,especially for long outages. The COOPshould identify one or more alternate sites.First thought should be given to other CSScomputers with similar equipment and mis-sions. This will take advantage of similarequipment, software, and personnel skills.Selection of an alternate site depends on anumber of factors. One factor is the compat-ibility of equipment with software. Another isthe convenience of the potential site for thecommunication and transportation of inputsand outputs. Another factor is the vulnerabil-ity of the alternate site to the same threats asthe supported site.

the COOP has been developed, it should beOncereviewed and updated at least annually. This reviewshould include testing portions of the COOP. If pos-sible, these tests should provide for actual movementto the alternate site and should test the use of backupmaterials. CSS computer systems should be movedperiodically to ensure their mobile performance.Regardless of the cause or duration of an ADP out-age, continuity-of-operations procedures can lessenthe impact of the outage and ensure that critical CSSfunctions are accomplished.

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CHAPTER 4

MAINTENANCE MANAGEMENT

Army aviation gives battlefield commanders the abil-ity to conduct combat operations wherever andwhenever they choose to engage the enemy. Theability to land troops and supplies at pinpoint loca-tions or to leapfrog all types of obstacles has beencommonplace since the early 1960s–made possibleby the vertical-lift helicopter. The right aviation as-sets are critical to the Army’s ability to maintainbattlefield mobility. Especially important are themaintenance and repair of highly complex aircraft.To ensure that vital assets remain ready to fight, ahighly developed maintenance system has evolvedfrom years of peacetime and combat operationalexperience. Experience has shown that an effectivemaintenance program must be operated by experi-enced managers who understand the complexities ofthe Army’s aviation assets and the value of theseassets to battlefield mobility.Working in any type of aviation environment is chal-lenging. Maintenance is certainly a requirement forall mechanical ground equipment, trucks, groundsupport equipment, and so forth, but there is a criti-cal difference between maintaining equipment andmaintaining aircraft. Disastrous results can occurfrom any failure of an aircraft system at a criticalphase of flight. For rotary-wing aircraft with theirmany highly balanced, moving, and rotating parts,maintenance requirements are even more intense.Therefore, the challenge for the aviation mainte-nance manager is to ensure that the maintenanceprogram provides the assets the commander needs,without compromising established safe maintenancestandards. The key to the manager’s success is toconsistently make the right decisions that will resultin successful mission accomplishment.OBJECTIVESThe primary objective of Army aviation maintenanceis to provide safe, mission-capable aircraft to satisfyall mission requirements. In time of war, Army avia-tion missions primarily involve combat and combatsupport. In peacetime, the primary mission is trainingfor combat. In many instances, peacetime trainingrequirements for aircraft are almost as stringent aswartime combat requirements. The maintenance

manager must realize the significance of aircraftavailability if the unit is to accomplish its mission inboth war and peace.Attaining the maintenance objective becomes muchmore challenging when resources are limited. Thiscreates a secondary objective of making aircraftavailable in an economical and timely manner usingavailable resources.CONCEPTSA maintenance concept is a general expression ofintent; for instance, how to maintain and support theweapons system. Concepts provide overall guidancewhile policies provide specific guidance. Examples ofaviation maintenance concepts follow:

Each commander is responsible for the main-tenance of equipment issued to the unit.Maintenance proceeds according to mainte-nance allocation charts (MAC) and technicalmanuals published at the lowest level consis-tent with the tactical situation, skill, time, re-pair parts, tools, and test equipmentauthorized or available.Repairs are made on site, whenever possible.Unserviceable material beyond the mainte-nance authority or capability of a unit ispromptly reported or delivered to the nexthigher maintenance level.All authorized maintenance within the capa-bility of an organization is done, if possible,before evacuation of economically repairableitems to the next higher maintenance level.When required, higher levels perform themaintenance of lower levels (displaced andpass-back maintenance).Controlled exchange is used as a last resort toobtain repair parts and assemblies to supportmaintenance of equipment. Controlled ex-change is taking serviceable parts from oneunserviceable repairable end item to put onanother unserviceable repairable end item inorder to return the gaining end item to ser-viceable condition.

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Repairs are made under the on-conditionmaintenance (OCM) concept at all catego-ries of maintenance: AVIM and depot main-tenance return an item to the user or to thesupply system according to maintenance stan-dards established for each item of equipment.Quality maintenance depends on preventivemaintenance services and inspections.Aircraft maintenance inspections are ori-ented to the early detection of faults affectingsafety of flight. All levels will make maximumuse of test equipment for diagnostic testingand fault isolation.Operator (crew chief) maintenance is con-stantly emphasized throughout the chain ofcommand because it is key to the operationalreadiness of Army aircraft.Work will be completed by the smallest pos-sible number of personnel.Maintenance managers should establish stan-dard procedures for doing jobs. As a result,soldiers will need to consult supervisors onlyin unusual situations.Time standards are determined by averagingthe amount of time required to perform iden-tical tasks. Time standards should be re-viewed regularly and revised as needed.

POLICIESTM 1-1500-328-23 and DA Pam 738-751 contain spe-cific maintenance policies that apply to all Armyaircraft. Aviation maintenance managers at all levelsshould know and understand these policies.METHODS OF PERFORMING MAINTENANCECrew ChiefThis is the primary method of performing mainte-nance on Army aircraft. It is accomplished by a crewchief assigned to the aircraft, who becomes the pri-mary maintenance person for that aircraft. If theaircraft should require extensive maintenance, thecrew chief will request and receive assistance fromAVUM maintenance personnel.DockThis method is for aircraft undergoing extensive re-pairs or lengthy inspections. It uses a fixed mainte-nance dock or bay. The dock could be a location in ahangar or shop, a parking spot on the flight line, or

any prearranged location. The aircraft normally re-mains in the maintenance dock until all maintenanceis complete. Maintenance crews or teams rotate toand from the aircraft. The dock method is normallyused at AVUM units, AVIM units, and depots.Production LineThis method is routinely used for aircraft undergoingextensive modifications or complete overhaul such asat an Army depot or contractor facility. It is similarto an automobile production line, except that theaircraft or components can be disassembled or as-sembled using this system. Examples of the produc-tion line method can be seen at any airline overhaulfacility. The basic characteristic of this method is thatthe aircraft moves through the disassembly or assem-bly area as maintenance crews or teams perform theirrespective tasks at a freed location.MAINTENANCE MANAGEMENT FUNCTIONSProduction ControlThe PC section manages the aircraft maintenanceand supply functions of the aviation unit. The orga-nization of PC sections varies depending on the num-ber and type of aircraft assigned to the unit; whetherthe unit’s level of maintenance is AVUM, AVIM, ordepot; the unit’s mission; the space available; theterrain; and the environment. A typical productioncontrol section will–

Act as single point of contact for supportedunits.Monitor and maintain records of daily flyinghours and condition of assigned aircraft.Inform the commander of the status andavailability of the aircraft and of the flyinghours available.Schedule aircraft, in coordination with theflight companies/platoons, to meet missionand training requirements.Monitor the progress of work in the variousmaintenance sections to ensure a balancedwork load.Prepare and submit status reports of mainte-nance in progress to the commander andhigher headquarters.Coordinate and schedule requirements withthe next higher level of maintenance for allwork beyond the unit’s capability.

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Coordinate work input to the maintenancesections.Coordinate activities of the quality controlelements.Monitor management of the aircraft PLL.Monitor the operation and maintenance ofpower generation and ground support equip-ment.Monitor aircraft time-change componentschedule to ensure replacement componentsare ordered in accord with flying-hour re-quirements.Supervise the controlled exchange program(Note: The commander or his designated rep-resentatives are the only individuals author-ized to approve controlled exchanges). Allcontrolled exchange actions must be docu-mented on DA Form 1352 (Army AircraftInventory, Status, and Flying Time).Coordinate all test flights.Coordinate transportation for the aircraft re-covery teams and aircraft to be recovered orevacuated.Maintain DA Form 2405 (Maintenance Re-quest Register) and the in-process file.Maintain the production control board ac-cording to the unit’s procedures. (See Appen-dix D for additional information on theproduction control board.)Supervise the cross training of personnel withaviation maintenance occupational skills.Aircraft repairers in one type of aircraftshould be cross-trained in other types ofaircraft whenever feasible.

Quality ControlQuality control activities complement those of pro-duction control. Quality control management is co-ordinated with all phases of production controlmanagement to ensure maximum productivity.Properly designed quality control procedures canensure an acceptable level of quality while reducinginspection requirements and management efforts.However, quality control standards must never besacrificed to increase production. To ensure com-plete objectivity, QC personnel are directly respon-sible to the unit commander.

The major functions and responsibilities of the qual-ity control element are–

To establish and maintain a complete techni-cal reference library for assigned or sup-ported aircraft and systems.To ensure all maintenance sections maintaina technical data familiarization chart for theirsection’s maintenance personnel.To inspect the accuracy of equipment recordsrequired by DA Pam 738-751. This responsi-bility includes the proper use, preparation,and disposition of these records.To ensure full participation in the quality de-ficiency report (QDR) program.To monitor the application of modificationwork orders (MWO).To ensure compliance with the Army OilAnalysis Program (AOAP).To monitor and maintain the aircraft time-change component schedule and ensure thatproduction control is given adequate notice(100 flight hours for time change, 2 months forcalendar change) of upcoming component-change requirements.To review and update all shop standard in-spection procedures files to incorporate newinspection techniques and to establish proce-dures for new equipment.To monitor and perform as necessary nonde-structive inspections of aircraft componentsand airframe structural members as de-scribed in TM 55-1500-335-23.To establish and maintain calibration sched-ules for TMDE. (See Appendix K.)To perform required technical inspections ofaircraft, components, and related systems.To inspect all areas where aircraft mainte-nance is performed to ensure that mainte-nance operations are completed in a safemanner.

Technical inspection of aircraft maintenance assuresadherence to the standards and practices establishedby applicable publications. Inspections ensure thatall applicable technical requirements are followed.They also ensure that the maintenance shop is organ-ized and performing quality work efficiently. Beforeperforming an inspection, QC personnel will review

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all the latest applicable reference material to makesure that the inspection meets current requirements.(See Chapter 8 for additional details.)Aircraft Maintenance ElementsThe aircraft maintenance elements of AVIM andAVUM units are responsible for unit-level mainte-nance of aircraft that is beyond the capability orresponsibility of the crew chief.Scheduled MaintenanceTo effectively perform its mission, the aircraft main-tenance section must perform the following sched-uled maintenance tasks:

Make scheduled phase maintenance inspec-tions assisted by the crew chief and aircraftcomponent repair section personnel.Comply with safety-of-flight or unit-leveltechnical bulletins requiring onetime or re-curring inspections of aircraft in coordinationwith the quality control element.Perform operator maintenance on GSE as-signed to the section.

Unscheduled MaintenanceThe aircraft maintenance section will often have toperform unscheduled maintenance. This require-ment normally results from the replacement of acomponent; for example, the crew chief needs helpwith replacement of a flight control hydraulic cyl-inder. The crew chief or other personnel will han-dle the majority of unscheduled maintenanceactions, as determined by the maintenance officer,in coordination with the appropriate companycommander/platoon leader.Deferred MaintenanceMinor faults noted during daily inspections that donot affect mission readiness or the safe operationof the aircraft maybe deferred until the next sched-uled inspection. The more faults deferred, how-ever, the more delays when the aircraft receivesscheduled maintenance. Minor faults that qualifyfor deferred maintenance will be reentered fromDA Form 2408-13-1 to DA Form 2408-14 only aftera valid requisition document number or work ordernumber has been received. The entries will be re-entered back to DA Form 2408 -13-1 and signed offwhen corrected. To ensure flight safety, the following

factors must be considered before classifying a defi-ciency for deferred maintenance:

No flight safety faults are considered for de-ferred maintenance.Aircraft must be grounded for maintenanceif there is a reasonable doubt about flightsafety.A large number of deferred faults that do notpresent SOF problems on an individual basismay degrade aircraft reliability when consid-ered collectively.

Other DutiesAircraft maintenance element personnel may alsoprovide–

Maintenance support teams as required.Assistance in maintaining GSE.

Shop Section/Component RepairThe shop section/component repair element per-forms repair and preventive maintenance of aircraftcomponents and structures that require a high de-gree of specialized technical skills. The general areasof responsibility include–

Power plants.Airframe structures.Pneudraulics.Aviation electronics.Electrical systems.Armament systems.Power trains.

Power Plant SectionMOS 68B personnel in this section service and repairpower plants. They-

Remove, replace, service, prepare, preserve,clean, and store engine assemblies or compo-nents.Disassemble, repair, reassemble, adjust, anddiagnostically test turbine engine systems,subsystems, and components according to di-rectives, technical manuals, and safety proce-dures.

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Assist in troubleshooting engines and riggingengine controls.Perform limited maintenance operationalchecks.

Structural Repair SectionMOS 68G personnel in this section repair and main-tain airframes. They-

Apply overlay and flush patches on stressedaircraft skin.Remove and install mechanical-lock blind riv-ets, solid-shank rivets, lock-bolt rivets, nutplates, turn-lock fasteners, threaded-pin fasten-ers, other special-purpose fasteners, and rivets.Repair honeycomb structural panels such asfloor panels, work decks, and avionicsshelves.Mix and apply fiberglass materials.Make emergency and permanent repairs totransparent plastic windows and enclosures.Remove, repair, and replace aircraft pneu-matic deicing boots.Perform structural and honeycomb repair ofhelicopter rotor blades.Replace and repair stringers, longerons, bulk-heads, and beams according to directives, tech-nical manuals, and safety procedures.Use common measuring tools, precision mea-suring gauges, and alignment fixtures to per-form structural repairs.Mix and apply primers and paints to aircraftsurfaces, to include the layout and painting ofaircraft markings.Perform corrosion-control treatment on air-craft metals.Fabricate structural parts and forming blocks,and shape metal using stretching shrinking, andother metal-forming techniques.

Pneudraulic SectionMOS 68H personnel in this section maintain, repair,and troubleshoot pneudraulic systems. They–

Disassemble, repair, reassemble, install, ad-just, and test hydraulic systems, subsystems,

and components according to directives,technical manuals, and safety procedures.Flush and bleed pneudraulic systems.Fabricate tubes and hoses.Diagnose, localize, and troubleshoot mal-functions to a specific pneudraulic system,subsystem, or component.

Avionics SectionMOS 68L, N, P, Q, and R personnel in this sectionservice and maintain avionic systems. They–

Make operational checks and adjust avionicequipment.Troubleshoot equipment to localize, diagnose,and replace malfunctioning components.Exchange readily replaceable componentsand make minor repairs and adjustments.Replace fuses, indicator lamps, microphones,headsets, antennas, impedance pads, cords,cables, and relays.Trace aircraft wiring harness to make repairsas required.Adjust receivers, transmitters, intercommu-nications system (ICS), and antennas.Use portable and shop equipment for instal-lation, radio-frequency power output mea-surements, alignment, and adjustment.

Electrical SectionMOS 68F personnel in this section maintain, repair,and troubleshoot aircraft electrical systems. They-

Diagnose, localize, and troubleshoot mal-functions to specific electrical and electroniccomponents, including solid-state and tran-sistorized subsystems.Repair aircraft instrument systems.Apply principles of electricity, electronics,hydrostatic motion, pneumatics, and hydrau-lics applicable to repairing aircraft instru-ment systems.Clean, preserve, and store electrical and elec-tronic components and aircraft instruments.Remove, install, service, repair, and trouble-shoot nickel-cadmium batteries.

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Armament SectionMOS 68J personnel in this section maintain andservice armament systems. They—

Ensure that weapons are rendered safe.Remove, install, disassemble, and assemblefire-control system electrical and electroniccomponents and subsystems according totechnical manuals, directives, and safety pro-cedures.Set up boresighting procedures for aircraftfire-control systems.Perform maintenance on fire-control units,including alignment of weapons with associ-ated sighting elements, electronic or mechan-ical devices.Perform authorized modifications to fire con-trol and supporting systems.Check, remove, disassemble, repair, assemble,install, service, test, and adjust tire-control elec-trical and electronic systems and supportingarmament components.Troubleshoot, isolate, and correct malfunc-tions in aircraft armament electrical and elec-tronic components.Test, troubleshoot, and repair system-peculiartest sets and diagnostic equipment.Remove, disassemble, repair, assemble, in-stall, test, and adjust mechanical, electrical,and hydraulic components of weapons sys-tems according to directives, technical manu-als, and safety procedures.Perform maintenance and authorized modifi-cations on aircraft weapons components, in-cluding mechanical boresighting andalignment.Perform cleaning, servicing, ammunitionloading and unloading, and weapons subsys-tems configuration changes.Set up boresighting procedures for aircraftweapon systems.Perform operational checks, including built-in tests on aircraft weapon systems.Troubleshoot weapon systems for mechani-cal, electrical, and hydraulic functions usingsystem test sets and equipment.

Power Train SectionMOS (68D personnel in this section repair and main-tain power train and rotor systems. They–

Remove and replace power train quills, trans-missions adapting parts, and rotary-wing huboil tanks.Disassemble friction dampers and hanger as-semblies.Disassemble, repair, reassemble, and adjustpower train components, systems, and subsys-tems according to technical manuals, direc-tives, and safety procedures.Apply corrosion preventive procedures.Clean, preserve, and store power train com-ponents.Disassemble, repair, reassemble, balance,and align main and tail rotor hub assemblies.Perform nondestructive inspections on air-craft components and related items.

AVUM OPERATIONSAny Army aviation unit authorized to perform unitmaintenance is responsible for keeping its aircraftmission-capable. Such maintenance is usually doneby the aircraft crew chief, with the assistance of theAVUM company’s or platoon’s aircraft mainte-nance, armament, aviation electronics, and aircraftcomponent repair sections.Preventive MaintenancePreventive maintenance is the first priority of AVUMunits. The prime mission will be replacing parts andassemblies and making minor repairs, as authorizedby the pertinent MAC. To attain high aircraft avail-ability, all aviation logisticians should ensure thataircraft not flying are undergoing maintenance. Theyalso ensure that—

When the aircraft is shut down, it is servicedimmediately for fuel and oil.Maintenance personnel diagnose a suspectedproblem before the crew shuts down. This willsave numerous man-hours.A thorough postflight check or inspection isdone by the pilot and crew chief according tothe operator’s manual (TM -10) and

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operator’s and crew member’s checklist(TM -CL).The crew chief checks the pilot’s remarks onDA Form 2408-13-1 for any faults found dur-ing flight and corrects them on the spot, ifpracticable.DA Form 2408-14 is checked for delayedfaults that can be corrected during the avail-able downtime.DA Form 2408-18 is checked for any inspec-tions or services that are due.A technical supply check is conducted to de-termine the status of parts on request.

If DA Forms 2408-13-1,-2,-3, and 2408-14 containno faults which can be corrected, the crew chief orrepairer should use available time to visually in-spect those parts of the aircraft likely to causetrouble. Faults are determined from aircraft main-tenance manuals and experience based on a knowl-edge of the existing mission, terrain, and climaticconditions.Careful inspection of the aircraft at every opportu-nity simplifies preventive maintenance. Duringdowntime, the crew chief or repairer should deter-mine when the next scheduled phase inspection isdue. If it is due within two or three hours, portions ofthe inspection that do not require teardown of acomponent may be completed. The aircraft, how-ever, should remain available for flight on short no-tice.The crew chief must be completely familiar withaircraft technical manuals and with The Army Main-tenance Management System-Aviation (TAMMS-A)as described in DA Pam 738-751. The crew chief’sability, knowledge, and maintenance efforts are vitalto the ongoing, mission-capable performance of theaircraft.TM 1-1500-328-23 prescribes the authorized in-spection procedures for individuals and activitiesoperating and maintaining Army aircraft. It de-scribes each type of inspection and prescribes theintervals at which they will be performed. Theseintervals should not be exceeded. Under unusualconditions of environment, utilization, mission, andso forth, the maintenance officer may increase thescope or frequency of inspections. The maintenanceofficer is not authorized to increase the interval be-tween inspections or to decrease their scope except

under emergency conditions by authority of the com-manding officer.Maintenance RecordsOperational units must properly use, prepare, andsubmit the forms identified in DA Pam 738-751. Thisis the key to the entire integrated Army maintenancemanagement system. The commander and the main-tenance officer use these forms to check operationalstatus, trouble spots, equipment use, and perfor-mance.Other maintenance forms used but not listed inDA Pam 738-751 are DA Forms 1352 and 1352-1(Daily Aircraft Status Record). These forms pro-vide information concerning inventory, assign-ment, status, and operational data on Armyaircraft. AR 700-138 includes instructions for theiruse, preparation, and disposition.Publication and RegulationsTechnical publications provide guidance on use andoperation of equipment and accessories. These pub-lications include technical manuals, technical bulle-tins, lubrication orders, and MWOs. They havespecific instructions on the operation, maintenance,repair, modification, serviceability standards, test-ing storage, issue, and inspection of equipment. Thequality control section maintains a master refer-ence library of these publications, which are listedin DA Pam 25-30. The 750 series of Army regulationsgoverns maintenance of supplies and equipment.The quality control section should obtain and usethose regulations that pertain to maintenance oper-ations. DA Pam 25-30 lists all applicable regulations.AVIM OPERATIONSIf the work load in an AVUM shop becomes greaterthan the unit can handle, the unit must request help.AVUM units ask for help from their supporting AVIMcompany. AVIM units are responsible for providingback-up maintenance and technical assistance on theproper procedures for performing preventive and unitmaintenance during surge activity. The supported unit(AVUM) depends on the supporting unit (AVIM)for help as well as guidance in aviation maintenancematters.CoordinationClose coordination between supported and support-ing units will eliminate many problems and result ina smooth, well-organized maintenance operation.

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Supported units can help make the maintenance op-eration easier by correctly preparing maintenancerequests and completing all unit maintenance beforemoving equipment to the supporting maintenanceactivity. Another way to expedite maintenance andprovide AVIM-level training for unit personnel is tolet the assigned crew chief accompany the aircraft tothe AVIM unit. The commanders of the supportedunit and the supporting maintenance companyshould jointly determine requirements for mainte-nance and repair parts supply. They should establisha mutually acceptable schedule of equipment forturn-in to the supporting activity. If either com-mander foresees a possible deviation from the estab-lished plan, he should immediately inform the otherso that necessary adjustments can be made. Thisprocedure helps ensure that equipment is repairedand returned as fast as possible. It also enables–

The supported unit commander to better planand manage unit maintenance.The supporting unit commander to programand manage the support work load, anticipaterepair parts requirements, and request assis-tance when needed.The supported unit commander to predictmore accurately the availability of opera-tional equipment over a sustained period.

Time LimitationsThe extent of maintenance performed on specificitems is often restricted by time limitations. Limita-tions are normally stated in number of days allowedto repair a certain item and are subject to fluctuation.Availability of repair parts and shop work loads areconsiderations in determining whether time limita-tions will be exceeded. Various headquarters mayestablish time repair limitations for their units basedon local conditions and on TB 43-0002-3.Man-HoursBefore an unserviceable item is repaired, mainte-nance man-hour repairability must be determined.The service life of the aircraft or component must beconsidered (how many hours left before rebuild). Ifrepair man-hours exceed maintenance man-hourlimitations, the unserviceable item is cannibalized(only ATCOM can authorize cannibalization) or dis-posed of, unless circumstances or local policy dic-tates otherwise. In some cases, the critical need for

the item and the difficulty of replacing it may dictaterepair, regardless of the man-hours required. Com-ponent service life is addressed in the overhaul andretirement schedule of the applicable aircraft main-tenance manual.The classification inspection should not be confusedwith the initial technical inspection. Classificationinspections are not made when the material is obvi-ously repairable. They are made when the prelimi-nary diagnosis or the initial inspection indicates thatthe number of repair man-hours is likely to exceedrepair limits.Criteria have been established governing inspectionand classification of material to determine man-hourmaintenance requirements. Maintenance man-hourlimitations are in TB 43-0002-3, in other technicalbulletins developed by the federal supply classifica-tion (FSC) group for end items and selected repairparts and assemblies, and in pertinent supply bulle-tins dealing with repair and serviceability criteria.Maintenance standards are also in technical publica-tions pertinent to the items of equipment involved.For additional details on man-hour determinationand application of repair limits, refer to AR 750-1.Shop OperationsThe term maintenance shop in an AVIM company isall-inclusive. All company facilities used directly incontrolling and maintaining aircraft are located inthe maintenance shop. Platoons and sections in theshop are needed to operate GSE, maintain ORFequipment, repair unserviceable equipment, evalu-ate the quality of work performed, and administer,plan, and control the maintenance work load.Operational Readiness Float (ORF) AircraftThe purpose of having ORF aircraft is to replace un-serviceable aircraft that cannot be readily repaired inresponse to the user’s needs. If ORF aircraft are author-ized the AMC will maintain them. They will be issuedto MACOMs and maintained at corps- or division-level AVIM units. Specially equipped and special-mission aircraft will not be floated, but will berepaired for return to the user. ORF aircraft will beexchanged on an item-for-item basis within the basicmission, design, and series. Property accountability willbe maintained per AR 710-2 and AR 750-1. All equip-ment not included on the aircraft BIIL is maintained byseparate accountability. TOE weapons systems andCOMSEC equipment will be removed before exchange.

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The MACOM commander will establish criteria forproviding an ORF aircraft to a unit. All aircraftinvolved in operational plans for which identical mis-sion, design, and series exchanges are not availablewill not be exchanged for ORF aircraft; they will berepaired on a return-to-user basis.Production MethodsIn an AVIM shop, the production methods includebay shop or dock (job shop) and bench shop repair.The type of material to be repaired, the personnel,the facilities, and the time available determine thetype of production method.Bay shops or docksThis production method is used when various jobsare performed in the shop or when the item beingrepaired is difficult to move. In bay shop operations,the aircraft to be repaired remains in one shop loca-tion until the work is completed. The personnel andfacilities needed to do the work move to the equip-ment. In a modified bay shop or dock operation, theequipment to be repaired is moved from one sectionto another at irregular intervals until the work iscompleted. Assemblies, components, and items ofon-equipment material may be removed from an enditem in a bay shop and sent to other shops, such asthe electrical shop, for repair.Bench shopsThese shops are used for repairing small items whoserepair requires high technical skills and items whoserepair requires the use of equipment mounted in ashop or vehicle. Work performed at stands orbenches under maintenance shelters or within shopvehicles is considered to be bench shop repair. Itemsrepaired by this method include aircraft compo-nents and assemblies, instruments, fuel and electri-cal system components, electric motors, andcommunications-electronics items that must be re-paired under controlled conditions.Weight and BalanceThe unit’s weight and balance technician (on unitorders) is responsible for maintaining the aircraft’sweight and balance records. Technical inspectors mustcoordinate with the technician any time maintenanceperformed on an aircraft could change its weight andbalance. Refer to AR 95-3, TM 55-1500-342-23, theaircraft operator’s manual, and the aircraft mainte-nance manual for information. Specific weight and

balance data is contained in the -10 operator’s man-ual for each aircraft. The unit’s organic aircraftweighing equipment must be calibrated according toTM 55-1500-342-23 and TB 43-180.SCHEDULED AIRCRAFT MAINTENANCEScheduled aircraft maintenance includes preven-tive maintenance checks and services (PMCS),which cover scheduled inspections, services, test-ing classification, and special scheduled inspec-tions. (See TM 1-1500-328-23 for specific detailson the preventive maintenance system.) The pri-mary objective of performing maintenance on Armyaircraft under the preventive maintenance system isto predict, prevent, detect, and correct maintenanceproblems before they happen.AVUM units perform most scheduled inspectionsunder the preventive maintenance system, althoughsome are performed at the AVIM level. With theseinspections equipment is systematically examined atpredetermined intervals. The intervals are usuallyspecified in aircraft flight hours.Preventive Maintenance Periodic (PMP) Inspec-tion SystemThis is a thorough inspection of items to detect failureor other faults. The removal of access plates, panels,and screens is required; partial disassembly of equip-ment may be necessary. The PMP includes all re-quirements prescribed for daily and intermediateinspections listed in the applicable aircraft periodicinspection checklist. All PMP inspections are donefrom a single PMP checklist and require looking atall of the same areas on every PMP inspection.Phase Maintenance (PM) Inspection SystemThe PM inspection system resulted from a studyperformed in the early 1970s using a computer modeland historical maintenance data accumulated on op-erational Army aircraft over a period of many years.The phase maintenance (PM) inspection system isthe most utilized maintenance inspection system.Each phase inspection is a part of a total phase cycle,and each phase maintenance inspection cycle is amajor scheduled maintenance service. During eachPM cycle, all parts and systems of the aircraft requir-ing evaluation are inspected at least once. When allnumbered phase inspections are done, a cycle iscompleted and the sequence is repeated. Examplesof phase maintenance inspection cycles are shown in

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Figure 4-1. (See the applicable technical manual forcurrent cycles.)PlanningThe AVUM production control officer determineswhich aircraft will be scheduled into phase next. Heestablishes a work flow based on known phase mainte-nance inspection tasks at about 30 flying hours in ad-vance and identifies tasks requiring resources. Thislead time may be longer or shorter depending on theflying hour program and combat operations. He musttherefore develop an organized method for planningand conducting each phase and periodic mainte-nance inspection to ensure equipment readiness.During stabilized operations, with programmedflying hours, the AVUM PC officer must determinehow many phase and periodic inspections must beperformed each year. To do this, he divides theunit’s annual flying-hour program (FHP) for eachspecific type of aircraft assigned by the aircraftphases or periodic inspection interval. Example:UH-60 FHP = 6000. 6000 divided by 500 equals 12periodic inspections. Without preplanning, simpletasks can delay availability. Six general reasons nor-mally contribute to long phase maintenance inspectioncycles–

Deferred maintenance. AVUM units oftenpostpone time-consuming minor repairs untilphase. For example, they defer sheet metalrepairs that are not critical to flight safety.While there is no hard, fast rule as to whichdeferred maintenance should be done duringphase, work should be accomplished to makethe best use of facilities and personnel.Nonrelated duties. Crew chiefs and repairersmust maintain proficiency in common andcollective soldier tasks.Fault detection. Inspection faults (corrosion,a crack in the airframe, worn parts, play in rodend bearings, and so forth) take time to repairor replace. If not discovered until the finalinspection, they could cause unanticipateddelays.Supply delays. Delay of requisitioned partsproduces unwarranted supply delays and un-acceptably low readiness levels.Scheduling. Problems of resource schedulingvary in kind and severity, depending onMETT-T and the organizational setting. Insome cases, just one key resource (an over-head hoist or a test set) may bottleneck aphase inspection. At the other extreme,

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completing deferred maintenance may re-quire many resources, most of which areavailable in freed, limited amounts. Schedul-ing activities so that resource availabilitiesare not exceeded and priorities are not vio-lated is exceedingly difficult for most PMinspections.Resources. The AVUM PC officer shouldmake advance arrangements for all requiredresources for the phase maintenance inspec-tion. Such resources include MOS 67 or68 repairers, facilities, components, and testand GSE. Items not on hand should be hand-receipted from the supporting AVIM unit asnecessary, or prior arrangements should bemade for concurrent AVUM support to per-form phase maintenance inspection.

During combat operations, the unit commander hasthe option of completing a combat phase mainte-nance (CPM) inspection in lieu of a phase mainte-nance (PM) inspection. The combat phasemaintenance inspection requirements are consid-ered the minimum requirements to ensure continuedsafe combat operation. Under no circumstances willtwo combat phases be performed consecutively, andthey will be performed IAW TM 1-1500-328-23.PreparationAfter prephase test flight is performed, the followingmust be done regardless of the maintenance levelperforming the test flight:

Take component oil samples.Flush engine.Clear inside of the aircraft of passenger seats,books, and soundproofing.

The aircraft is now ready for phase inspection. Theproduction control officer should have all necessarytest and GSE available.CoordinationMaintenance personnel must understand thecommander’s aircraft maintenance philosophy.They need to work together to have maximum air-craft availability.PersonnelThe general concept is for crew chiefs assigned tospecific aircraft to perform daily servicing, daily

inspections, and some remove-and-replace, on-air-craft repairs. An AVUM maintenance element withinthe organization does phase maintenance and othermore time-consuming operator-level repairs. Normallythe phase team leader is in charge of the repairers.There may be times, however, when the crew chiefhas the most experience and, depending on the cir-cumstances, is the best person to take charge.The size of each phase inspection team varies de-pending on the following

Complexity of deferred maintenance.Time-change component replacement due.Equipment location.Facility availability.Tools and diagnostic equipment required.Special equipment package needs. (See Ap-pendix G.)

Subsystems repair personnel must be scheduled foroptimum use. During the phase maintenance inspec-tion, MOS 68 repairers complete separate work re-quests. A technical inspector inspects repairs whilework is in progress.Work-Load OptionsWhen a phase maintenance inspection falls behind,several options are available to help remedy the situ-ation–

Evaluate resources available (people, parts,tools, and time); adjust them accordingly.Seek help. The supporting AVIM companycan augment unit maintenance personnelduring surge activity. AVIM repairers canperform inspection, repair, and replacementoperations at the AVUM location. BorrowingAVIM personnel to perform AVUM-levelwork, however, may cause a backlog of theAVIM work load.Reduce nonproductive time. Exempt phaseteam members from other duties during theinspection. Reduce maintenance distractorssuch as equipment shortages or insufficientpublications.Reverse the work schedule to perform nightmaintenance.Reduce the mission load. Slow daily missionsto allow time for corrective maintenance.

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This is often done after major exercises in-volving extensive aircraft flying.Perform a combat phase maintenance inspec-tion during combat operations.

Initial Inspection (In-Processing)Only those panels necessary to complete the inspec-tion should be removed. The crew chief inspects theaircraft, using the current phase checklist, and entersall faults identified in the phase book. This processmay take several hours to complete, after which faultcorrection begins. Panels are replaced after the in-spection is completed. In the event of a discrepancyrequiring repair or replacement, a technical inspec-tion is required.In-Progress InspectionDuring the phase, work requiring technical inspec-tions should be inspected following work comple-tion.Final InspectionOnce the phase is completed, a final inspection willbe performed. This process can be lengthy. How-ever, once the final inspection is complete, thelogbook is closed out, historical records updated,and the aircraft made ready for a test flight. Ifpossible, the same test pilot who performed the pre-phase test flight should perform the postphase testflight.Progressive Phase Maintenance (PPM) InspectionSystemProgressive phase maintenance is a scheduled main-tenance system that consolidates and replaces daily,phase, and special inspections. Its purpose is to min-imize inspection requirements for increased missionflexibility and aircraft availability. An automated air-craft maintenance management system complementsthe effectiveness of PPM.Aircraft checklist inspection requirements are dis-tributed into equalized checklist sections, which to-gether constitute a complete PPM cycle. Theinspection checklist must be accomplished at inter-vals of 20 flight hours. These intervals are computedfrom the beginning of the PPM cycle, not from thelast inspection completed. Specifics of checklist use,completion, and disposition are in the applicableaircraft PPM technical manuals.

PREVENTIVE MAINTENANCE DAILY (PMD)/PREVENTIVE MAINTENANCE SERVICES (PMS)Preventive Maintenance DailyThe daily inspection ensures continuing safe opera-tion of aircraft through visual and operationalchecks. The crew chief makes the inspection after thelast flight of the mission day or before the first flightof the next mission day. Keeping aircraft in a fullymission-ready status is extremely important. To thatend, the crew chief should make the inspection assoon as practicable after the flight crew makes itspostflight inspection.A daily inspection must be performed on aircraft thathave not flown in a specified number of days. Thenumber of days specified varies with different air-craft. The exact interval for such inspections is foundin the applicable -23 technical manual.The removal of cowling and inspection plates shouldbe minimal. Disassembly of components is not rec-ommended unless faults found during the inspectionmake it necessary. The daily inspection includeschecking for obvious damage, security of equip-ment installation and mountings, leaks, compli-ance with lubrication requirements, completenessof equipment, equipment operation, and availabil-ity of current forms. Aircraft are not consideredairworthy until this inspection is completed andnoted on DA Form 2408-13-1.Preventive Maintenance ServicesThis inspection is due when the specified number offlight hours or calendar days elapses. The completerequirements for this inspection are in the applicableaircraft PMS technical manual.Scheduled Special InspectionsA scheduled special inspection occurs at a specificaircraft hour and/or calendar date. Items such assafety belts, first aid kits, weight and balance records,and aircraft inventories are included in this category.Also included are specific inspections on aircraftengines based solely on engine-operating time.These special inspections become due at the timeor date specified in the applicable aircraft -23 tech-nical manual. They are written up as due andsigned off on DA Form 2408-13-1. After completion,DA Form 2408-18 in the individual aircraft logbookis updated with the next due time or date.

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UNSCHEDULED AIRCRAFT MAINTENANCEUnscheduled aircraft maintenance includes un-scheduled special inspections and unforeseen workrequirements.Special InspectionsThese inspections are required due to specific inci-dents such as hard landings, overspeeds, suddenstoppage, or safety of flight (SOF) messages. Thesespecial inspections are required by the aircraft -23technical manual or by teletypewriter exchange(TWX) notification. Normally, these inspectionsground an aircraft and must be performed before thenext flight.Unforeseen Work RequirementsThese requirements are due to specific incidents orconditions such as in-flight system malfunctions, pre-mature material failure, and additional or unex-pected faults discovered during scheduledinspections. These requirements represent a majorportion of the maintenance work load. When plan-ning a maintenance task, the maintenance officer andproduction control personnel must realize that theserequirements are difficult to control. Flexibility inresponse is the key to achieving unforeseen require-ments effectively.REPORTS AND ESTIMATESMaintenance reports provide information for identi-fying readiness deficiencies, fixing those deficiencies,and sustaining readiness improvement. Performanceestimates aid in planning to meet future maintenancerequirements.Scheduling Aircraft for MissionsA close working relationship between maintenance,operations personnel, and flight company command-ers is essential to aviation units. Maintenance willfurnish operations/flight company commanderswith the tail numbers of mission-capable aircraftto be used each day to complete assigned mis-sions, or the maintenance officer will give theflight company commander block times (hours)to be flown on assigned aircraft and let the com-mander assign tail number to missions. The PCofficer, operations officer, and flight company com-manders work together in resolving problems thatarise in meeting daily mission requirements. Aircraftrequiring BDAR may cause fluctuations in availability.

However, frequent updating will help to smoothscheduling and ensure support of maneuver elements.Local Unit Daily Aircraft Status ReportFunctionsThe unit daily aircraft status report is a locally de-signed and produced work sheet intended to serveseveral functions. First, the PC officer may use theform to determine daily work priorities by identifyingaircraft on red-X status and with other critical re-quirements such as part shortages or time con-straints. Second, PC personnel may use the report forinformation, together with the phase inspection flow-chart, to provide aircraft for missions and to planinspection schedules. In addition, the PC officerwill use the report as a means of informing theunit commander and higher headquarters of air-craft status on a daily basis and as a summarysource for completing DA Form 1352-1.PreparationProcedures for completing the unit daily aircraft sta-tus report vary from unit to unit. The key factor inmaking it a useful management tool is that the reportcontain only timely information needed for makingdecisions. See Figure 4-2 for a sample of a typical unitdaily aircraft status report.

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Aircraft Material ReadinessThe general objective of aircraft readiness is toachieve a 75 percent fully mission-capable (FMC)goal at all times. There is, however, a wide diver-gence in complexity and logistic supportability ofaircraft systems by mission, design, and series(MDS) and by priorities given to units. As a re-sult, certain readiness goals are not pre-scribed at 75 percent FMC. As a generalguide, partially mission-capable (PMC) timeshould not exceed 5 percent for any aircraftsystem. Commanders must make every effort tomeet FMC goals shown in Table 3-3, AR 700-138.Organizations and activities having responsibility forreporting aircraft will record daily aircraft status andflying time on DA Form 1352-1. At the end of thereporting period, totals on DA Form 1352-1 for as-signed aircraft will be transferred to DA Form 1352.The monthly reporting period is from the 16th ofeach month through the 15th of the followingmonth. Most units will forward completed DAForm 1352 through local command channels. De-tailed procedures for preparing DA Forms 1352and 1352-1 are in Chapter 4, AR 700-138.Missile Material ReadinessUnits owning tactical weapons systems, such as mis-siles, must record material condition status daily onthese items to ensure maximum system readiness.Units will prepare DA Form 3266-2-R (Missile Ma-terial Condition Status Report Worksheet) for sys-tems having not mission-capable time during eachreporting period. The daily missile material condi-tion status report work sheet is used–

To track missile system availability on a dailybasis.To prepare DA Form 3266-1 (Army MissileMaterial Readiness Report) at the end of thereport period.

Per AR 220-1, DA Form 3266-1 and DA Form1352 serve as the basis for calculating the equip-ment status (ES) and equipment readiness (ER)ratings reported for missile and aircraft systemson DA Form 2715-R (Unit Status Report). De-tailed procedures for preparing missile statusforms are in Chapter 4, AR 700-138.

Performance EstimatesThe maintenance officer must be able to project unitman-hour availability to determine maintenance ca-pability. To do this, he must make valid approxima-tions based on past performance. By using thefollowing tracking systems, programs, and computa-tions, the maintenance officer can make sound esti-mates.Unit ManpowerOne of the most significant areas that unit mainte-nance managers at all levels face is use of manpower.Maintenance managers must devise a simple yet in-formative means of tracking unit manpower withminimum assistance. Figure 4-3 shows one way man-agement personnel can track unit man-hours.Flying-Hour ProgramThe Department of the Army has developed a world-wide flying-hour program for preparing budgets andplanning aircraft logistical support.Maintenance Man-Hour-to-Flight-Hour RatioIn AR 570-2, the given number of direct man-hoursrequired to support one hour of flying represents aworldwide average. To get an accurate number ofrequired maintenance man-hours, each unit mustcompute its man-hour-to-flying-hour ratio by usingthe man-hours expended and hours flown by the unit.By dividing the total direct productive man-hoursexpended by the total hours flown (over the sameperiod of time), each unit can determine its man-hour-to-flight-hour ratio. The figure for hoursflown can be taken from the unit’s monthly Armyaircraft inventory, status, and flying-time report(DA Form 1352). Direct productive man-hours mustbe accounted for by whatever data-collecting meansthe unit devises.Assigned Man-HoursAssigned man-hours equal the number of people onthe unit strength report in a single MOS times thenumber of hours in the duty day times the number ofdays in a given period (normally, 5 days per week or22 days per month). See Figure 4-4 for computationformulas. Assigned man-hours excludes supervisorypersonnel. The total number of assigned man-hourscan be broken down into one or more of the followingfour categories.

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Direct Productive. These are man-hours used on oneor more of the direct productive maintenance tasksfor maintenance of an item of equipment, sometimesreferred to as wrench-turning time or hands-on time.Hands-on time also includes productive time expen-diture that can be identified and assessed eitheragainst a particular work unit, work-load factor, andso forth, or against a group of products withoutundue effort or expense.Indirect Productive. These are man-hours used forthe normal performance of maintenance tasks thatdo not add to the total time required to complete anyone direct productive task. Examples are mainte-nance of tools and equipment, requisitioning re-placement bench stock, and hangar and flight lineCLEAN UP. These man-hours cannot be creditedagainst a particular work unit without undue effort orexpense.

Nonproductive Available. These are man-hours thatare available for productive work but are used inother than primary MOS duties. Examples are de-tails, security, and special duty. These man-hourscould be redirected to productive work.Nonproductive Nonavailable. These are man-hoursthat are assigned to a unit but are not available. Thistime is commonly called absent time. Examples arepersonnel who are on leave, TDY, or AWOL. Theseman-hours are part of a unit’s assigned man-hours,but they cannot be redirected to productive work.Direct ProductivityWhen direct productivity is computed, the directproductive man-hours are measured against the totalassigned man-hours. This must be done within agiven MOS. Do not mix 67-series and 68-series per-sonnel together. Likewise, do not mix one 68-series

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MOS with another 68-series MOS. This type of Productive Effectivenessbreakdown can be seen in AR 570-2, Table 12-7. Itis also important to remember that supervisory To more accurately portray the effectiveness of thosepersonnel are not counted when computing man- available for work, subtract the nonproductive, non-hours. available, or absent time from the assigned man-hours.

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The resulting figure is called available man-hours.When available man-hours are computed against di-rect productive man-hours, a more accurate pictureof unit effectiveness results.The percent of direct productivity indicates the pro-ductivity of assigned workers, while the percent ofproductive effectiveness indicates the productive-ness of those available for work.Maintenance Man-Hour RequirementTo determine the number of maintenance man-hoursneeded to support a given flying-hour program, mul-tiply the number of aircraft by MDS times the averagemonthly flying-hour rate per aircraft times the man-hour-to-flight-hour ratio. This will determine re-quirements, based on past performance, for onemonth. If the flying-hour program is for more thanone month, multiply that figure times the number ofmonths. It is imperative to use like periods of timedue to seasonal flying requirements. For example,don’t use man-hours expended during the winterwhen computing a summer flight program. Also,man-hours expended in the field will differ fromthose expended in garrison or at a freed facility.Maintenance Man-Hour CapabilityTo compute a unit’s capability, use the followingsteps. First, compute the assigned man-hours for agiven period of time. Second, factor out absent timeto obtain available man-hours. Third, multiply avail-able man-hours by the percent of productive effec-tiveness to obtain the number of direct productiveman-hours for the given period of time.With both man-hour requirement and man-capabilitycomputed, the requirement should be subtracted fromthe capability. If the result is a negative number, thenumber of additional personnel needed to meet therequirement under present conditions can be com-puted, using the following steps. First, divide thenumber of workers into the capability to obtain thecapability of one individual. Second, divide the capa-bility of one individual into the deficit obtained bysubtracting the total requirement from the total ca-pability. The result will be the number of personnelneeded to meet the requirement under present con-ditions. If the number is not a whole number, roundit up (example: 15.2 = 16 personnel).When the capability and the maintenance man-hour-to-flying-hour ratio are known, divide the capabilityby the man-hour-to-flying-hour ratio for the number

of flying hours that can be supported. When given aflying-hour program, the unit will find that compar-ing requirements against capability will result in asurplus or a deficit man-hour situation.If a man-hour deficit is revealed and additional per-sonnel cannot be obtained, the maintenance officerhas certain options with which to correct the deficit:

Defer minor maintenance.Consolidate maintenance resources–personnel, equipment, facilities, and soforth.Reduce nonproductive time of assignedmaintenance personnel.Obtain maintenance assistance from otheravailable sources.Consolidate missions to limit the number offlights.Schedule flights to provide more time formaintenance between flights.Use maintenance operational readiness floataircraft when appropriate.Increase work schedule.Increase personnel to authorized strength orrequest an overstrength.Schedule maintenance stand-downs.

LOGISTICS PREPARATION OF THE BATTLE-FIELDThe logistics preparation of the battlefield is a de-tailed plan that lists maintenance considerations andhow the maintenance manager plans to operate. Themaintenance manager studies the tactical situa-tion/mission and makes mental preparations andwhen possible physical preparations in order to beprepared for any maintenance situation that mayaffect his unit’s maintenance posture. Areas thatshould always be addressed are-

Aircraft recovery. It is essential that mainte-nance managers prepare for aircraft mainte-nance failures during operations and battledamage severe enough to prohibit an aircraftfrom being flown. This is why a recovery teamshould be assembled, briefed and on closehold. Personnel should be well trained in air-craft recovery techniques and have all therequired equipment easily available to them.

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Transportation should also have been prear-ranged for the recovery team and for the re-covered aircraft, either by ground orpreferable by air. (Annex F of this manual andFM 1-513 further discuss recovery opera-tions).Aircraft maintenance collection points(AMCP). A maintenance collection point is apoint established to collect equipment await-ing repair, controlled exchange, cannibaliza-tion, or evacuation. The lowest level that anaviation collection point should be estab-lished is the AVIM level. Aircraft that cannotbe fixed forward by the AVUM or the AVIMMST are evacuated to the AMCP. Here theyare evaluated and repaired or evacuated toanother maintenance facility for repair.AVUMs must ensure they know where theirsupport maintenance is located, and that theyare very familiar with their support externalSOP. AVIMs must consider accessibility totheir supported units when selecting a tacticalsite.CL IX resupply. This item is critical if you aregoing to maintain a viable maintenance pro-gram. It is also tied very closely to site selec-tion. Maintenance units need to have easyaccess to vital transportation arteries. Most ofthe large CL IX parts will be transported by5-ton vehicle and sometimes by tractor trailer.You must consider maneuver space for thesevehicles when choosing your site and whenchoosing the tactical layout of your field site.Battlefield damage assessment and repair(BDAR). BDAR can be divided into two

separate but mutually supporting functions:battlefield damage assessment (BDA) and —battle damage repair (BDR).

BDA involves inspecting damaged equipment to de-termine the extent of damage, classifying the equip-ment according to the type of repairs required, anddeveloping a plan of action for each item. BDAbegins with the initial assessment by the crewchief/operator and continues through the variousstages of repair, recovery, and evacuation.BDR uses emergency expedient repairs to return thesystem to a fully or partial mission-capable status.Priorities for repair of the battle damaged systemsare usually–

Most essential to completion of the immedi-ate mission.Repairable in the least amount of time.Repairable, but not in time to continue theimmediate mission.Damaged beyond capability of repair; possi-ble candidate for recovery.

BDAR teams must be trained, equipped, and organ-ized prior to the start of any aircraft mission.The S4 is the primary logistic manager for an organi-zation. For this reason, close coordination must bemaintained with the S4. But the maintenance officeris responsible for the aircraft maintenance programand needs to ensure that all aspects of aviation main-tenance have been considered prior to any operation.

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CHAPTER 5

MAINTENANCE ACTIVITIES

Various maintenance functions take place in anaviation maintenance unit. Their performance hasa direct influence on the unit’s ability to maintainequipment in ready status. This chapter deals withthe procedures and responsibilities of various unitmaintenance activities.ARMY WARRANTY PROGRAMThe Army Warranty Program covers all items pro-cured for Army use under warranty. The Army hastraditionally purchased warranties on items liketrucks, tractors, engines, transmissions, constructionequipment, and so forth. The list has been expandedby law to include weapon systems, aircraft, and somecomponents. Three categories of warranties are:warranties, special warranties, and subordinate war-ranties. All new equipment and components shouldbe checked for warranties. Warranty control andlogistics assistance offices provide information andassistance concerning the program; these offices arelisted in Table 3-1 of DA Pam 738-751. Tables 3-3 and3-4 of DA Pam 738-751 provide a partial listing ofspecific items under warranty. Chapter 3, DA Pam738-751, provides instructions for completingDA Form 2407/5504 and DA Form 2407- 1-5504-1(Maintenance Request Continuation Sheet) tofile warranty claim actions. AR 700-139 governsthe warranty program.Aviation components covered by the Army WarrantyProgram require special handling during the war-ranty period in order not to invalidate the warranty.Details concerning warranty provisions are pub-lished in supply letters. The warranty control office(WARCO) or logistics assistance office (LAO) willhave a copy of the warranty supply letter on itemswithin their area of support. It should be understoodthat warranties will increase the time required toperform maintenance.ARMY OIL ANALYSIS PROGRAMThe AOAP is an Armywide coordinated programto check oil condition and to detect impendingequipment component failure by analyzing oil sam-ples. The AOAP applies to all units that operateand maintain aeronautical equipment. The

program’s objectives, policies, and responsibilitiesare defined in AR 750-1 and TB 43-0106. Aircraftmaintenance officers must be familiar with thesereferences and with the AOAP forms discussed inDA Pam 738-751. Maintenance officers must ensurethat the AOAP in each unit complies with all require-ments. The AOAP monitor is a unit orders position.The quality control section normally oversees day-to-day operations of the program.LOGISTICS ASSISTANCE PROGRAMThe Logistics Assistance Program (LAP), which isdetailed in AR 700-4, AR 700-138, and AR 750-1,helps commanders develop their units’ capabilities toresolve materiel-readiness problems. Logistics assis-tance covers many kinds of assistance activities, in-cluding field training in maintenance and supply andin administrative and technical procedures. The pro-gram emphasizes the word “assistance.” Whateverthe reason for the need, technical assistance person-nel may be called on for help.The Logistics Assistance Program does not relievecommanders of logistics-readiness responsibilities orfunctions. Commanders are responsible for develop-ing a self-sustaining capability. The LAP is not in-tended to be a permanent augmentation to thecommander’s staff; instead, it is limited to the amountof time necessary to solve specific problems and trainassigned personnel.Commanders may be confronted with real or poten-tial logistics problems that are either beyond theirresource capability to identify or resolve or areclearly not their responsibility. In these cases, theprogram helps commanders analyze readiness, iden-tify problems, and determine responsibility for re-solving problems. When appropriate, it also assistswith the resolution (normally on new equipment).Logistics assistance is the advice, assistance, andtraining provided by qualified logisticians. They maybe military or civilian employees of the Army oremployees of industrial or commercial companiesserving the Army under contract. New and complexequipment must be introduced into the Army systemas rapidly as possible, and military personnel are

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constantly rotating. As a result, maintenance activi-ties often need assistance to keep current. The Lo-gistics Assistance Program provides solutions toproblems of supply and equipment installation, op-eration, and maintenance. The program provides apool of knowledge and skill from which all levels maydraw aid. Logistics assistance personnel will coordi-nate actions with the commander and keep him fullyinformed of their findings and recommendations.Someare–

functions of logistics assistance personnel

To perform the work to show units how it isdone.To advise both technical and nontechnicalpersonnel.To help users evacuate and replace unser-viceable equipment that cannot be re-paired.To visit AVUM and AVIM activities to helpimprove supply, repair parts, and mainte-nance support for using organizations.To help units locate deficiencies in supply andmaintenance capabilities.To collect, evaluate, and exchange technicalinformation.To instruct units in records management andin preparing unit supply records, PLLs, andauthorized stockage lists.To instruct units in preparing equipmentfor field exercises and overseas deploy-ment.To provide assistance on the care and preser-vation of stored material.

Personnel and ServicesLogistics Assistance Program personnel are primar-ily Army military and civilian. They are highlytrained, experienced, physically qualified, and wellversed in the missions, equipment, and procedures ofthe providing and supported commands. These per-sonnel are mobile and available for worldwide as-signments. They will be assigned or attached to theappropriate geographical logistics assistance of-fice (AR 700-4) when deployed to the field com-mand areas. Logistics assistance personnel areemployed by, or under contract to, one of the majorsubordinate commands under the Army MaterielCommand.

Contract Plant ServicesThese services are provided in the plants and facili-ties of the manufacturer by trained and qualifiedengineers or technicians employed by the manufac-turer. Through contract plant services, Army person-nel are taught to install, operate, and maintain themanufacturer’s equipment.Contract Field ServicesThese services are provided on site by qualified con-tractor personnel. Normally, they provide DA per-sonnel with information on the installation,operation, and maintenance of new DA weapons,equipment, and systems.Field Service Representative ServicesField service representatives are employees of man-ufacturers of military equipment or components.They provide liaison or advisory service betweentheir company and military users of its products.Known in the field as a “tech reps,” they transmitinformation from the manufacturer needed to up-date the Army’s equipment capabilities. Also, theysolve technical problems.Field service representatives are important astechnical communication channels between manu-facturers and military users.US Army Aviation and Troop CommandThe Aviation and Troop Command (ATCOM) is oneof seven major subordinate commands of the ArmyMateriel Command. It is responsible for commoditymanagement of aeronautical equipment, including–

Design, research, and development.Maintenance engineering.Supply and stock control.Logistics assistance for all Army aviation andaerial delivery equipment.

The Logistics Assistance and New Equipment Train-ing (NET) Division is one of the subordinate divi-sions of the Directorate for Readiness. Its mission isstaff supervision and operational control of world-wide logistics assistance programs for Army aircraftand related support equipment. The division alsoprovides representatives to make command staff visitsand to manage all aspects of the new equipment trainingand support services. An Army aircraft mobile train-ing team is made up of either specialists or contract

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technical services personnel trained in the support ofa particular aircraft. These teams are controlled byATCOM and designed to assist the commander inimproving the proficiency of maintenance personnelat AVUM and AVIM levels. When the team com-pletes a job, it prepares and forwards a detailedreport to ATCOM.Maintenance Assistance and Instruction TeamThe maintenance assistance and instruction team(MAIT) is a program developed under DCSLOGdesigned to complement the LAP. It provides techni-cal assistance to help unit commanders identify andsolve continuing problems that contribute to less thanacceptable materiel readiness. The MAIT does notnegate the commander’s right to conduct formal orinformal evaluations; it simply provides the unit com-mander with a list of problem areas and recom-mended actions. The MAIT will not score the unit orprovide a rating. Emphasis is on assistance and in-struction. MAITs have replaced the former com-mand maintenance management inspection (CENI)teams. Specific guidance on the MAIT program is inAR 750-1, which complements ARs 350-35, 700-4,and 700-138.MAIT assistance may be asked for by anyone at anytime, but normally AVIM assistance should be soughtfirst.AVIM AssistanceOne capability of AVIM units is informal technicaland training assistance through the use of mobilemaintenance/supply contact teams. Supportingmaintenance activities must maintain a proactiveliaison to assist using activities. These teams–

Assist in resolving problems identified by liai-son visits.Instruct and advise on maintenance and re-pair parts procedures.Perform on-site maintenance when requested.Assist the MAIT when requested.

REQUESTS FOR LOGISTICS ASSISTANCEDA has provided commanders with the organic ca-pability to accomplish their logistics mission. Com-manders at each level will use that capability toachieve and sustain their authorized level of organi-zation. However, DA will furnish commanders withassistance to identify and resolve logistics problems

that are beyond their responsibilities or authority.Before requesting logistics assistance, commandersmust use their own capabilities and whatever AVIMsupport is available to them.A unit commander obtains logistics assistance for supply or rnaintenance by submitting a request throughproper channels to the servicing MAIT or LAO. TheChief, MAIT or LAO, determines whether the needcan be met from resources within his geographical areaof responsibility. If resources are not available, therequest is forwarded through channels to the com-manding general of the commodity command respon-sible for that particular field of logistics assistance.A request may be submitted by the most expeditiousmeans, in any form (normally on a memorandum), atany time. It must identify the nature of the problemin enough detail to enable the source to provide aquick, effective response. AR 700-4 lists informationthat should be addressed in a request.GROUND SUPPORT EQUIPMENTThe objective of Army aviation maintenance can bereached only if the unit’s GSE is properly maintainedin a safe, reliable, fully mission-capable manner. Theaircraft operational readiness rate is affected by theGSE operational readiness rate. GSE includes allequipment and special tools required to maintainaircraft and associated equipment. Support equipment (whose complexity in some instances approachesthe aircraft’s) is needed to properly maintain and oper-ate aircraft. No MOS exists in which a soldier istrained only on GSE. The aircraft repairer receivesonly nominal training on GSE, and the unit must pickup the training through an on-the-job program.AuthorizationThe primary documents allocating GSE are TOEsand TDAs. A TOE lists equipment authorized andrequired for each section by paragraph and line itemnumber (LIN). A recapitulation table shows totalsof equipment listed in the TOE by type. Compo-nents of sets, kits, and outfits are not reflected inthese totals but are shown in supply catalogs pre-pared for each shop set authorized by the TOE.Some GSE is peculiar to only one type of aircraftor mission (special purpose). The authorization forthis type of equipment is contained in the repair partstechnical manual for that aircraft. For a completeauthorization of GSE, one must consult the unit’sTOE and all applicable supply catalogs for sets, kits,

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and outfits authorized and repair parts manuals foraircraft supported. The assignment of GSE will beconsistent with the mobility requirements dictated bythe air mobility concept.AccountabilityAR 710-2 states that, as a minimum, all propertywill be inventoried annually. Accountability willinclude procedures from the Standard PropertyBook System-Revised (SPBS-R). Inventoriesshould be conducted periodically. Mechanics orsupervisors will inventory sensitive items and toolboxes at least monthly using the property book orhand receipts and appropriate supply catalogs.Mechanics’ toolboxes should be spot-checkedafter each maintenance task to help control FOD.Forms and PublicationsDA Pams 738-750 and 738-751 contain lists of sup-port equipment and specify the DA forms on whichdata are to be recorded and maintained. Equipmentrequiring DA forms is listed by equipment categorycode (ECC)–

p = materials-handling equipment.Q = support equipment.AX = ancillary equipment.AZ = tools, test, and measuring equipment.

Technical publications must be on hand to ensurethat GSE is properly operated and maintained.DA Pam 25-30 lists required publications, in-cluding LOS, MWOs, technical bulletins, techni-cal manuals, and supply catalogs.Repair Parts and SupplyUnits must maintain a PLL for GSE as specified inthe appropriate technical manuals. Each unit is re-sponsible for preparing its PLL and providing a copyto the supporting activity.The combination of a lack of parts manuals, unre-ported part purchases on the economy, makeshiftrepairs, controlled substitution, and parts ordered onan as-needed basis has created a false history forGSE repair parts. Since unit PLLs for GSE arevirtually nonexistent, there sometimes appears tobe a lack of demand for GSE repair parts. As aresult, some manufacturers have halted productionof outdated equipment and its repair parts. The manydifferent makes and models of one type of equipment

further frustrate the problem of identifying repairparts. Contacting manufacturers directly is some-times helpful in obtaining support for older pieces ofGSE.StorageFrequently, equipment excess to immediate needs ison hand in storage. GSE should be stored in build-ings, under cover and off the floor. It should be keptas dry as possible and be accessible for inspectionand servicing during the time it is in storage. Items tobe stored for over 90 days must be processed forstorage, then reprocessed when removed from stor-age. (See TM 55-1500-204-23-9.)MaintenanceMost GSE failures can be traced directly to poormaintenance practices. Establishing a sound unitmaintenance SOP for GSE is the maintenanceofficer’s responsibility. Ground power units, com-pressors, heaters, towing vehicles, fueling vehicles,test stands, and electronic test equipment are exam-ples of GSE that must be maintained and ready tofunction whenever needed. GSE must be checkedfrequently for preventive maintenance and sched-uled maintenance services. TM 55-1500 -204-23-9provides criteria and technical data for serviceabilityinspections, storage and shipment, and general main-tenance procedures. Specific technical manuals con-tain operator and support maintenance procedures.Maintenance beyond the operator level will dependon which agency is the proponent for the item and onthe availability of maintenance capability. However,most ordnance and engineer equipment can often berepaired in unit motor pools. To ensure GSE avail-ability, managers will–

Evaluate the operational status of GSE.Emphasize individual responsibility by in-sisting that all operators be trained and li-censed.Ensure that all appropriate e publications arecurrent, on hand, and used.Ensure that pre- and post-operation checksand services are always done.Allot time for preventive maintenance checksand services and scheduled maintenance, (Agood time to perform these checks is duringyour normal vehicle maintenance times.)Conduct periodic inspections and inventories.

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Ensure GSE operation and maintenancestandards are detailed in unit SOP.

Requests for Additional EquipmentSometimes aviation units require GSE other thanthat authorized by TOE, MTOE, and TDA. Tropic,desert, or arctic environments often require addi-tional equipment to supplement that authorized inthe TOE. The unit needing the extra equipment shouldsubmit a request in letter form through command chan-nels. The request should include the following

Identification of the specific requesting unit.Number of applicable TOE, MTOE, or TDA.

Complete nomenclature, stock number, andquantity of needed items.Justification for each item, including a state-ment that the item can be maintained.If the item is nonstandard, the reason for notusing a standard item.Statement as to whether the additional equip-ment should be included in the TOE, MTOE,or TDA.

The repair parts manual lists the GSE needed for theaircraft. If an item is listed, it can be requested, evenif it is not included in the unit’s TOE, MTOE, orTDA.

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CHAPTER 6

SUPPLY AND MATERIEL OPERATIONS

Repair parts are the lifeblood of aviation mainte-nance operations. To ensure complementary opera-tions, maintenance and supply personnel shouldmaintain good working relationships. The AVUMmaintenance officer and AVIM supply platoonleader are responsible for managing PLL and ASLClass IX repair parts respectively. All supply proce-dures and policies are in the semiannual unit supplyUPDATES. Refer to the UPDATES for currentguidance.RELATIONSHIP BETWEEN MAINTENANCEAND SUPPLY PLL SECTIONSSound supply management has a positive impact onmaintenance operations. It helps ensure their suc-cess. The PLL section, production control, and flightoperations need to coordinate efforts when makingsupply management decisions. Following are somequestions to answer when figuring the total supplyrequirement for a unit’s mission:

What is the total flying-hour program for theunit?What are the training requirements for theunit, for both aircraft and personnel?What time-change components are comingdue?What is the overall condition of FMC air-craft?Are repair parts needed to correct discrep-ancies noted on DA Forms 2408-13-1 and2408-14 on order?What is the status of parts on order that areneeded to correct outstanding discrepanciesnoted on the aircraft logbooks and to replacetime-change components?Has a coordinated effort been made toschedule aircraft flight hours to matchscheduled maintenance and supply deliverydates?Is all required hardware in stock or on orderfor a scheduled major item change; for ex-ample, a main transmission, engine, and soforth?

TYPES OF SUPPLYFor accountability purposes, all Army property (ex-cept real property) is classified as expendable, non-expendable, and durable.ExpendableThese items are identified by an “X” in the accountingrequirements code (ARC) column of the Army mas-ter data file (AMDF). This category includes allClass IX repair parts and all items which are con-sumed in use, regardless of price.NonexpendableThese items are identified by an “N” in the ARC columnof the AMDF. Nonexpendable supplies include allClass VII items, all items assigned a line item numberin SB 700-20, and selected Class II, IV, and X end items.DurableThese items are identified by a “D” in the ARCcolumn of the AMDF. The property book officer(PBO) at the appropriate level of command willdesignate the level of responsibility that will maintainthe durable document register.ADMINISTRATIONStanding Operating ProceduresThe Class IX repair parts PLL section SOP must bewritten and kept updated to incorporate the latestchanges. Normally, the PLL section of a commandwill be under one supply system. The SOP will reflectthe system the command uses. The procedures spec-ified in the SOP must conform to all applicable guid-ance in governing regulations, directives, andpolicies. The SOP should be a day-to-day manage-ment tool used by all personnel affiliated with themaintenance operation. Table 1-1 in AR 710-2 ishelpful when writing an SOP.PublicationsSupply publications are a must when editing re-quests for repair parts. As a minimum, the followingpublications should be available in the supply sectionof the unit:

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Master cross-reference lists (MCRL) 1 and 2.Identification lists (IL).Current Unit Supply UPDATE.AR 700-120.ADSM-1-18-L3N-AWA-ZTH-EUM, ULLSEND USERS MANUAL.AR 725-50.SB 700-20, SB 708-41, SB 708-42/43.Commercial and government entity (CAGE)codes.AMDF.CDA Pamphlet 18-1, included in everyAMDF, Section I.

Identification List (IL)The IL for a particular item has a narrative, illustra-tive description of that item. The IL for an item canbe found by locating its federal supply classification(FSC) in SB 708-21 or SB 708-22. The FSC is the firstfour digits of the NSN. All ILs are listed in numericalorder by FSC in DA Pam 25-30 and are ordered byFSC.Army Master Data File Retrieval Microform Sys-tem (ARMS) Monthly AMDFData from the arms monthly AMDF is used to pro-cess and edit requests, update stock records, receiveinventory, ship supplies, and process reconciliation.CDA Pam 18-1 explains the codes on the tile. Copiesof this reference guide are contained in Section I ofeach AMDF. Remote terminal access is availablethrough your computer terminal or personal com-puter. The Remote Terminal AMDF Inquiry System(RTAIS) is available free of charge. It could reduceyour research time by as much as 75 percent. If youwish to receive more information on the RTAIS,contact Commander, USAMC Catalog Data Activ-ity, ATTN: AMXCA (ISS0), New Cumberland, PA17070-5010, or see CDA Pam 18-5.Document RegisterDA Form 2064 (Document Register for Supply Ac-tions) is used to record supply transactions. Quanti-ties requested, received, adjusted, turned in, or duein are entered on one of three types of documentregisters: nonexpendable, durable, and expendable.The expendable register is used only by units author-ized to submit supply requests to a DSU. The PBO

designates by a memorandum for record (MFR)those elements within a unit authorized to requestexpendable supplies. The MFR will specify the classof supply, the DOD activity address code(DODAAC), and the block of document serial num-bers the element will use. Policies and procedures formaintaining the document register are detailed inChapter 2 of DA Pam 710-2-1.Authorization to Request and Sign for SuppliesThe office management tiles must have a copy ofthe assumption of command orders or the appoint-ing MFR. Copies must be sent to each DSU fromwhich supplies are drawn with an accompanyingDA Form 1687 (Notice of Delegation of Authority-Receipt) for request and sign for supplies. A min-imum of three copies is needed. The office retainsone copy and sends two to the DSU (one each for theediting and issuing/receiving sections). If possible,different persons should be designated to performthese actions. This reduces the potential for fraud,waste, and abuse. DA Pam 710-2-1 and AR 725-50outline procedures.Units must submit all requests for supplies, regard-less of source, to the specific DSU that supports theunit for the class of supply requested.Before repair parts are requested, the UniformMateriel Movement and Issue Priority System(UMNIPS) must be determined. The unit’s forceactivity designator (found in the permanent or-ders activating the unit) and the urgency of need(UND) then determine the importance of therequest. The tables in Chapter 2 of DA Pam 710-2-1should be used.Supply StatusSupply status informs the requester of thesupplier’s decision on a specific supply request.Supply status is received from the DSU on statuscards or listings. Supply status is given in the formof status codes. These codes are in Appendix C ofDA Pam 710-2-1.Keep a due-in status file for each document regis-ter. When status is received for open part requests,file the cards in document number sequence. De-stroy the status cards when the total quantity duein is received, canceled, or rejected. For furtherinformation concerning policies and procedures,refer to DA Pam 710-2-1.

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PROCEDURES DA Form 2064 must be maintained manually if yourScreening AuthorityThe unit commander must delegate the authority inwriting to screen repair-part requests in the section.The individual on orders for processing requestsfor accuracy and authorization should first checkthe request for correct priority designators. Allhigh-priority (01-08) requests must be approved bythe authorized individual, who initials the DA Form2064 and the request itself (DA Form 2765 or 2765-1,Request for Issue or Turn-In). During the screeningprocess, commanders must first ensure that the cor-rect UND is used to meet the maintenance require-ment, that is, not mission-capable, supply;anticipated not mission-capable, supply (ANMCS);or routine. They must also ensure that the PLL clerkshave reviewed the I&S file of the AMDF for inter-changeable or substitute repair parts. This can oftenprevent needless aircraft downtime because inter-changeable or substitute repair parts may be on handin the command. Next, commanders must closelymonitor the records section of the PLL section toensure that all demands are posted on DA Form 3318(Records of Demands-Title Insert). This will ensurethat the correct repair parts are on hand to supportthe maintenance mission. Demand will determinethe authorization for initial stockage of PLL andthe increase or decrease of PLL already on hand.The criteria for increase, decrease, and initial stock-age of PLL are explained in detail in DA Pam 710-2-1.Last, commanders must ensure that all requestsfor repair parts are posted on the document reg-ister (DA Form 2064).Prescribed Load List/Shop Stock List ManagementAlthough DS4 supports PLL/SSL management, itdoes not replace all forms and records that are usedin PLL/SSL management. Therefore, each unit mustmanage its own PLL/SSL.Automated RecordsAlthough DS4 supports PLL maintenance, it doesnot eliminate the need for unit management (ac-countability), as stated below.DA Form 2063-R(PLL) has been replaced by thePrescribed Load List, PCN AGL-C34. This listprovides space for entering on-hand (OH) bal-ances, storage locations, reviews, and inventories.This list also contains much of the catalog data foundon DA Form 3318.

unit’s document register is not automated when usingULLS or SAMS. DA Form 3318 has been replacedby the Unit Demand Summary List, PCN AGL-C39.Unit Demand Summary List, PCN AGL-C39DS4 provides this list monthly to each unit. The listshows your unit’s demands for PLL and non-PLLitems. It also provides detailed demand data for re-view of the unit’s demand history when consideringchanges to your PLL/SSL.PLL Change List, PCN AGL-C35Each quarter the PLL computation subproess of thedemand analysis process generates a PLL change listfor each unit. This list identifies all items recom-mended for addition, deletion, or change in author-ized stockage levels. Two copies of the list arefurnished to each unit. National stock numbers andmanagement control numbers (MCN) are in nationalitem identification number (NIIN) sequence. MPNsare in full stock number sequence.Command DecisionsFor recommended additions, deletions, and changesto PLL stockage levels, unit commanders have threechoices: approve, disapprove, or modify the recom-mendations.Bench Stock/Shop StockBench stock is composed of low-cost, consumableitems such as common hardware, which are storednear the work area. Maintenance activities with acollocated SAA stock 15 days’ supply of bench stock.Those without a collocated SSA or DSU system stocka 30 days’ supply. (DA Pam 710-2-2 contains addi-tional information.)ToolroomTool sets, kits, or outfits (SKO) not issued to usingindividuals are stored in, and issued from, a toolroomor tool crib. Toolroom keys must be controlled andtoolroom access restricted to essential supervisoryand operating personnel, one of whom will accom-pany visitors in the toolroom. The toolroom custo-dian is responsible for all tools in the toolroom.Those who sign tools out are personally responsiblefor them. Only authorized personnel are allowed tosign for tools, and they will sign for all tools theyreceive, including expendable tools. The responsibleofficer will provide a list of personnel authorized to

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draw tools from the toolroom. The toolroom custo-dian will keep a copy of the list and confirm theidentity of personnel requesting tools by checking theidentification cards of unfamiliar persons. AR 710-2and DA Pam 710-2-1 contain further guidance andpolicies.When an individual admits liability for loss of a unithand tool, he may voluntarily, or in response to arequest, offer payment of the value of the hand toolin cash or by check. If hand tools are not stocked inthe self-service supply center (SSSC), or if the SSSCadvises that the specific hand tool required is notavailable for sale, DD Form 1131 (Cash CollectionVoucher) or DD Form 362 (Statement of Charges forGovernment Property Lost, Damaged, or De-stroyed) will be prepared and processed accordingto AR 735-5. Necessary hand receipt adjustmentsmust be made.EXCHANGE SYSTEMSReparable Exchange (RX)RX is a supply system maintained at AVIM level. Itis designed to speed up the available repair partssystem with repair recoverable items on hand forissue on a one-for-one basis. RX eliminates the needto request issue or turn-in. DA Form 2765 (AOA)and DA Form 2765-1 (D6Z) are prepared and hand-carried, along with the unserviceable items, to theAVIM RX section for exchange for a serviceableitem.

NOTE: For more detailed information, seeTM 38-L32-11 and TM 38-L32-12.

An RX listing containing the NSN, item description,end-item application, and authorization will be dis-tributed to all units supported by the AVIM. RXitems are not normally authorized on the unit PLL.All RX stocks should be located and maintained atthe AVIM level.Controlled Substitution or ExchangeControlled substitution or exchange is the removal ofserviceable parts from an unserviceable item ofequipment for installation on another item to makeit serviceable. According to AR 750-1, repair partsand components may be removed from aircraft thatare classified as not mission capable, supply(NMCS); not mission capable, maintenance(NMCM); or partially mission capable (PMC).However, an aircraft or major component will not be

stripped to the point where it is used primarily as asource of parts and becomes uneconomical to repair.All parts removed from crash-damaged aircraft mustbe inspected before being used on serviceable air-craft. Controlled exchange should be approved onlywhen the following criteria are met:

The aircraft on which the exchanged parts willbe used is currently grounded and awaitingrepair parts.Needed repair parts are on order-and in goodstatus before the controlled substitution orexchange.Exchanging repair parts will return the air-craft to a fully mission capable status.All possible alternatives (lateral supplysearch, local procurement, local manufac-turer) have been tried without success.A complete check of the PLL section sus-pense tile has been made to ensure that partsfor the aircraft from which the exchange willbe made are not due in shortly.The contributing aircraft is NMCM, NMCS,or PMC.The contributing aircraft will be returned toserviceability within its established mainte-nance priority.

A record of removed parts must be maintained andaircraft records annotated for each item removed.The commander (must be in the rank of major orabove) or his designated representative is the ap-proving authority. The exchange decision should bea maintenance team effort involving the productioncontrol officer, quality control officer, and PLL sec-tion officer in charge. This will help ensure that allpersonnel involved can take appropriate action intheir sections for record management and control.Controlled substitution or exchange is a last resortmethod for maintaining a flyable fleet. Keeping thisin mind will help to control abuses. Local SOPs mustcontain polices and procedures to control the con-trolled substitution or exchange program.Maintenance FloatThe maintenance float program is designed to assistin maintaining the readiness posture of units duringpeacetime. It is a quantity of selected end itemsauthorized for stockage at a depot or MACOM stockrecord account. It will be used for the replacement

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of like items turned in by using units for which animmediate replacement is required to maintain anacceptable level of materiel readiness during peace-time. There are two types of float: repair cycle float(RCF) and operational readiness float (ORF).

RCF is that quantity of items authorized in thewholesale supply system to replace like itemsof equipment withdrawn from using activitiesfor scheduled depot maintenance without de-creasing the materiel readiness of the user.Procedures to account, manage, and issueRCF items will be included in AR 710-1.Changes in planned program repair will bethe basis for asset change. The materiel pro-ponent will change, add, or delete RCF fac-tors accordingly. The NICP may issue RCFassets to till MTOE/MTDA or RCF short-ages when other assets are not available.ORF is that quantity of items authorized forissue to MACOMs for use by DS mainte-nance units in exchanging with supportedunits if a like item cannot be repaired in atimely manner.

PARTSSupply and maintenance activities consume 10 per-cent of the Army’s annual budget. A reduction inthese areas means an increase in available resourcesto support force structure, training, and other highpriority needs. Accomplishing training and missionobjectives within available resources will be depen-dent upon reducing dollars spent on replacement ofreparable parts. This requires that unserviceable,economically reparable parts be repaired at the low-est possible level, if not precluded by policy or capa-bility. Local repair should be the primary source ofrepair whenever possible. All diagnostics equipmentavailable should be used to determine the reasons formalfunctions prior to replacement of parts. This willminimize the use of component replacement fortroubleshooting purposes.Stock Funding of Depot-Level Repairable (SFDLR)The Army was directed by the Department of De-fense, through Defense Management Review Deci-sion (DMRD) 904C, to implement the SFDLRprogram that converts depot-level repairable(DLR) from direct appropriation funding to stockfunding through the Army stock fund (ASF). The

ASF is a revolving capital fund designed to financethe supply pipelines between the user and the vendor.This will require that units forecast their DLR re-quirements, include them in their budget planning,and fund them using unit funds. The objective ofSFDLR is–

To improve discipline and visibility on man-aging DLRs.To allow programming and adjusting of avail-able funds to meet changing demands.To identify the most cost associated withweapons systems more easily.

Army Intensively Managed ItemsThe AIMI program was developed to intensivelymanage selected aviation items which are deter-mined to be in critical supply status due to procure-ment value, cost of overhaul, or criticality in sourceof supply. The objective of the AIMI program is tomaintain visibility of and to manage a selected groupof aviation items.Major commands will establish levels of AIMI itemsthrough negotiations on a semiamual basis. ThoseAIMI items for which negotiated levels are not fullysupportable will be designated NMCS support only.NMCS systems and equipment are not capable ofperforming all of their assigned missions because ofmaintenance work stoppage due to a supply short-age. NMCS exists when the part is needed for im-mediate installation on or repair of primary weaponsand equipment under the conditions below:

Equipment is deadlined for parts.Aircraft is out of commission for parts.Engine is out of commission for parts, etc.

ASL Stockage SelectionStockage selection at the supply activities is the deci-sion to place an item in stock. Demand history fileswill be maintained to reflect the most recent 12-month period and as an objective for automation, a24-month period will be maintained and be stratifiedto the end item code (EIC). At the supply activity,demand frequency tiles will be maintained for eachitem issued to user customers for Classes II, III(packaged), IV and IX. Items selected for stockagewill make up the ASL.

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Essentiality is a primary consideration when deter- b. Selected-Item Management System–Ex-mining the range of items for the ASL. The essenti- panded (SIMS-X). DS4 produces asset balance doc-ality code (EC) for each NSN can be found in the uments (DIC DZA) and listings for reporting RICCAMDF. 8 assets on a daily and periodic basis.Repair parts selected for stockage will be restrictedto essentiality codes C, D, E, and J. Where a quicksupply store is established, E, C, and G items areauthorized for stockage.DIRECT SUPPORT UNIT STANDARD SUPPLYSYSTEM (DS4)DS4 is an automated supply management systemdesigned to be the standard Army supply system formanaging Class II, III (packaged), IV, VIII, and IXsupplies at the direct support level. It automates, asmuch as is feasible, the routine supply managementfunctions of supply and stock control. Supply controlis controlling materiel and documentation. Stockcontrol is maintaining current asset and transactiondata for accountability and visibility. DS4 also pro-vides an interim automated supply capability forHealth Services Command’s medical logistics(MEDLOG) battalion units until the TheaterArmy Medical Management Information System

c. Standard Army Intermediate-Level SupplySystem (SAILS). SAILS is the technical and func-tional interface between DS-level and wholesale-level supply support. The DS4-SAILS interface isachieved with standard MILSTRIP transactions.DS4 output transactions to the higher supply sourceare directly accepted by SAILS for processing. Thereverse is also true in that SAILS output transactionsto the DS level are directly input to DS4. In additionto the MILSTRIP interface, a unique DS4-SAILSinterface exists which allows DS4 to request andreceive tailored catalog data directly from SAILS.

d. Catalog Inquiry-Response System. DS4 ex-tracts information concerning stock numbers on theavailability balance tile (ABF) for transmission toCDA or the supporting SAILS activity for catalogsupport. The information extracted is acceptable toeither system. The catalog data response from CDAor SAILS is acceptable to DS4.

(TAMMIS) is available. DS4 has the capability e. Standard Army Retail Supply System.of interfacing with other systems. Below is a briefdescription of DS4. For more information see (1) When DSUs or GSUs use SARSS at their.TM 38-L32-11, -12, and -14. supply support activities, the DS4 system provides

them with down loads on magnetic media or by elec-Divisional/Nondivisional Application tronic communications. These communications op-DS4 is designed to operate in a multi-DSU or single-DSU environment as an aid to the supply manager.Centralized management and “umbrella” stockageconcepts characterize multi-DSU systems. Decen-tralized, autonomous concepts characterize single-DSU systems.

crate on Tactical Army Combat Service SupportComputer System (TACCS) hardware under theSARSS-1 (interim) configuration. SARSS-1 (in-terim) on TACCS interfaces with Defense AutomaticAddressing System (DAAS), Standard Army Main-tenance System (SAMS-1), and Unit-Level LogisticsSystem (ULLS), as well as with DS4. This includes

System Interfaces all divisional and nondivisional AVIM units that areDS4 has the capability to interface with the following assigned TACCS devices to automate the Class IXsystems: aircraft repair parts DSU supply support mission.

SARSS provides applicable ABF activity file re-a. Tactical Unit Financial Management Informa- cords, and other required files on a periodic basis. It

tion System (TUFMIS). Copies of DS4 input and provides transactions on a daily basis for use in sup-output transactions are provided for TUFMIS pro- porting customer units. In a similar way, the DSUscessing. TUFMIS extracts transactions pertinent to using SARSS provide input to DS4 on magneticfinancial management. It provides various reports media daily.and listings that enable commanders and managersto make sound decisions on financial resources and (2) SARSS will totally replace DS4 once it is

fully implemented on TACCS at division level andsupply requirements. Due to the nature of the inter-face, it can readily be withdrawn during wartime. on CTASC-II hardware at corps and theater army

levels. SARSS-1 will operate on TACCS in all DSUand GSU organizations that provide Class II, III

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(packaged), IV, VII, or IX supply support. It will useelectronic communications or magnetic media to in-terface with SARSS-2A operating at the DMMC,CMMC, TAAM, TAMMC, or TDA installation sup-ply support activity. In addition to SARSS-2A allDSUs and GSUs with an external supply supportmission, including AVIM units, can interface withUSS, SPBS-R, SAMS-1, DAMNS-R, DAAS, CSSCS,and PWIS.

f. Standard Army Maintenance System (SAMS-1and SAMS-2). DS4 interfaces with SAMS-1 duringthe initial extension or conversion of SAMS-1, down-loading demand data from the DS4 demand historymaster file by DODAAC to the SAMS-1 TACCSdevice. The output from DS4 is the SAMS-1 demanddown-load record (DIC-XNH). DS4 interfaces withSAMS-2 by accepting SAMS-2 follow-up records(DIC-XNF) and comparing them to the DS4 activityfile. This process provides response records (DIC-YSR) to validate the latest status of NMCS requisi-tions to maintenance management personnel.

g. Unit-Level Logistics System. DS4 interfaceswith ULLS by providing initial down-load informa-tion of the customer’s demand history, PLL, andactivity records. ULLS customers receive informa-tion on transaction updates, changed activity re-cords, and status from DS4 daily cycles. Thiscustomer output is provided by disk or tape. DS4 alsoprovides catalog information on a monthly basis toULLS customers by disk or tape. When TACCS isimplemented and DS4 is eliminated, ULLS interfacewill be to SARSS-1 on TACCS, via electronic com-munications or magnetic media.

h. Objective Supply Capability (OSC). OSC is thecomputer and communication network interactionthat allows total asset visibility for repair parts withina geographic area. OSC shortens the time units waitfor parts by directly transmitting parts request fromunit or support maintenance shop to a central com-puter. This central computer, known as the OSCgateway, maintains constantly updated files of theon-hand assets available to all support activities in ageographic area. The objectives of OSC are–

To provide same-day processing of requisi-tions.To provide visibility of assets within a geo-graphical area.To provide for lateral distribution of assets.

To provide for near real-time status to theuser.To reduce the order segment of the order shiptime.To optimize automation and communica-tions.To create the image of a single seamless sup-ply system.

(See your ULLS-A operator’s manual for operatinginstructions.)SUPPLY SUPPORTEach customer requests supplies from an assignedsupporting DSU. Direct support may include ClassII (general supplies), Class III (packaged petroleumproducts), Class IV (construction material), ClassVII (ORF), and Class IX (repair parts).Divisional UnitsDivisions operate with several DSUs under the um-brella concept. This means the main DSUs carrybackup stocks for all forward support DSUs andreplenish those forward DSU stocks as needed. Thedivisional element that performs the materiel man-agement and stock control function is the materielmanagement center.Nondivisional UnitsNondivisional DSUs are normally single, stand-alonesupport activities. In nondivisional units, the organi-zation for supply support consists of one company orplatoon. The company includes a section devoted tostock control and elements that operate the storageactivity. The automated data processing equipmentis operated by personnel from the stock control sec-tion.SYSTEM COORDINATION, REVIEW, ANDINPUTThe effectiveness of system operations depends ontimely, accurate processing of transactions and issu-ing of repair parts. Figure 6-1 provides an example ofrequisition and materiel flow of aircraft repair parts.Airlines of communication (ALOC) should be estab-lished to increase combat readiness.CustomerCustomers originate requests for issue, documentmodifiers, follow-ups, cancellations, and turn-ins.Customers review and respond to system-generated

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listings and reports to improve accuracy and compat-ibility of unit and system files.DSUTo increase supply responsiveness, DSU personnelreview customer input transactions for clarity andcompleteness while the customer’s representative ispresent.Storage ActivityPersonnel at the warehouse storage activity ensurethat transactions are correct and agree with the ac-tual quantity of materiel received, issued, or re-corded at storage locations. Adjustments are madeusing DS4 file maintenance procedures.MMC/SCAThe manager controls DS4 processes by scheduling,by selecting parameters, and by input transactions.Input transactions must be controlled to ensure theyare processed correctly. The manager must also re-view DS4 stockage recommendations and automatic

stockage adjustments. PLL and ASL items may bedelivered by ALOC due to cost or criticality of main-taining combat effectiveness.SUPPLY MANAGEMENTManagement ControlsAutomation does not replace sound managerial prin-ciples and techniques. It does, however, provide toolsto control and operate the supply system more effec-tively.ASL ManagementThe ASL identifies authorized items to be stocked inthe DSU to support customer demands. Parametersallow the manager control over ASL add-retain cri-teria by supply class for main and forward DSUs.Although an item may qualify as an ASL item, themanager may or may not add the item to the ASL dueto stockage and funding constraints of the DSU. DS4considers an item qualified for stockage when it is—

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Demand-supported.An ORF item specifically authorized for in-corporation.An initial provisioning item.Mission-essential or mandatory stockage.

DS4 considers ASL items not receiving sufficientdemands during a 180-day period for a stockage listcode (SLC) change or for deletion from the ASL.The manager is responsible for managing the ASL.Demand-supported stockage levels are automati-cally adjusted based on the quantity demanded.Stockage levels for other than demand-supportedlines are recommended. To control stockage levelsfor selected items, the manager—

Sets minimum requisitioning objective (RO)and reorder point (ROP) quantities. Stock-age levels do not adjust below the set mini-mums.Establishes ROs at specific levels.Establishes days of supply values to computestockage levels.Determines the method for computation of.order-to-ship time (OST) and controls sys-tem OST deviations.

PLL ManagementBased on accumulation of demand history, DS4 gen-erates a PLL change list for each customer. This listshows proposed additions, changes, and deletions toa unit’s PLL.PLL add-and-retain criteria are controlled by man-ager parameters. Each proposed addition, deletion,and stockage level change requires subsequent ac-tion by the customer and the DS4 manager. Thecustomer annotates the list to show desired action onproposed changes and sends the annotated list to themanager. Using the annotated lists, the managersends change cards for processing in the PLL updateprocess. An updated PLL is provided to each cus-tomer. Preprinted requests are also provided to non-automated customers.Reparable Items ManagementCommanders assign responsibility for managing rep-arable items to an accountable officer. The itemsrequired at the direct support maintenance facility

are called DSU-reparable items. Items selected forrepair above the DS level are called non-DSU-reparable items.DSU-reparable items are selected for stockage by acoordinated effort between maintenance and supplypersonnel. For automated processing and accountingvisibility, these items are identified with an SLC of Qand a distribution of stockage code (DSC) of 3.Items selected for addition or retention as DSU-reparable items must—

Be repairable by the DSU maintenance shop.Use days-of-supply (DOS) procedures tocompute stockage levels (procedures con-tained in DA Pam 710-2-2, paragraph 4-9).

QSS ManagementA QSS may be operated in each Class IX main DSU.The manager establishes a QSS by converting ABFlines that meet QSS criteria.The ASL change list from the demand analysis pro-cess is reviewed by the manager to identify thoseitems which are recommended for addition to ordeletion from QSS stockage. DSUs are then notifiedof the changes, and an effective date of change isestablished. The manager then submits the changecards for processing to update relevant files.A QSS catalog is prepared once a quarter. Thiscatalog is sequenced by stock number and lists thepreferred stock number, unit of issue, nomenclature,unit price, and the DSU that stocks the item. Themanager adds the QSS location and hours of opera-tion on the first page of the catalog printout andreproduces the catalog in sufficient copies for distri-bution to customers supported by the DSU operatingthe QSS facility.ReconciliationReconciliation enables the manager to verify due-insfrom the higher source of supply and due-outs tosupported customers. Twice a month the FNC orSCA provides a list of all open requests to its custom-ers. This list also identifies requests that were satis-fied or canceled during the report period.Customers review the list, identify discrepancies, re-quest cancellation for those requests that are nolonger required, validate the continued need for re-quested items, and modify requests as required. A

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copy of the annotated list is returned to theFNC/SCA to update DSU ACT files.PERFORMANCE INDICATORSProper use and control of DS4 will enhance its capa-bility to support its customers. Commanders at alllevels should review the—

Total time for customers to receive items aftera request has been submitted.Percentage of PLL limes at zero balance.Accuracy of readiness reports.Accuracy of reconciliation procedures.Requirement for repair parts needed for anitem with an NMCS or ANMCS status orneeded for normal replacement. Documentregisters should also be checked to see ifneeded items are on order.Number of items that are above the author-ized retention level (excess). Excess items in-crease cost and reduce storage space.

At the unit level–

Document register entries should be com-pared with the latest customer due-out recon-ciliation list to ensure the request is valid.DA Forms 2406 (Materiel Condition StatusReport [MCSR]) and 2715 (Unit Status Re-port) should be checked to ensure accuratedata is provided so that proper attention canbe drawn to critically required items for inten-sive management.

At the MMC a number of output listings indicate theefficiency and effectiveness of the supply system.These listings are—

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DSU ASL lines with dues-out.Controlled item requisition verification list.Cyclic input transaction statistics. Delinquentcount card list.Periodic materiel release order (MRO) sta-tistics list.Daily input-output statistics.Financial stockage list.Input transaction and error list.Receipt-not-due-in list.

MRO list.Stock status report.Supply performance report.Transaction register.ASL status review list.Excess report.

STANDARDIZED ARMY MAINTENANCE SYS-TEMSAMS-1 is used at the intermediate levels of mainte-nance. The intermediate-level maintenance com-pany is found in the division, corps, and echelonsabove corps.SAMS-1 is an automated maintenance managementsystem. It operates on TACCS hardware. It processesmaintenance data to improve control of work load,manpower, and supply. For more details refer toADSM 18-L21-AHN-BUR-UM.The SAMS-1 system–

Improves visibility of equipment status. Re-duces Class IX management problems.Reduces human error.Increases accuracy of reporting.Improves use of contact, maintenance assis-tance, and instruction teams.Allows on-line inquiry, with rapid response.Tailors reports.Eliminates DA Form 3318.Responds to needs of the commander.Automates reporting to higher levels.Reduces data-gathering burden on customerunits.Simplifies and standardizes training.Eliminates shop-supply deficiencies.Automates materiel condition status report-ing.Tracks cost and labor use.Compares data on turnaround time (days)and mean time to repair (hours).

EnvironmentTACCS hardware is located in the maintenance con-trol section of the maintenance company. Each sitehas two keyboard video display terminals (KVDT)

FM 1-500

wired to a logic module (LM). One terminal is usedto enter work order data, the other to enter supplydata. Both occupy the same facility or are positionednear the LM and printer.Input is entered by keyboard and diskettes. Outputis in hard copy and diskettes. The work order clerkand shop supply clerk, both in MOS 76C, operate thesystem. No additional personnel are required. Usersinclude—

Customer units of the AVIM.Intermediate maintenance units.Maintenance battalions.DMMC/BMMA.CMNC.TAACOM MMC.TAMMC.

Data BaseOnly information necessary for effective manage-ment or reporting is entered into the data base. Datais then passed to each successive management levelon an exception or summary basis. The managementlevel has direct access to detailed data in the database that it has primary responsibility for. For exam-ple, if the MNC requires SAMS-1 detailed data, itrequests it from the shop officer instead of taking itfrom the SAMS-2 data base. There are two generaltypes of information flowing through the system:equipment performance and maintenance perfor-mance.Data for maintenance managers is limited to theirneeds. Equipment performance data is sent as di-rectly as possible via SAMS-2 to the wholesale level.Maintenance performance data passes up throughthe maintenance system in consolidated form.StructureSAMS is divided into three management levels:SAMS-1, SAMS-2, and SAMS-3. For application ofSAMS see Figures 6-2, 6-3, 6-4, and 6-5. The func-tions at the SAMS-1 level are—

Identifying the customer’s unit requirements.Managing the work load and repair parts sup-ply.Performing maintenance.

Programming and budgeting resources(funds, personnel, facilities).

ExpectationsMany maintenance problems are traceable to inex-perience, lack of training poor personal attitudes,oversights, and various other reasons. Commanderscan expect the following improvements to result fromimplementation of SAMS:

Less errors in parts requisitioning. SAMS-1contains MILSTRIP information. It gener-ates the requisition from the latest informa-tion and part-requirement data and considerssubstitute items before a requisition is made.Accurate, timely use of excess repair parts. InSAMS-1, the excess part must be canceledbefore the job is closed out. SAMS-l gener-ates the appropriate supply transaction codeand cancels the excess. Of course, if the partis needed for a new work order requirementor for shop stock, the due-in can be trans-ferred to take advantage of the days alreadyelapsed in the requisition cycle.

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Accurate, timely follow-up on requisitionsand cancellations. In SAMS-1, follow-ups aremade as often as desired. However, semi-monthly is recommended because a completereconciliation is run monthly. The systemhandles the follow-up and reconciliation andthen updates the document register.Accurate transfer of repair parts or dues-inbetween work orders and shop stock. SAMS-1handles this transaction accurately and rapidly.It documents the action for both work orders.Accurate accounting for nonstocked itemsordered but not used due to untimely issue oralternate source of supply, such as a receiptfrom a cannibalization point. SAMS-1 pro-vides for pickup of nonstocked items on theshop stock list when use can reasonably beexpected within 90 days. If not issued within90 days, the item will be turned into the supplysupport activity.Accurate, timely reconciliation of dues-in.SAMS-1 provides a monthly bottoms-up rec-onciliation. This ensures that all requisitionsare followed up.

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Accurate, timely maintenance of SSL re-cords. SAMS-1 captures and records at leastthree order and ship times for each item. TheOSTs are then averaged for the period tocompute RO and ROP. The proper OST iscomputed separately for every SSL item.Accurate, timely posting of the document reg-ister for supply actions. SAMS-1 has an auto-mated document register and updates thestatus daily.Accurate, timely replenishment of shop

parts issued. At the end of each month, thetotal is averaged to determine the monthlyconsumption. The RO/ROP is then com-puted from a 15-or 30-day table, as appropri-ate.Control of funds for expendable. SAMS-1has the flexibility to cut requisitions off or on,depending upon the fund position of the com-mand. An automatic report is printed to keepthe manager informed. Later, when funds arerestored, the requisitions are released.

stock. SAMS-1 replenishes stock automati-cally when the on-hand balance plus the Readiness and Asset Managementquantity due in is at or below the reorder Materiel readiness and command assets are man-point. Replenishment can be run daily. aged by the MMC in some instances and by theAccurate, timely recording of quantities maintenance battalion in others. (See Figure 6-6.)demanded. SAMS-1 totals the number of

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To assist the materiel readiness officer SAMS-1 pro-vides inoperative data daily, from both customerunits and the support unit, to inform the commandof—

Equipment that is inoperable.Parts that are required to return the equip-ment to fully mission-capable status.

SAMS-ldata, when input at SAMS-2, are feeder datafor the machine preparation of the monthly materielcondition status report (MCSR). They also—

Provide feedback information to the SAMS-1site and its customer units.Notify the MRO of the problems that requireaction.

Work order data from each SAMS-1 site is forwardedto the SAMS-2 site weekly. This data is used bycommodity managers to—

Pinpoint equipment and parts affecting thereadiness of units.Advise and assist in cross-leveling repairparts to improve materiel readiness.

Command ManagementManagers at the company level use SAMS-1 reportsto tell them how well they are managing. The man-ager can make adjustments to bring undesirable con-ditions back within parameters or guidelinesestablished by command. The command also re-quests feedback reports from the SAMS-2 site. Thecommand then manages in the broad view, or byfunctions. Conversely, shop officers manage by pro-cesses that affect work orders and shop stock.Preformatted ReportsThere are three types of these reports—

Automatic reports are generated withoutbeing requested.Special category reports list records purgedfrom either the document register (closedrecords) or the SSL audit file and retained asa record.

By-request reports are optional, a manager mustrequest the reports in order to receive them.

MATERIEL MANAGEMENT CENTERSDivision Materiel Management CenterThe DMMC provides materiel management for thedivision. DMMC is the division’s logistics coordinat-ing and control element. It provides materiel manage-ment for weapon systems and controls maintenancepriorities. It also coordinates and controls supplyfunctions to meet the operational needs of the divi-sion.The DMMC (Figure 6-7) is an element of theDISCOM HHC/MMC. The DMMC chief is di-rectly subordinate to, and receives policy and op-erational guidance from, the DISCOMcommander. The DMMC chief serves as the divi-sion materiel management officer. He implementsthe division and DISCOM commanders’ policies.The DMMC manages division supply and mainte-nance. A technical supply officer assigned to theMSB is the interface between the MSB and the ClassIX supply section of the DMMC. He has frequentcontact with the Class IX warehouses and theDMMC. The DMMC also coordinates maintenanceand supply of division aircraft resources through itsaviation branch. The DISCOM AMCO/AMB alsohas Class IX support responsibilities similar to theMSB’s. See FM 63-2 for more information on theDMMC.Aviation BranchThe aviation branch performs materiel managementfor aeronautical and airdrop equipment and testequipment that is used with assigned materiel.Equipment includes materiel for aircraft and air-drop, avionics, aircraft armament, and related testequipment. This branch is typically staffed with anaviation materiel officer and an aircraft maintenancemanager.Aviation Materiel OfficerThe aviation materiel officer is responsible for exer-cising staff supervision over aviation maintenanceactivities. These include classification and diagnosisof malfunctions, repair and replacement of parts,overhaul of components, and testing and final inspec-tion of equipment. In the event of an AVIM work

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overload, this officer coordinates passback to the days of supply. The DMMC decides the type of itemscorps MNC. that are physically located in the forward area. Selec-Aircraft Maintenance Manager tion is coordinated with the ASL platoon leader and

the AMCO commander. It is based on the PLLs ofThe aircraft maintenance manager supervises air- the units to be supported from the forward locationscraft maintenance. He also applies production con- and on the immediate mobility needs of forwardtrol principles and procedures to AVIM procedures, support maintenance units.using reports generated from SARSS and SAMS. For most Class IX supplies, using units submit theirSupply Procedures requests (usually DA Form 2765) to their designatedThe job of Class IX supply in the division is shared DS activity. Reparable exchange for selected repara-by the DSU/AMCO and the DMMC. The ble items (including components and subassemblies)DSU/AMCO receives, stores, issues, and turns in the is handled on the basis of simple exchange of theparts. Supply personnel in the materiel section of the unserviceable item for a serviceable item. If the unitDMMC manage and account for the Class IX in- does not have an unserviceable item to exchange, itventory. They use demand history and command- must submit a request (DA Form 2765-1) for thedirected actions to help them do this.

To prevent overstockage in the DSU/AMCO, for-ward stockage points for class IX are restricted to 10

item. In somecases, controlled exchange and canni-balization may be required to obtain Class IX sup-plies.

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Customers in the BSA submit their requests to themaintenance company in the aircraft support ele-ment. Customers in the DSA submit their requestsdirectly to the specified maintenance operating unit(light maintenance company, AMCO/AMB, or mis-sile support company). The supporting maintenanceoperating unit in the BSA or DSA will usually passrequests directly to the DMMC. This permits theDMMC to update required records, cross-levelstocks, and process requests to the COSCOM MMC.Class IX items arriving in the division are received byappropriate maintenance operating units in the DSAand reported to the DMMC. Nonstocked items areforwarded directly to the user in the DSA or to userslocated in the BSA. Maintenance operating unitsemployed in the BSA and in the DSA store Class IXitems and issue them to their customers. All issuesare reported to the DMMC for updating of records.Turn-ins are handled in the same manner as receipts;they are also reported to the DMMC.Class IX items stocked by maintenance operatingunits located in the DSA are distributed–

To customers located in the DSA by any com-bination of unit pickup.To forward support maintenance elementslocated in the BSA by division or nondivision

aircraft in emergencies. (ALOC must be es-tablished for NMCS repair parts.)

Class IX items stocked by forward support mainte-nance elements in the BSA are distributed to theirsupported customers by unit pickup and by DISCOMor nondivision transportation.Corps Support Command Materiel ManagementCenterThe COSCOM MMC is the heart of the corps-levelsupply and maintenance management system (Fig-ure 6-8). It performs integrated supply and AVIMmaintenance management for all classes of supply(except maps, medical, and COMSEC) for whichthe COSCOM has jurisdiction and responsibility.The MMC acts on the requirements of supportedforces.The MMC consists of materiel management divisionswhich are aligned with those of the TAACOM MMC,the TAMMC, and the AMC NICPs. The center func-tions under the operational control of the COSCOMACofS, Materiel, and is commanded by the centercommander, who also serves as the COSCOM dep-uty ACofS, Materiel. Each division exercises totalday-to-day integrated materiel management of as-signed commodities. The aviation division handles

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aviation materiel management. See FM 54-23 foradditional information on the corps MMC.Aviation DivisionThis division performs integrated materiel manage-ment for aeronautical and airdrop equipment andtest equipment that is part of or used with assignedmateriel. The division manages MATCAT H itemsand provides guidance and monitors corps stockageof AIMI. Materiel managers of this division are re-sponsible for managing a variety of supplies andmateriel. Equipment includes materiel for aircraftand airdrop, avionics, aircraft armament, and relatedtest equipment.The aviation division is organized as shown in Fig-ure 6-9. Functions of each branch are discussed inthe following paragraphs. A functional branch break-down within the division permits special managementof assigned commodities. This type of managementprovides centralized control of decentralized opera-tions.Aviation Division OfficePersonnel assigned to the aviation division officeinclude an aviation materiel officer, a chief aviationmateriel NCO, and a clerk-typist.

The aviation materiel officer (with the advice andassistance of the branch chiefs) plans, directs, andsupervises the division’s operations. Together, theymanage the day-to-day aviation assets of the corpsand aviation equipment, including repair partsand specialized equipment. The aviation mate-riel officer refers materiel problems that deviatefrom the routine to the COSCOM ACofS, Mate-riel, as directed by the MMC commander. TheACofS, Materiel, coordinates materiel managementproblems that require top-level decisions with thecorps G4.The chief aviation materiel sergeant is the seniorNCO in the division. Responsibilities of the seniorNCO include—

Maintaining suspenses.Maintaining administrative files.Accounting for personnel.

Aviation Equipment Supply BranchAviation equipment supply for the corps is managedby the aviation equipment supply branch. Thisbranch manages day-to-day aviation equipment sup-ply support for aircraft and airdrop, avionics, aircraft

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armament, and related test equipment. See Figure6-9 for a list of personnel in the aviation equipmentsupply branch. Personnel resources are subject tochange. Check the latest TOE or MTOE for currentStaffing.Commodity managers of the aviation equipment supplybranch implement policies and plans of the COSCOMACofS, Materiel; MMC commanders and the chief,aviation division. They—

Establish realistic requisitioning objectivesand initiate their timely review through supplycontrol studies.Maintain stock record accountability forClass VII supplies within the corps.Ensure that timely supply support is providedto the customer.Monitor requisition objectives created by theautomated supply system in use (SAILS) andestablish mandatory stockage levels for itemsthat are not automatically stocked, stored, andissued through the SAILS software program.Monitor the functions of the automated sup-ply system.Develop operating procedures and preparedistribution plans.Implement policies outlined in AR 710-1,AR 710-2, and TM 38-L03 series for opera-tion of the stock record account.

The aviation equipment supply branch managesClass VII requisitions for TOE equipment. It—

Processes them on a daily basis and followsupon them as required.Assists the equipment authorizationbranch, service support division, by cross-leveling aviation equipment already in thecorps.Recognizes TOE or MTOE shortages andfills requisitions.Coordinates with TAMMC and NICPs to fillrequisitions.Handles corpswide distribution problems.

Aviation Parts Supply BranchThe aviation parts supply branch manages day-to-daysupply actions for aviation equipment. See Figure 6-9

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for a list of personnel in the aviation parts supplybranch. Personnel resources are subject to change.Check the latest TOE or MTOE for current staffing.Branch personnel implement policies and plans of theCOSCOM ACofS, Materiel; the MMC commander;and the chief, aviation division. They—

Recommend cross leveling of repair parts.Review output from the MCS module of themaintenance reporting and management(MRM) system to monitor all aspects of supply;determine trends in operational readiness.Maintain Class IX ASLs.

The aviation parts supply branch—

Manages all aviation repair parts (Class IX).Processes requisitions daily and follows uponthem as required.Handles corpswide distribution problems.Follows up day-to-day SAILS transactions.

Requisitions for repair parts are initiated by corpsAVIM units and DISCOM MMCs. These require-ments are placed directly on the COSCOM MMC.If the repair parts companies within the COSCOM.do not have required items or quantities on hand, theCOSCOM MMC transmits the requirement toCONUS NICPs. (Requirements for selected itemscontrolled by the TAMMC, however, flow to theTAMMC.)Aviation Maintenance BranchThe aviation maintenance branch manages the main-tenance system for aviation equipment managed bythe aviation division. These managers are the singlepoints of contact for maintenance management ofaviation equipment in the corps.See Figure 6-9 for a list of personnel in the aviationmaintenance branch. Personnel resources are sub-ject to change. Check the latest TOE or MTOE forcurrent staffing.Branch personnel implement policies and plans of theCOSCOM ACofS, Materiel; the MMC commander;and the chief, aviation division.Aviation maintenance branch personnel—

Develop, in coordination with the aviationequipment supply and repair parts branches,

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instruction for AVIM units on evacuation ofunserviceable aircraft requiring higher-levelmaintenance. Similarly, the branch developsinstructions for AMBs in the COSCOM onthe evacuation of unserviceable aviation ma-teriel and scrap. Instructions are developedunder automated procedures and provided tothe automatic data processing center(ADPC), which provides shipping instruc-tions to the AVIM units.Provide guidance to command and controlelements on processing aviation materiel.Provide repair priorities to the aviation main-tenance battalion.Provide data to COSCOM staff and higherheadquarters on production, deadlines, and

requirements for cannibalization, controlledexchange, or parts fabrication.Make recommendations on tailoring unitsand forming like sections from several unitsto perform high-priority maintenance.Review reports and data submitted by subor-dinate AVIM units and division support com-mands. Branch personnel provide copies orextracts of these reports for use by the main-tenance staff. They evaluate reports and list-ings processed by the ADPC and providethem with appropriate recommendations tothe ACofS, Materiel.Act as expediters when estimated deliverydate is unsatisfactory.

problem areas. - Theater Army Area Materiel Management CenterInform COSCOM and corps aviation units of The MMC (Figure 6-10) is assigned to the TAACOMmaintenance management data and report under the staff supervision of the ACofS, Materiel,requirements from corps G4. and the direct supervision of the Deputy ACofS,Coordinate with the supply branch on re- Materiel Management, who is also the commanderpair parts requirements for maintenance of of the MMC. It serves as a control center for materielspecific items that may be in short supply and activities in the TAACOM through daily monitoring of

supply and maintenance. actions. The MMC performs

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integrated supply and maintenance management inthe TAACOM for ail classes of supply (except med-ical and map supply) and for maintenance activitiesthat the TAACOM has control and responsibility for.The TAACOM MMC does not have responsibilityfor managing maintenance and supply of TA stocksthat may be stored and distributed by TAACOMunits, unless so directed by TA. Aviation materielmanagement is handled by the aviation division,which is organized with personnel and functions sim-ilar to those of DMMC/CMMC.Theater Army Materiel Management CenterThe TAMMC is the nerve center for theater supplyand maintenance operations. A typical TAMMCorganization is shown in Figure 6-11. TAMMCtracks supplies designated to be critical by the TAcommander. It also serves as the prime interfacebetween the theater and the CONUS sustainingbase. To assist supply transactions, the TAMMC is

connected electronically to the TAMCA, theTAACOM MMCs, the COSCOM MMCs, and theCONUS sustaining base (see Figure 6-12). It coordi-nates assigned tasks, objectives, and priorities to sup-port the theater mission. The TAMMC may also taskTAACOM intermediate (GS) maintenance units toprovide maintenance support when directed by theTA commander.Critical systems that require intensive managementmay be assigned a TA logistics system manager(TALSM). The TA commander will provide theTALSM with a charter specifying duties, responsibil-ities, and authority. The TALASM must be able toidentify problems readily, establish priorities, andmonitor theater requirements. The TALSM also co-ordinates with the CONUS base, TA staff elements,host nations, other service components, allied com-mands, and MMCs in the DISCOM, corps, andTAACOM. Aviation materiel management is handledby the troop support and aviation directorate,

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which is organized with personnel and functions See Figures 6-12 and 6-13 for ALOC and surfacesimilar to those of DENC/CMNC/TAACOM. supply requisition and materiel flow respectively.

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CHAPTER 7

AVIATION MAINTENANCE IN UNUSUAL ENVIRONMENTS

Commanders must be aware of the unique implicationsof performing aircraft maintenance in unusual envi-ronments. They must ensure that adequate prepara-tions are made before operating in such areas. Often,maintenance procedures used in one environmentwill not be appropriate for another.Operations and maintenance may be conducted indesert (hot), jungle, mountain, or extremely coldclimates. They may occur at night or in areas contam-inated with nuclear, biological, chemical (NBC) con-taminants. In general, commanders must look at factorslike—

Modifications to normal repair parts stock-age levels. These include increased numbersof filters, bearings, and seals when operatingin wind and sand environments.Mobility restriction for example, mountains,heavy foliage, ice, and so forth.Effect on personnel and equipment perfor-mance. These include altitude, excessive heat,cold, and so forth.Requirements for light discipline during nightoperations.Communications restrictions.Special shelter requirements.Modifications to normal scheduled and pre-ventive maintenance.Specialized equipment and clothing require-ments.

DESERT OPERATIONSThere is sand in the desert!Sand, heat, wind and blowing dust, long lines ofcommunication and poor roads present many uniquemaintenance problems in desert operations. This isnot business as usual. All aviation functions mustadapt to survive in the desert environment.Dust and sand can easily cause failure of such itemsas cyclic and collective electrical switches, digitalentry keyboards, radio tuning knobs, and circuitbreakers. Sand erosion causes wear on rotor heads,

leading edges of rotor blades, Teflon bearings, and allturbine engine blades. Blowing sand gradually de-grades optical instruments and windscreens by pit-ting and scratching. Sand, dirt, and dustaccumulation on oil cooler surfaces creates loss ofcooling efficiency in an environment where that abil-ity is paramount. Sand mixed with oil forms an abra-sive paste. Lube fittings and bearing seals requirefrequent inspection. If they are missing, sand willenter the housing and cause bearing failure. Heatsoaking of sensitive electronic “black boxes” will pro-duce increased failures and demands on aircraftcooling systems.Preventative maintenance is vital in the desert. Itentails the need for more frequent inspections, dailycleaning, and engine flushing. Maintenance practicesshould emphasize measures to keep sand from con-taminating systems and equipment. As much as pos-sible, all maintenance should be done in a shelter.This will help prevent sand from entering the internalworking parts of larger assemblies.There are currently two shelter options over andabove organic shelters. The unit maintenance tent isa canvas structure built on a metal frame. This shel-ter, available through normal supply channels, canaccommodate one small aircraft. The second optionis a “clam shell,” which is a commercial hangar thathas many available options. This shelter, availablethrough the Aviation and Troop Command (ATCOM),can accommodate several large aircraft. Both tentsare mobile, but they require a significant amount ofcargo space and manpower commensurate with theirrespective sizes.The two most significant areas of increased mainte-nance are rotor blades and turbine engines. Theseitems will multiply the maintenance work load manytimes depending on the unit’s basing and flying tech-niques.Engine problems occur on all aircraft and includeauxiliary power units. Operations Desert Shield/Des-ert Storm reported six accidents directly related toengine failure or loss of power. Different systems aremore or less susceptible to the effects of sand.

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Many systems rely on an inlet particle system toreduce engine wear. Keep in mind that these systemsare not efficient at idle RPM. Ground runs must bekept at an absolute minimum. Filtration kits for allaircraft are now available through ATCOM readi-ness directorate. Since none of these systems are 100percent effective, new hot-end flush procedures weredeveloped. Instead of compressor cleaning, empha-sis is on the power turbine section. Sand can accumu-late in the blades of the power-generating wheels.This sand will eventually glaze, which inhibits coolingand heat expansion. In-flight health indicator checkprocedures are available but require training andclose monitoring as a predictive tool.Rotor blades require one of two current solutions.Blade painting requires relatively high repetition andinspection. Blade taping requires skilled applicationand an increase in rotor track and balance effort.Both solutions are short-term and require diligenceby the crew during preflight and postflight inspec-tions.Teflon bearings also will see a rise in failures. Twocurrent strategies include water flushing and protec-tive dust boots. These procedures and kits are avail-able through ATCOM.On those systems which have a pressurized air systemfor cooling, extra filtration and decreasing cleaningintervals will solve most problems.Protective covers should be used at all times. Opticscan be protected in flight by stowing during landing,take-off, and FARP operations. Windscreens, bladecovers, nose covers, and engine inlet covers shouldbe installed when aircraft are not in use. Coversshould have a tight tit to avoid flapping. Sand on theunderside of a vibrating cover can scratch the wind-screen. Use of covers combined with smart parkingorientation will alleviate some “heat soaking” prob-lems. A climatic heat aircraft protective system(CHAPS) is a camouflage screen designed to protectthe aircraft. This system will not weather a full-fledged blowing dust storm.The AN/ALQ 144 is very susceptible to main bearingfailure in a sandy environment. Aircraft survivabilityequipment (ASE) should be covered whenever theaircraft is not in use.AVUM requirements for assistance from AVIMunits may increase. The quality control missionbroadens to train all flight crew personnel in the

additional inspection requirements. Flying crews willalso be training on desert flying techniques which willcomplement the maintenance effort.Increased AVUM mobility requirements will placegreater emphasis on AVIM contact team support.The distance between AVUM and AVIM units willincrease, however, creating problems in communica-tions and in locating units. Contact teams must havea global positioning system receiver.Maintenance personnel will consume much morewater and should be more closely supervised duringthe heat of the day. Productivity will decrease as theenvironment becomes harsher. Reverse-cycle main-tenance may be a solution to adverse daylight condi-tions.ULLS and TACCS automation hardware will requireadded preventative maintenance emphasis to keepthem operational. The two worst enemies of a com-puter, heat and dust, are everywhere in the desert.Many lessons learned are available from units whichhave participated in NTC rotations, Bright Star exer-cises, and Operations Desert Shield and DesertStorm. Remember, there is sand in the desert. It isnot business as usual.For more information on desert operations, refer toFM 90-3 (HTF).JUNGLE OPERATIONSIn jungle operations, heat and moisture affect equip-ment. Lenses and dials quickly fog with internal mois-ture. Electrical connections corrode quickly andbattery life is shorter than normal. Weapons tend torust quickly and must be cleaned and oiled moreoften than in other areas. Canvas rots and rubberdeteriorates much faster. An aggressive corrosion-prevention program should be initiated. All parts andsystems are susceptible to corrosion. Avionics areparticularly sensitive to moisture, condensation, andcorrosion.Preventive maintenance practices must be givengreater emphasis, and scheduled maintenance mustbe performed more often than in temperate climates.Higher maintenance requirements, combined withtransportation difficulties, may require units to carryincreased loads of repair parts. PLLs must reflect theincreased turnover of those parts that deteriorate orwear out faster in the jungle.

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Several factors greatly influence the type of transpor-tation that can be used and the way maintenance isperformed. These factors include the absence of ad-equate trails, roads, and waterways; the density ofnatural growth; the number of rainy seasons; thesecurity of routes; and the general nature of theterrain in a jungle environment. AVUM units shouldrequest on-site AVIM maintenance to the most fea-sible extent. Air delivery of AVIM maintenance sup-port teams (MSTs) to the AVUM location will beused whenever practical. Aircraft may be required todeliver repair parts and evacuate materiel.When units are widely dispersed, AVIM units mayhave to augment the AVUM maintenance effort andperform more extensive maintenance than in normaloperations. This is due to difficulties in evacuatingmateriel for backup and overflow maintenance.Because of the jungle terrain, fewer good sites areavailable for maintenance operations. Considerableengineer effort may be required to prepare suitablelocations. Therefore, maintenance units may be un-able to deploy as often as they would in more favor-able terrain. In areas where monsoon rains occur,maintenance sites must be selected carefully. Theselimitations may force maintenance units to locatewith other types of units. This simplifies the problemsof security from ground attack for such areas and islikely to be necessary in areas of large-scale guerrillaactivity. However, such concentrations present goodtargets for air attack and require provisions for airdefense.For more details on jungle operations, refer toFM 90-5 (HTF).MOUNTAIN OPERATIONSMaintenance in mountain operations can be verydifficult. Rugged terrain and abrupt changes in ele-vations limit the reliability of roads and suitable areasfor unit locations. High altitudes and weather affectthe performance of troops and equipment. Personnelmust be trained to adapt to high altitudes, and equip-ment may need adjustment to operate efficiently athigher elevations.Aircraft may be needed to move repair parts andcontact teams on site and to evacuate unserviceableitems.AVIM units must be located as close as practicalto the AVUM units they support. Maintenancesupport is critical in mountain areas. Therefore, the

commander making area assignments must provideunits with sufficient space to perform their mainte-nance functions.For more details on mountain operations, refer toFM 90-6.COLD WEATHER OPERATIONSThe terrain and climate of northern regions, andother areas similar in terrain and climate, complicatemilitary operations. Operations in snow, ice, andextremely cold conditions require special training,personnel acclimation, and operational techniques.Trafficability is one of the biggest problems in north-ern operations. This is especially true during springbreakup and in summer when the ground thaws andthe ice in streams and lakes melts. With few roads insuch regions, track-laying vehicles of the low-ground-pressure type may provide the only means of cross-country mobility. All ground movement is hamperedby mud, muskeg, swamp, marsh, and open water inspring and summer. Therefore, thorough ground re-connaissance is necessary for overland movement.Extreme cold improves trafficability, althoughtracked vehicles and sleds may be required for move-ment. Weather conditions in winter may limit the useof aircraft.Northern operations require a considerable amountof specialized equipment, such as tracked vehicles,sleds, heated shelters, and heated shop facilities.Every item of equipment is affected by extreme coldand snow in the winter and by mud and water in thesummer. Extreme conditions increase wear and tearon equipment and increase the quantity and varietyof parts required for maintenance.Extreme climatic conditions hamper on-site mainte-nance operations and curtail personnel effectiveness.As a result, maintenance performed on site, as wellas recovery of disabled equipment, will take moretime and effort. Evacuation of unserviceable itemsfrom using units to support maintenance is also moredifficult.For more details on operations in northern regions,refer to FMs 31-70 and 31-71.NIGHT AIRCRAFT MAINTENANCEBattle doctrine calls for around-the-clock aviationoperations. These operations, in turn, needfully pro-ductive, 24-hour-per-day aircraft maintenance capa-bilities. Maintenance done at night on aircraft that

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have flown all day allows those same aircraft to beassigned to missions early the next day. This avoidstheir being “stacked up” in maintenance with night-flying aircraft for the first part of the day.Light discipline is, of course, imperative to nightmaintenance activities on the battlefield. The closerto the main battle area a unit operates, the morerestrictive light suppression precautions must be.Units operating relatively close to the battle areaneed to perform night maintenance inside closedblackout shelters. The approach would be with self-powered light under lightweight portable blackoutenclosures that can be easily moved from one loca-tion to another. Units should perform forward nightmaintenance inside large (full-aircraft) lightedblackout shelters only if enough internal lighting canbe provided without using noise-producing powergenerators.Units operating toward the rear will normally havemore latitude concerning the distance from whichthey must consider enemy detection. Rigid blackoutprovisions will still apply to all “inside” white lightwork, but certain tasks will be allowable outside, withsubdued lighting devices. The degree of detectionavoidance on the battlefield will be determined on asituation-by-situation basis. Generally, units operat-ing farthest to the rear will be those whose primemission is performing maintenance functions(AVIM). Due to the large task volume, some of thework load will have to be handled outside availableshelters.METT-T will play a major role in determining theextent of night maintenance that can be safely andeffectively used. In the open-desert-type Mideast ter-rain, the faintest light may be visible from a longdistance. That same light would not be detected froma comparable distance in the forested, hilly Euro-pean scenario.Certain tasks are difficult to perform at night underlight-discipline conditions. For example, mainte-nance jobs that require rotor blade turning or enginerun (rotor track, fuel control adjustment, and soforth) must be done outside. Sometimes these re-quire significant area lighting. Then, adequate lightdiscipline could not be imposed, and tasks wouldhave to be delayed until daylight.A single all-encompassing, definitive concept fornight aircraft maintenance operations is not feasible.Each organization must establish and alter its plan

for implementing night operations as it meets specificenvironmental conditions and threat changes on thebattlefield. For example, as a unit moves forward intomore open terrain, its night maintenance considera-tions will differ considerably from when it movesrearward into a more closed environment.PreparationBaseline criteria must be developed to help deter-mine the amount of light discipline required in vari-ous tactical situations. A number of factors willinfluence the determination: estimated enemy detec-tion capabilities, terrain, weather, level of mainte-nance, type of aircraft requiring maintenance, and soforth.Systematic production control procedures must bedeveloped to ensure safe, efficient continuity of workon a 24-hour basis. The assignment of work and flowof managerial paperwork and records must be asaccurate and efficient under multishift operations asunder single-shift (daytime) maintenance.For night maintenance, units are staffed for 12-houroperations. Aviation units with AVUM capabilitiesshould organize personnel resources in teams thatwill allow around-the-clock maintenance capability.As a rule, the day shift maintenance effort shouldequal approximately 80 percent of the AVUM poten-tial effort. Night maintenance should represent 20percent of the unit’s effort. AVIM units have greaternight maintenance potential because they are furtherto the rear. Light and noise disciplines are still majorconsiderations, but they are less significant than forAVUM units. AVUM platoons/companies should re-quest AVIM augmentation or MSTs for extendedmaintenance operations. AVIM units must providesupport consistent with the combat mission andneeds of their supported AVUM units.Quality ControlQuality control procedures for night maintenancemust be especially rigid. The potential for “missingsomething” increases as the adequacy of the workenvironment diminishes. Of particular concern arethe visual restrictions associated with working in sub-dued (red, green) lighting as opposed to white light.Also, QC tasks requiring maintenance operationalchecks or test flights may have to wait until daylightfor sign-off. Procedures and criteria for the nightaircraft maintenance program (NAMP) must be de-veloped. The main concern is that quality and SOF

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standards are maintained at the same level as fordaytime maintenance.Transition Between ShiftsThe chances of something “falling through the crack”increase when a wide range of maintenance tasks areinterrupted and passed for completion to work crewsother than those who started them. This particularlyholds true at AVIM level. Administrative controls,such as detailed coordination meetings between shiftsupervisors, must be inherent to units using 24-hourmaintenance operations. Supervisors must avoid anytendency to rush or circumvent such requirements sothat personnel can “get on with the work.” The tran-sition from day to night shift must be handled effi-ciently.Physiological FactorsObviously, vision is reduced during night operations,but numerous other human factors can affect nightmaintenance. A comprehensive, detailed human fac-tors indoctrination program must be developed forsupervisors and repairers. Adjustment periodsshould be established, to the extent possible, to allownewly assigned personnel to adapt to night work. Asudden reversal of normal sleep patterns can resultin an unavoidable tendency to become drowsy whileperforming critical maintenance tasks. Further, per-sonnel working at night might have a psychologicaltendency to save the tough jobs for the daytime crew.This is particularly true during low-intensity opera-tions, and many other examples could be cited. Somephysiological factors that must be considered in nightaircraft maintenance follow:

The eyes normally require about 40 minutesto fully adapt to darkness.A loss of depth perception and color distinc-tion is experienced at night.Smoking either three cigarettes in rapidsuccession or 20 to 30 cigarettes a day re-duces night vision by approximately 20 per-cent.The danger of FOD increases at night.Fatigue affects a repairer’s night vision andmuscular actions.Diet affects night vision-individuals shouldeat only highly nutritious foods.

NUCLEAR BIOLOGICAL, AND CHEMICALOPERATIONSThis discussion addresses the different types of NBCoperations, their effects on the unit’s mission, andproper decontamination procedures for personneland equipment. For more detailed information ondecontamination procedures, refer to FM 3-100.NBC ThreatThreat forces around the world have inventories ofNBC munitions and agents (see Appendix A). Somethreat vehicles and aircraft possess overpressure sys-tems, filtration devices, and detection systems to pro-tect their crews. Aircraft maintenance personnel areoften dispersed to locations where NBC detectiondevices are not available and where qualified medicalhelp may not be readily available. Their missionscould be severely affected by chemical and biologicalagents. The use of chemical or biological agentsagainst US maintenance facilities and units will allowthreat forces to isolate vital materiel from the battle-field with little risk of tactical exposure to their ownforces. Aviation unit commanders and staff plannersat every level must deal with the impact that NBCoperations and attacks will have on their unit. Theymust consider ways to resume operations at the ear-liest opportunity. Decontamination of unit person-nel, equipment, supplies, and operating areas is anarduous, time-consuming task that requires careful,realistic planning. (See Appendix M.)Aircraft DecontaminationAircraft frequently operate in small elements (usu-ally of three to six aircraft) with little or no organicground support. Organic decontamination capabilityfor the aircraft is very limited. Currently, only oneM-11 decontamination apparatus and two 1 1/3-quart cans of DS2 are authorized as on-board decon-tamination equipment. (This decontaminator can beused only on a very small portion of the aircraftsurface because it is highly caustic and will destroymost aircraft materiels.) Standard decontaminatorsand decontamination procedures currently in usewill ruin many types of aviation equipment and ma-teriels.Decontamination efforts can be greatly assisted bythe M17 (SANATOR) heater/pump found in chem-ical companies. This equipment will quickly wash allaircraft and vehicles. The most significant planningconsideration is water storage capacity. The M17 is

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fielded with a 1580-gallon collapsible water tank.New systems are upgrading this storage capacity to3000 gallons.Any type of decontamination is costly. Resourcesmust be diverted from fighting the enemy to decon-taminating the aircraft. Therefore, repair personnelmust know and practice contamination avoidancefirst. Contamination avoidance saves time and otherresources that would otherwise be used up in decon-tamination. Simple, common sense measures can beused to avoid contamination or at least reduce itsextent. (See FM 3-3 for information on contamina-tion avoidance.) Some measures that avoid contami-nation are—

Increase the use of covers when not flying.Keep maintenance areas covered and aircraftdoors closed.Avoid spreading suspected contaminationonto areas being inspected by touching orshaking them. Many inspection points can beinspected visually.Provide overhead cover to parked aircraft ifpossible.

At times, contamination cannot be avoided. Aircrewscan survive with NBC protective equipment. (SeeFM 3-4 for information on individual and collectiveprotection.) However, when aircraft are contami-nated, the mission becomes very difficult and crewefficiency steadily degrades. Decontamination canstop the degradation, but, aside from being costly,special problems occur when decontaminating avia-tion equipment.The decontamination method as well as the extentof decontamination depends on the specific activ-ities of the aircraft. Most activities require partialdecontamination. Surfaces are washed with decon-taminators to remove gross contamination fromagents that are harmful through skin contact. Someof the agent will probably have soaked into thesurface, however. Even after decontamination,these surfaces will still give off agent vapors, andthe decontamination agent itself will exude fromthe materiels. Individuals should avoid any contactof bare skin with such surfaces. If they absorb theagent through the skin, they could become casual-ties. Complete decontamination of aircraft compo-nents is necessary to allow maintenance personnel to

work on the aircraft without wearing cumbersomeprotective gear.Partial aviation decontamination operations are nor-mally done in the FARP and AVUM areas. To alimited extent, they are also done in divisional andnondivisional (corps) AVIM areas. Complete decon-tamination of aircraft components will be done atdivisional and nondivisional (corps) AVIM areas.The procedures at each activity will specify where thedecontamination support will come from, if it is re-quired. For example, divisional chemical companypersonnel and their equipment might be required tosupport divisional AVIM areas.Impact on MaintenanceSupport ConceptMaintenance personnel must be prepared to providemaintenance support on the integrated battlefield.To accomplish this, individual soldiers must betrained to survive an initial nuclear or chemicalattack and to continue the mission in a toxic envi-ronment under great physical and mental stress.The long-term problems caused by contaminationmake it doubly important that maintenance unitsprotect themselves. When possible, maintenanceactivities should occupy protected areas, such asunderground garages or concrete buildings, to pro-vide cover from liquid chemical agents and shield-ing from radioactive contamination. Overpressurizedshelters like the M20 will protect soldiers doing com-ponent maintenance. The M20 will use an existingshelter as a skeleton and conform to its shape andsize. Units should establish SOPs for contaminatedaircraft and equipment maintenance procedures asfollows:

Inspection and contaminated maintenancecollection point procedures.Procedures for performing unit-level hastydecontamination or requesting deliberateequipment decontamination from an NBCdefense company.Procedures for repair without electronic testequipment (in the event equipment is de-stroyed by blast or electromagnetic pulse[EMP]).Responsibilities and procedures for establish-ing and operating a contaminated-equipmentholding area.

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Contamination ProblemsThere are special hazards in working on contami-nated equipment—

Petroleum products tend to trap chemicalcontaminants.An aircraft that is safe for an operator to usewithout MOPP 4 protection may be unsafe fora mechanic to repair.Chemical contaminants may collect in boltthreads, hydraulic fluids, and closed assem-blies. A mechanic might break open a compo-nent, for example, and be exposed to lethalconcentrations of hazardous vapors. Casual-ties could be high unless all repairs and pre-ventive maintenance on previouslycontaminated aircraft are done in MOPP 4.Oil, grease, and dirt seriously degrade theprotective qualities of the chemicaI overgar-ment. Mechanics must keep themselves asclean as possible. Extra overgarments shouldbe on hand to replace dirty ones.Wet-weather gear helps keep overgarmentsclean but increases heat buildup and willeventually be penetrated. The combination ofprotective gear and wet-weather gear pro-vides good (although hot) protection from acombination of toxic chemicals, grease, andoil contamination. Fuel handlers’ aprons andfield-expedient rubber sleeves can providesome added protection with less heat buildup.

Contamination ControlDo not spread contamination. Do not bring contam-inated equipment into a clean shop. Maintenanceteams should make every effort to repair contami-nated equipment in a contaminated MCP.Return repaired but contaminated equipment tounits that are contaminated, whenever possible.Even if equipment has gone through unit hastydecon, it can still be hazardous to handle. A pre-viously contaminated unit will already be conductingperiodic contamination checks and will be able to usethe equipment safely because of the precautionsbeing taken.Contaminated equipment and tools must be storedat a location downwind of clean areas. Every effortmust be made to control the spread of contamination.

Contaminated aircraft and equipment should not beevacuated for repairs. If AVIM maintenance is re-quired, an MST will be sent forward to effect repairsin the contaminated MCP. AVIM maintenance unitsshould treat all customer equipment as contaminateduntil inspection proves otherwise.Use the contaminated to repair the contaminated.Since it is difficult to decontaminate equipment wellenough to eliminate risk to mechanics, it may beimpractical to decontaminate tools and equipmentused to repair contaminated equipment. Segregatetools and equipment that are used to repair contam-inated equipment from other tools. Use these alreadycontaminated tools and equipment to repair contam-inated equipment. Provide protection from contam-inated equipment. At present, the Army’s ability todetect contamination in the field is limited. Toxicvapor trapped by oil or held inside a closed assemblymay appear at some point during the maintenanceprocess. Because decon cannot guarantee safety forunprotected mechanics, the aviation maintenance of-ficer must decide which MOPP level the mechanicsshould use. This is a tactical decision. Mechanicsshould use MOPP levels consistent with the threatand the mission.Safeguards must be taken to protect people bothinside and outside contaminated areas. Chemicalagent detection equipment should be operated whilecontaminated equipment is being repaired. The test-ing must be a continuous process. Vapor hazards maynot be present in open terrain, but as soon as theaircraft is moved into an area where air does notcirculate, significant toxic vapors may concentrate.If contamination is detected after an assembly isopened, it can be decontaminated quickly by flushingwith JP-4 diesel fuel or motor gasoline. The unser-viceable component must then be marked and takento the contaminated holding area. There, it canweather or undergo more thorough decon. For re-pairable assemblies, personnel should either waituntil the assembly no longer gives off vapor or replaceit with a new assembly. The fuel used for flushingmust also be marked as contaminated. It should bedumped in the contaminated sumps at the decon siteor disposed of per unit SOP.Maintenance personnel repairing equipment con-taminated with radiation should wear dosimeters andbe closely monitored for exposure. They must neverexceed exposure levels. When the highest acceptable

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levels are reached personnel should be replaced,mission permitting. The amount of radiological con-tamination that personnel can tolerate varies. It de-pends on operational exposure guidance and thetactical situation. Priorities for monitoring equip-ment should go first to the recovery teams, then toinspection point MSTs, and then to the MCP.Mark aircraft and equipment to protect others. Air-craft and equipment that are contaminated or thathave been decontaminated to low-risk levels for op-erators and crews could still present a serious hazardto mechanics. They need to know that the equipmenthas been contaminated. Contaminated aircraft mustbe identified with standard triangular contaminationsigns on all four sides and at the operator’s controls.Write the type and date of contamination on thesigns, which should be easily visible from the outsideof the aircraft. For nonpersistent agents, signs maynot be removed until decon has been verified by adetailed inspection. Contamination signs on aircraftand equipment contaminated with persistent agentswill not be removed even after decon.Maintenance Support OperationsContaminated equipment maintenance should beperformed from a clean area. Work within a cleanarea can be done at reduced MOPP and with greaterefficiency. When NBC attacks have occurred withinthe support area, the unit must assume that all equip-ment is contaminated, and the aviation maintenanceunit must set up separate inspection points andMCPs. All aircraft, personnel, and supplies mustpass through an inspection point before they enterthe maintenance area. Here, inspectors in MOPP 4can use heaters or torches to warm equipment whilethey check it for contamination. The vapor hazardfrom liquid contamination may be undetectable at65°F (18°C) in the open yet become lethal at 80°F(26°C) or when brought into closed areas. Somebiological contamination, including toxins, may notbe detectable. You must assume it is present if theequipment came from an area known to have beencontaminated. Radiacmeters will easily detect radio-logical contamination.The inspection team must segregate the equipment.Uncontaminated equipment can go straight to themaintenance area. Contaminated vehicles and equip-ment must be marked with contamination signs. Adecision must then be made on the disposition of eachitem—

If the equipment is contaminated and repairscan be performed in MOPP 4, the item maybe sent through decontamination or left toweather.If weathering is the choice, the marked equip-ment must be placed in a holding area whereit can decon itself. Waiting for equipment toweather before repair may be a luxury a com-mander cannot afford. It may take weeks incool weather.The next choice is to decon. Before any re-pairs are made, the equipment should gothrough unit restoration decon. Priorityequipment must be decontaminated first, butsetting priorities is often not easy. For in-stance, you may have four attack helicoptersequipped with antitank weapons. If they arelightly contaminated, perhaps all four couldbe decontaminated and repaired in the timeit would take to decon and repair one heavilycontaminated utility helicopter. Decisionslike this require coordination between main-tenance and operational staffs.

Decon should be done only if it is cost-effective.When a persistent agent is involved, every effortshould be made to replace a contaminated compo-nent with the next higher assembly that can be donein MOPP 4. Contaminated equipment or compo-nents should be marked and placed in the holdingarea to await disposition instructions from higherheadquarters.Uncontaminated teams should not perform on-sitemaintenance and generally should not attempt recov-ery of contaminated equipment. Unserviceable con-taminated equipment and aircraft should berecovered to the decon site or contaminated MCP byother contaminated vehicles or aircraft.Both AVUM and AVIM maintenance activities willsend teams forward to repair or recover aircraft andequipment if it is unknown whether they are contam-inated. The teams must be in MOPP 4 and must testthe equipment for contamination. If contaminationexists, the maintenance team must decide whether ornot repairs can be made in MOPP 4. If they cannot,the equipment must be decontaminated. Any sur-faces the maintenance team must touch to repair orrecover the aircraft must be given an operator’sspraydown with an approved decon apparatus. Thiswill not reduce the level of MOPP needed but offers

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some additional protection and limits spread. Main-tenance teams must carry extra on-board decon ap-paratuses for this purpose (or bulk decontaminatorand cylinders to refill decon apparatuses). The ob-jective is to limit transferring liquid contaminationfrom the equipment to soldiers and equipment of themaintenance or recovery team.After equipment and tools have been used for con-taminated maintenance, they should remain contam-inated. Use rags to wipe off only the grosscontamination. Dispose of the rags in a sump, or burythem and mark the location. Maintenance teams maygo through a MOPP gear exchange or detailed troopdecon, but the team’s equipment and tools should beleft alone. A fresh team can use the contaminatedtools on other contaminated equipment. For ex-tended repairs, a fresh team relieves a contaminatedteam, which moves back and undergoes detaileddecon. After a rest, the newly decontaminated teamrotates forward and relieves the contaminated team.Support from a contaminated area is limited to theamount of time that soldiers can operate in MOPP 4.This severely restricts the maintenance support froma contaminated area. It may be possible to extend thelength of time the unit can continue to support fromthe contaminated location by scheduling periodicwithdrawal of personnel to a clean area for completepersonnel decontamination and a rest period at areduced MOPP level. For continued effectiveness,however, the unit must leave the area, go through adetailed equipment and decontamination process,

and set up shop in a clean area. Time limits maydictate that only the most critical repairs continuewhile a portion of the unit moves to a clean area. Thelimited organic transportation capability may requirethat some unit and customer equipment be left be-hind. After reorganization at the clean area, thisequipment may be recovered or repaired using theprocedures described for supporting from a cleanarea.Contamination AvoidanceContamination avoidance should be the keystone ofthe support strategy in an NBC environment. UnitNBC defense personnel should monitor the NBCsituation by maintaining contact with higher head-quarters and their counterparts in supported units.Before dispatch of MSTs, as much information aspossible must be obtained relating to the threat alongthe route of march and at the support location. Thelocation and availability of complete equipment de-contamination stations must be carefully monitored.These facilities are operated under the supervisionof elements of the division’s chemical company.Combat elements usually have priority of support.See FM 63-3J for more details.The US Army Chemical Research Development andEngineering Center and the US Army ChemicalSchool are developing detailed procedures on thebest-suited decontaminators for paint for each typeof aircraft surface—plastic, fiberglass, or composite.

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CHAPTER 8

ARMY AIRCRAFT QUALITY CONTROL AND TECHNICAL INSPECTION

Technical inspection is the commander’s system ofchecks and balances which ensures the highest-quality maintenance effort. High quality decreasesunscheduled maintenance, which disrupts flight andmaintenance schedules. It also lessens the possibilityof maintenance error or inadequate aircraft inspec-tions, which can lead to aircraft damage, personalinjury, and even death.TECHNICAL INSPECTORA technical inspector is responsible to the mainte-nance or quality control (QC) officer, the QC non-commissioned officer in charge (NCOIC), andultimately the unit commander. The inspector is thecommander’s representative in aircraft safety-of-flight areas. Otherwise, conflicts of interest arisewhich sacrifice objectivity. For this reason, the tech-nical inspector’s rating official should not be from themaintenance production area. If a QC NCOIC or QCofficer is assigned, that person should be the rater;otherwise, the unit executive officer or unit com-mander rates the technical inspector. However, ifeither the unit executive officer or maintenance offi-cer also serves as the production control officer, thatofficer will not rate the senior technical inspector.Inspectors are under the operational control, notsupervision, of the maintenance officer. The mainte-nance officer establishes priorities for inspector workassignments but does not supervise the work. TheOIC or the NCOIC distributes the work and super-vises the inspectors to meet the maintenance officer’swork assignments.QUALITY CONTROL DUTIESQuality control is a management function. It ensuresthat maintenance is performed according to mainte-nance manuals for specific aircraft. QC managementis coordinated with all phases of production and workload control to maintain maximum production effec-tiveness. Well-designed QC procedures assure anacceptable level of quality and a decrease ininspection requirements and management ef-forts. Maximum effective production is balancedagainst quality without lowering standards. TheQC supervisor (the senior ranking or most qualified

inspector) coordinates the efforts of the QC team,while technical inspectors do the actual inspecting.Technical inspectors are responsible for the safety ofaircrew members. Their most critical duty is inspect-ing aircraft. They are also responsible for componentand shop inspections and for maintaining and revis-ing publications, forms, and records.Aircraft InspectionSafety of the aircraft and crew depends on how wellthe aircraft is inspected. Refer to TM 1-1500-328-23for information on the preventive maintenance in-spection system, acceptance inspection, transferinspection, and in-storage inspection. For mainte-nance expenditure limits, as well as disposition in-structions for crash, mishap, battle damage,deteriorated, or other natural phenomenon, refer toTB 43-0002-3.Turn-In/Pickup of Aircraft at AVIMBecause technical inspectors are the people mostknowledgeable of support maintenance, they accom-pany aircraft turned in to AVIM for maintenance.They also review aircraft records with AVIM person-nel, resolve questions on the spot, perform a jointinventory with AVIM personnel, and accompanyAVIM inspectors on the initial inspection of the air-craft. Upon completion of repairs and before accep-tance of the aircraft, inspectors perform a jointinventory with AVIM personnel, review aircraft re-cords for accuracy and completeness, and inspectaircraft to ensure that requested work was properlyperformed. If repairs are deferred because parts areunavailable, technical inspectors ensure that they areordered.Aircraft Technical Compliance (Technical Bulletins)Inspectors ensure that all requirements of applicableaircraft technical bulletins are met and required en-tries are made on applicable DA forms. Inspectorsare also responsible for two actions: (1) groundingan aircraft if required by the technical bulletin(refer to AR 95-3) and (2) submitting reports re-quired by AR 95-3 to report compliance with tech-nical bulletins.

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Army Oil Analysis Program Component inspection ensures that the time betweenInspectors ensure that all aircraft are entered in overhaul or retirement life is not overflown unlessthe program and that all required records are specifically authorized in TM 1-1500-328-23. Review

TBO chart or computerized printouts and updatemaintained. Refer to AR 750-1, TB 43-0106, andDA Pam 738-751 for specific instructions. Inspec- periodically but not less than the reporting periodtors ensure that— (AR 700-138) and when reportable components are

replaced. Two variations of the TBO chart can beOil samples are taken according to TB 43-0106.DD Form 2026 (Oil Analysis Log) is completeand accurate.All samples are dispatched expeditiously tothe laboratory.Special samples requested by the laboratoryare taken immediately.Notification is given to the assigned servicinglaboratory of replacement or removal ofAOAP components.

used: time-change component schedule chart(Figure 8-1) and time-change bar graph compo-nent chart (Figure 8-2). If computerized printoutsare used, make sure they contain all required infor-mation (Figure 8-3) and maintain a separate diskcopy in the QC office. QC personnel must notifymaintenance officers and noncommissioned officerswhen 100 hours remain until replacement of hourlycomponents and when 2 months remain until re-placement of calendar components.Shop InspectionThis QC inspection includes two areas: facility andComponent Inspection equipment (shop safety) and test equipment (cali-

QC personnel use computerized printouts or a time bration). When performing the facility and equip-between overhaul and retirement life component ment inspection, inspectors check the shop andchart to monitor the in-service time of all aircraft shop equipment for proper layout, clear fire lanes,components requiring replacement on an hour or fire extinguisher serviceability, and installation andcalendar basis. For a list of these components, refer use of equipment safety devices. See below forto the applicable aircraft maintenance manual. inspection procedures. Other details are provided

in TM 1-1500-204-23-1. After the shop is properly

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inspected, check the test equipment for accuracy.QC personnel ensure that all calibration require-ments are met. Technical inspectors ensure that—

An organizational maintenance program forTMDE is established.A TMDE support coordinator is appointedin the unit. The support coordinator is thefocal point of contact for matters pertainingto TMDE support. An alternate coordinatoris appointed and assigned the responsibilityof monitoring the TMDE support program.Keep a copy of the appointment in the QCfiles (AR 750-43 and AR 25-400-2).ADA Form 2416 (Calibration Data Card) orDA Form AMXTM 34A is submitted to thesupporting activity for each item requiringcalibration (TB 750-25).A TMDE not listed in TB 43-180 is reportedaccording to TB 43-180 and TB 750-25.ADA Label 80 or DA Label 163 is attachedto items requiring calibration.TMDE are calibrated at the prescribed inter-val (TB 43-180). After removal from tempo-rary storage, submit TMDE for calibrationbefore use.

Publications MaintenanceQC and shop personnel establish and maintain acomplete, up-to-date set of technical publications forsupported aircraft. These publications provide in-structions on procedures and issue, operation, main-tenance, repair, modification, serviceabilitystandards, testing, inspection, and storage of equip-ment.Publication personnel are appointed in the unit.They are responsible for ordering and maintainingthe unit’s publication accounts.Monthly and upon receipt of a new index, DAPam 25-30 (published quarterly), the technicalinspector reviews publication files (technical li-braries) throughout the maintenance activity forcompleteness and currency.Prepare recommendations for changes to publica-tions on DA Form 2028 or DD Form 173/3 (OCR)(Cat I Deficiency Report only). The technical inspec-tor establishes and maintains a file of recommendedchanges (AR 25-400-2).

Familiarization ChartQC and shop personnel must have a technical datafamiliarization chart or computer printout to ensurethat maintenance personnel are familiar with publi-cations relevant to their duties. See Figures 8-4 and8-5 for samples.All publications applicable to equipment maintainedand names of maintenance personnel are listed also.Personnel initial beside each publication to indi-cate their familiarity with that publication. Aschanges are received, post the change number anderase the initials. After reviewing each change,personnel initial the chart or printout again. Eachshop maintains separate charts or printouts. Inspec-tors check the charts or printouts monthly to ensurethat—

All publications used by the shop are listed.All shop personnel are listed.All personnel have initialed to indicate theirunderstanding of the publications.All changes are posted according to DAPam 310-13.

Files ManagementThe most important files maintained by QC person-nel are TWX files. These TWXs may ground aircraft,impose operating limitations, or provide informationon aircraft maintenance techniques. Maintain sepa-rate TWX files for each model of aircraft assigned orsupported. Maintain one file for general messages.TWXs are either informational or apply to specificmodels of aircraft. Separate each aircraft TWX fileinto two sections: SOF messages and maintenanceand technical advisory messages. For more guidanceon tiles management and SOF messages, refer toARs 95-3 and 25-400-2.Forms and RecordsTechnical inspectors monitor all forms and recordsfor accuracy and completeness. These include—

Aircraft historical records.Weight and balance records.Aircraft maintenance records.Blank Forms.Deficiency reports (DR).

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Aircraft Historical RecordsInspectors maintain historical records for each air-craft assigned to their unit as follows:

DA Form 2408-4-1 (Weapon Record Data).DA Form 2408-5 (Aircraft Modification Re-cord).DA Form 2408-5-1 (Equipment ModificationRecord Component).DA Form 2408-15 (Historical Record forAircraft).DA Form 2408-15-2 (Aircraft Vibration Re-cord).DA Form 2408-16 (Aircraft Component His-torical Record).DA Form 2408 -16-1 (History Recorder Com-ponent/Module Recorder).DA Form 2408-17 (Aircraft Inventory Re-cord).DA Form 2408-19 (Aircraft Engine TurbineWheel Historical Record).DA Form 2408-19-1 (T53/T55 Turbine En-gine Analysis Check Record).DA Form 2408-19-2 (T700-Series TurbineEngine Analysis Check Record).DA Form 2408-19-3 (T700-Series EngineComponent Operating Hours Record).DA Form 2408-20 (Oil Analysis Log).

For specific information about these forms, refer toDA Pam 738-751.Weight and Balance RecordsThe assigned technician maintains the aircraft’sweight and balance records. Inspectors coordinatewith the technician anytime that maintenance onthe aircraft could affect weight and balance. Referto AR 95-3, TM 55-1500-342-23, the aircraftoperator’s manual, and the aircraft maintenancemanual for information. The -10 operator’s manualand the applicable maintenance manual containweight and balance data.Use standard forms with this data to provide aneffective system for weight and balance control.Each aircraft serial number and information to beinserted on the charts or forms apply only to theindividual aircraft. Maintain the weight and balance

data and related forms for each aircraft according toAR 95-3 and TM 55-1500-342-23.Before an aircraft is delivered, the manufacturerinserts all aircraft-identifying data on the variouscharts and completes all forms. Maintain DD Form 365series, charts, and any other pertinent data about theaircraft’s weight and balance in a permanent binder. Thebinder and all forms list the aircraft’s designation andserial number. Annotate any changes that affect theaircraft’s weight and balance on these forms.Safeguard and maintain weight and balance forms foreach aircraft. Individual weight and balance formsserve various purposes; therefore, their retentionperiods vary. Use the following to record aircraftweight and balance:

DD Form 365 (Record of Weight and Bal-ance Personnel) is a semipermanent form.Keep it in the weight and balance data fileuntil all entry space is filled and a new re-placement form is started. When new formsare started, destroy the replaced form.DD Forms 365-1 (Chart A-Basic WeightChecklist Record) and 365-3 (Chart C-BasicWeight and Balance Record) are permanentforms. Keep them in the weight and balancedata file for the life of the aircraft. When newforms are started, staple them to the originalform.DD Form 365-2 (Chart B-Aircraft WeighingRecord) is a semipermanent form. Keep thecurrent completed form in the weight andbalance data form until the aircraft is re-weighed, a new form is started, computa-tions are verified, and necessary entries aremade on DD Form 365-3. Then destroy theold DD Form 365-2.DD Form 365-4 (Weight and Balance Clear-ance Form F-Transport) is used to computestandard loads using the aircraft’s currentbasic weight. The form is a current work formas long as load weights and locations remaincurrent, until the basic aircraft weight is re-computed or changed. A weight and balancetechnician reviews and updates this formevery 90 days. When entries are revised, de-stroy the old form. As a minimum, prepareDD Form 365-4 for each configuration in theoperator’s manual describing normal loadingprocedures. If a unit requires a configuration

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not described in the operator’s manual butwithin load and center of gravity limits, pre-pare DD Form 365-4 and keep it on file.The current Chart E (Loading Data, Charts,and Graphs), taken from the applicable air-craft maintenance manual, is revised whenthe maintenance manual is revised. RetainChart E, a semipermanent chart, in the weightand balance file until a revised Chart E ispublished in the maintenance manual. Thendestroy the old Chart E.

Duplicate DD Form 365 series to replace lost, muti-lated, or illegible forms. When forms are duplicated,certify and sign each entry, date the form, andidentify the organization. If information is lost orillegible, duplicate the forms and take a physicalinventory to complete DD Form 365-1. To completeDD Form 365-2, reweigh the aircraft.Upon transfer of an aircraft, the commanding officerof the transferring activity ensures that the weightand balance file accompanies the aircraft. A copy ofthe weight and balance data will normally be on theaircraft (see AR 95-3).Dispose of aircraft weight and balance files for air-craft stricken from Army inventory as follows:

Destroyed or damaged aircraft. If the aircraftdoes not fall into one of the following catego-ries, destroy the tile locally after necessaryinvestigation and reportingAircraft involved in accidents resulting indeath, personal injury, or nongovernmentproperty damage. The operating activity re-tains weight and balance records for one year.After one year, forward the records alongwith a statement that aircraft may be subjectto litigation to: Commander, US Army Avia-tion Systems Command, ATTN: DRSTS-M,4300 Goodfellow Boulevard, St Louis, MO63120.Damaged aircraft not economically repair-able by Army standards. Transfer these air-craft or offer them for sale to other than anArmy custodian. Then transfer weight andbalance files for the aircraft to the receivingagency or individual.Excess aircraft. Transfer or offer for sale ser-viceable or repairable aircraft to other than

an Army custodian. Weight and balance filesaccompany these aircraft to the receivingagency or individual.

Aircraft Maintenance RecordsInspectors monitor all records used in aircraft main-tenance for accuracy and completeness.These records include—

DA Form 2405 (Maintenance Request Reg-ister).DA Form 2407 (Maintenance Request).DA Form 2408-4 (Weapon Record Data).DA Form 2408-12 (Army Aviator’s Flight Re-cord).DA Form 2408-13, 13-1, 13-2, 13-3 (AircraftInspection and Maintenance Record).DA Form 2408-14 (Uncorrected Fault Re-cord).DA Form 2408-18 (Equipment InspectionList).DA Form 2410 (Component Removal andRepair/Overhaul Record).DD Form 1574 (Serviceable Tag-Materiel).DD Form 1575 (Suspended Tag-Materiel).DD Form 1576 (Test/Modification Tag-Materiel).DD Form 1577 (Unserviceable [Condemned]Tag-Materiel).DD Form 1577-2 (Unserviceable [Repair-able] Tag-Materiel).

Refer to DA Pam 738-751 for complete informationabout these forms.Blank FormsInspectors ensure that a 30-day supply of blank formsis on hand in the maintenance section.Deficiency Reports (DR)Technical inspectors are responsible for maintaininga deficiency report file (AR 25-400-2), assigning DRscontrol numbers, and establishing a DR log (seeexample at Figure 8-6). Inspectors check all submit-ted DRs for accuracy and completeness and assistin determining the category. If an exhibit is needed,they ensure that all applicable forms and records

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accompany the exhibit (DA Pam 738-751). Tech- Department of the Army Pamphlets (DA Pam)nical inspectors review the TB 43-0001 series ofequipment improvement and maintenance di-gests prior to submitting the DR.Investigation of Recurring DeficienciesThe inspector investigates any deficiency that occurson a continuing basis. If a materiel defect is involved,the inspector submits a DR informing ATCOM of theproblem. If the defect is due to workmanship, theinspector informs all maintenance personnel of theproblem, its possible effects, and how to correct it.TYPES OF PUBLICATIONSArmy publications describe policies and proceduresused in Aircraft maintenance and maintenance man-agement. QC personnel ensure that publication li-braries are current and updated with the latestchanges. Technical inspectors set up and maintainthe master reference library.Army Regulations (AR)Army regulations provide policies and responsibilitieswhich govern administrative procedures and ensurecompliance at all levels. Section 4 of DA Pam 25-30contains an index of Army regulations. Subject matteris identified by a basic number. For example, all Armyregulations in the 95 series are about aviation. A sub-number preceded by a dash indicates additional in-formation about the basic subject. For example—

AR 95-1, flight regulation.AR 95-3, SOF and weight and balance infor-mation.

DA pamphlets contain permanent information orreference material. Section 4 of DA Pam 25-30 con-tains an index of DA pamphlets. DA pamphlets arenumbered in the same manner as Army regulations.A subnumber preceded by a dash distinguishes be-tween DA pamphlets with the same basic number.For example, all DA pamphlets in the 25 series areabout Army publications:

DA Pam 25-30 is an index of publications andblank forms.DA Pam 25-33 is the standard Army publi-cations system (STARPUBS) revision ofthe DA 12-series forms, usage, and proce-dures.

Field Manuals (FM)Field manuals outline military doctrine, tactics, andtechniques. They include instructions and refer-ence material on training and operations, mainte-nance management, and aircraft systems repairtheory. Section 5 of DA Pam 25-30 contains anindex of field manuals. Field manuals are also num-bered in the same manner as Army regulations. Abasic number identifies the primary subject, and asubnumber indicates additional information. Forexample, all field manuals in the 1 series are aboutaviation operations:

FM 1-500, aviation maintenance.FM 1-563, airframe maintenance.

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Technical Manuals (TM)Technical manuals provide training information on avariety of subjects and on specific items of equip-ment. Section 8 of DA Pam 25-30 contains an indexof technical manuals.Manuals for specific equipment provide instructionon operation, maintenance, and overhaul. They alsoprovide a parts list and breakdown. The first twodigits of these manuals identify the preparing techni-cal service.A dash and a four-digit number indicate the FSCcode, including the equipment within the FSC. Forexample, -1510 represents freed-wing aircraft, and-1520 represents rotary-wing aircraft.A dash and a three-digit number indicate the MDSof a particular aircraft. For example, -210 representsUH-1D/H helicopters, and -228 represents OH-58Ahelicopters. A dash and a two-digit number representthe category of maintenance. For example, -10 is foroperators, and -23 is combined for AVUM andAVIM personnel.A serial number preceded by a dash or a slash isadded when a manual is published in more than onevolume; for example, -1, -2, or /1, /2, and so forth. Theletter “P” is used as a suffix when the repair parts andspecial tools lists are published in a volume separatefrom the maintenance instructions. This volume willhave the same basic number as the correspondingtechnical manual. For example:

TM 55-1510-213-10/1, maintenance manualfor the OV-1D aircraft.TM 55-1520-210-23-1, maintenance instruc-tions for UH-1D/H/F/EH-1H helicopters.TM 55-1520-228-23P, repair parts and specialtools list for OH-58A/C helicopters.

Technical Bulletins (TB)Technical bulletins contain technical information onequipment or professional management techniques.The most common technical bulletins encounteredby QC personnel direct one-time inspections of air-craft or components. Section 7 of DA Pam 25-30contains an index of technical bulletins. Urgent in-spection requirements are initially sent to the unitsby a TWX. The subsequent technical bulletin thensupersedes the TWX.

Technical bulletins directing one-time inspectionsare classified by priority as urgent, limited urgent,and normal.UrgentUrgent technical bulletins contain aircraft conditionswhich affect safety of flight. These conditions maycause damage or destruction to aircraft and death orinjury to personnel. An urgent technical bulletin maydirect that a specific aircraft be grounded. Normally,grounding takes place within a certain flying hour orcalendar period. When grounding aircraft, followprocedures listed in the technical bulletin.Limited UrgentA limited urgent technical bulletin allows the aircraftto be operated only under specific conditions orlimitations. These conditions are listed in the techni-cal bulletin.NormalNormal technical bulletins are issued when problemsoccur that reduce equipment efficiency, life expec-tancy, or use of the aircraft. These technical bulletinsdo not impose any operating limitations; however,maintenance must be accomplished within a speci-fied time.Technical bulletins for specific items of equipmentare numbered in the same manner as technical man-uals for that item. An added number preceded by aslash differentiates between technical bulletins onthe same item. The two-digit group indicates whichcategory performs the technical bulletin mainte-nance. Technical bulletins pertaining to two or moredifferent items of equipment within the same FSChave a zero for the third digit. For example—

TB 55-1510-213-20/8—– -213 refers to OV-1D fixed-wing aircraft.– -20 refers to AVUM level of maintenance.– -/8 indicates that this is the eighth OV-1D

AVUM technical bulletin published.TB 55-1520-242-35/1—– -242 refers to UH-1D/H helicopters.– -35 refers to AVIM level of maintenance.– -/1 indicates that this is the first UH-1

AVIM technical bulletin published onspecial-purpose/special-mission modifi-cation.

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TB 55-1500-337-24—– -1500 refers to all aircraft.– -24 indicates that this technical bulletin

applies to AVUM through depot levels ofmaintenance.

Modification Work Orders (MWO)MWOs are the only publications that authorize mod-ification or alteration of Army equipment. MWOsare issued—

To provide compatibility with newer equip-ment.To prevent serious damage to equipment.To increase operational effectiveness.To reduce support requirements.

Each MWO contains specific instructions concern-ing—

Time limit for compliance.Maintenance category to which the MWOapplies.Parts required.Man-hours required.Form entries required.Method for performing the modification.Weight and balance data.

As with technical bulletins, MWOs are assignedpriorities. The priority classifications and number-ing system are the same as for technical bulletins.Section 6 of DA Pam 25-30 contains an index ofMWOs.Safety-of-Flight/Aviation Safety Action MessagesSafety-of-flight and aviation safety action messagesprovide information concerning safe operation of anentire model or series of Army aircraft. These mes-sages are transmitted by TWX to all organizationsconcerned. The message number indicates generalor specific information. General messages apply toall aircraft, while specific messages apply only to aspecific series of aircraft. For example—

GEN-92-4

UH-1-92-14

This is a general message which ap-plies to all aircraft or maintenancefacilities.It was written in calendar year (CY)92.It was the fourth general messagesent in CY 92.

This is a specific message which ap-plies to the UH-1-series aircraft.It was written in CY 92.It was the fourteenth UH-1 messagesent in CY 92.

There are three types of safety-of-flight messages:emergency, operational, and technical. There arealso three types of aviation safety action messages:maintenance mandatory, informational, and opera-tional.EmergencyThese messages contain serious information. Theyusually denote hazardous aircraft conditions thatcause aircraft damage or personal injury. Emergencysafety-of-flight messages are later published as ur-gent technical bulletins or MWOs.OperationalThese messages, issued by the US Army Safety Cen-ter (USASC), impose operating limitations on air-craft.TechnicalThese messages ground or require modification ofthe aircraft. They usually require removal and re-placement, or modification of the parts or compo-nents. Messages are issued by ATCOM and are laterpublished as urgent action technical bulletins orMWOs.Maintenance MandatoryThese messages direct maintenance actions and/orupdates technical manuals.InformationalThese messages provide information of a mainte-nance technical or general nature.

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OperationalThese messages pertain to aircraft operations, fligbtprocedures, limitations, or operational policies.Every three months, ATCOM publishes an index ofall messages they transmitted during that period.Check the message file when the index arrives toensure that all required messages are on hand. For adetailed discussion of safety-of-flit or aviation safetyaction messages, refer to AR 95-3 and DA Pam 738-751.Supply Bulletins (SB)Supply bulletins provide important supply informa-tion to maintenance personnel—

Stock number changes.Direct-exchange list changes.Reports on new materiel.Information on AIMI.

Supply bulletins are numbered in sequence by calen-dar year and usually have an expiration date. Section6 of DA Pam 25-30 contains an index of supply bul-letins.Federal Aviation Administration (FAA) PublicationsThe FAA publishes books on aviation and aircraftmaintenance. Only authorized Army-approved pub-lications are used for aircraft maintenance. Do notuse FAA or any other federal agency publications formaintenance unless authorized in writing or as partof a logistic support plan.CHANGED/REVISED/RESCINDED PUBLICA-TIONSEffective aircraft maintenance requires that the lat-est technical information be on hand at all times.Since Army publications are continually being updated,QC personnel ensure that units have adequate quanti-ties of current publications. Therefore, it is necessary tounderstand how the publications distribution systemoperates. DA Pams 25-33 and the 310-10 series are amust for the technical inspector. These explain—

How initial distribution and resupply aremade.Which DA forms are required to order pub-lications.Where to order publications.How a publications account is set up.

Refer to DA Pam 310-13 for information on postingand filing publications.ChangesRather than reprint an entire manual, changes arepublished to update existing manuals. Minor changesaccumulate before being printed.Serious errors result in the immediate printing of achange, which may be issued as an immediate actioninterim change (IAIC). The IAIC is only printedonce and is not stocked for reorder.PostingWhen posting changes—

Be accurate and neat. A publication that isincorrectly or illegibly posted is as worthlessas one that has not been posted.Use a sharp, black pencil so that posting canbe erased easily if future changes or correc-tions are necessary.Print or write the authority for changing abasic publication in the outside margin of thepage by the changed portion. This authority isusually a numbered change (for example, C1).If the changed portion affects more than onepage, make the same notation on all pagesconcerned.Draw a line through the first and last lines ofthe text when three or more lines of text areaffected; then connect these lines from topright to bottom left, forming a Z-shaped fig-ure.Ensure that change numbers are posted inproper sequence. An urgent change may beposted out of sequence (ahead of previousnumbered changes) if authority to do so isstated on its front page.Ensure that manuals are not superseded orrescinded.

Message ChangesWhen there is no time to issue a printed change, aTWX is used to amend a publication. The messageis identified as an interim change. Prepared in theformat of a published change, the message pro-vides the exact language of the changed material.When posting the change, follow the procedures di-rected by the message. Show the message number

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and date in the margin of the publication opposite thechanged portions (for example, DA message0614202 Mar 92).File a copy of the message in front of the basicpublication or the last printed change. If a copy is notavailable, insert a cross-reference sheet showingwhere a copy of the message can be found. When thenext printed change or revision of the publication isreceived, check the supersession notice. If the noticestates that the message is rescinded or superseded,remove the message or cross-reference sheet anddestroy it.RevisionsA revision is a complete new edition of an existingpublication. It replaces or supersedes the precedingpublication, together with all changes, supplements,and appendixes.Safety-of-Flight SupplementsSafety-of-flight supplements are used to quickly pro-vide safety information when a hazardous conditionexists. These supplements contain important opera-tional, precautionary, and restrictive instructionsthat cause flight limitations. The first page is printedwith a bold red border of FS initials and the wordsSAFETY-OF-FLIGHT appear at the top and bot-tom of the page. Supplements have the same title asthe basic publication they supplement. When safety-of-fIight information applies to more than one typeof aircraft, an individual supplement is issued foreach type of aircraft involved. These supplements areissued in one of two forms: interim or formal.InterimInterim supplements are publication changes issuedby TWX when loss of life or serious personal injuryis involved.FormalFormal supplements are issued and distributedthrough normal channels when serious damage to theaircraft is involved or to replace previously issuedinterim supplements.RescissionsA publication is rescinded (canceled) when itsmaterial becomes obsolete. Destroy obsoletepublications. DA Pam 25-30 contains a list of re-scinded publications.

DisposalDispose of publications after they have been re-scinded, replaced, or superseded. Classified publica-tions are disposed of in accordance with AR 380-5;unclassified publications, according to instructionsfrom the local disposal officer. However, do not dis-card old publications until new ones are reviewed.Use the DA Form 12 series (Requirements for Dis-tribution of Publications and Blank Forms) to orderthe quantity of publications needed. If more publi-cations are received than needed, update the DAForm 12 series in accordance with DA Pam 310-10and DA Pam 25-33. Determine if publications areneeded by other aviation units; if not, contact the postadjutant general (AG) publications officer for dis-posal instructions.TECHNICAL LIBRARIESTechnical files and libraries are required on all equip-ment. Local policies differ according to the size ofthe unit concerning the location of publications. In asmall unit, they may be filed in the maintenance officeor QC office. In field maintenance (AVUM/AVIM)or depot operations, they may be filed in a technicallibrary. In either case, the area should be convenientto maintenance personnel. DA Pam 310-13 is re-quired reading for technical inspectors. It explainssetting up, maintaining, and posting changes to tech-nical libraries.Master and ShopTechnical inspectors are responsible for two types oflibraries: master and shop. The master library is lo-cated in the QC office and is used by all personnel.It contains publications required to maintain all se-ries of aircraft supported by the shop. The shoplibrary contains manuals on the specific duties of theshop. Inspectors ensure that these manuals are up todate. Technical inspectors also check the master andshop libraries monthly to ensure that—

Libraries are located conveniently to users.All required manuals are on hand or on order.No unnecessary publications are on hand.Changes are properly posted and indexes re-flect current status of publications on hand.No superseded or rescinded manuals are used.Classified manuals are controlled accordingto the AR 380 series.

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Filing SystemUse AR 25-400-2 and DA Pam 310-13 as masterguides for maintaining the technical publications file.DA Pam 25-30 contains an index of DA publicationsand forms. Verify the status of publications againstthe listings in the latest index. A star by the numberindicates a new publication or a revised edition. Astar following the entry indicates a change in the titleor a new change.If publications are received before they appear in theindex, prepare and keep a list with the index. Whenthese publications appear in the index, delete themfrom the list. Also, line out rescinded publications asrescission notices are received. Be sure to check thecurrent supersessions and rescissions section of theindex. If all supersessions and rescissions are postedcorrectly, files are accurate and agree with the index.File the following types of publications as describedbelow:

Technical manuals—numerically when let-ters are added to the publication number—numerically and alphabetically. Forexample—

TM 55-1500-204-23 seriesTM 55-1520-238-10TM 55-1520-238-23-1TM 55-1520-238-23P-1TM 55-1520-238-23P-2TM 55-1520-238-PMD

Technical bulletins—numerically, precedingor inside the front cover of the applicabletechnical manual (if related to a specific tech-nical manual). Technical bulletins that do notpertain to a specific technical manual arenumbered consecutively and filedalphanumerically, separately from technicalmanuals.MWOs—numerically, separately from tech-nical manuals.Supply manuals—alphanumerically.Lubrication orders (LOs)—with manuals thatthey apply to (an LO has the same number asthe technical manual or technical bulletin thatbest covers preventive maintenance for theequipment).

Supply bulletins—numerically.Field manuals—numerically.Supply catalogs—numerically by FSC, thenalphabetically.Department of Defense (DOD) manuals—numerically by federal classification, then al-phabetically.Supply letters—numerically, separated byCY.Safety-of-flight supplements—alphanumeri-cally immediately following the basic publica-tion.

INTERSERVICE PUBLICATIONS ACCOUNTSAir Force PublicationsSome of the equipment used by the Army is procuredthrough the Air Force. However, publications to sup-port these interservice items are not always obtainedwith the equipment. To establish an Air Force publi-cations account—

Complete two copies of AFTO Form 43 (AirForce Technical Order).Complete one copy of AFTO Form 187 (Re-supply and Initial Distribution Form).Mail copies to Commander, Oklahoma CityAir Logistics Center, ATTN: OC-ALC/M-MDUB, Tinker AFB, OK 73145.

Navy PublicationsUse NPFC 2002 to order Navy publications. Thisindex is available only on microfiche and is obtainedby calling customer service (DSN 442-2600). Thereis no charge for Navy publications, but there is acharge for blank forms. To obtain permanent distri-bution of the index, write to Naval Publications andForms Center, 5801 Tabor Avenue, ATTN: CODE1011, Philadelphia, PA 19120.Once an account is established, order Navy publica-tions using DD Form 1348M (DOD Single Line ItemRequisition System Document [Mechanical]). Forrequisitioning instructions, refer to AR 725-50. Anauthorized DODAAC number, which can be ob-tained from the unit supply document register, mustbe assigned to DD Form 1348M when ordering Navypublications. After a proper unit identification code(UIC) is established, mail publications to the addresson the DODAAC. To obtain permanent distribution

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of publications, write to Commanding Officer, NavalAir Technical Services Facilities, 700 Robins Avenue,ATTN: CODE 321, Philadelphia, PA 19111. For co-ordination by telephone, call AUTOVON 442-2660.Binders used to store publications are availablethrough the same procedures.Military specifications and standards are also availablethrough the Naval Publications and Forms Center (AU-TOVON 422-2660). Use DD Form 1425 (Specifica-tions and Standards Requisition) to request a copy ofthe index. Once the initial index is received, requestall further orders using DD Form 1425.TECHNICAL INSPECTION PROCEDURESTechnical inspection of aircraft maintenance ensuresthat standards and practices established by applica-ble publications are followed. It also ensures that allapplicable technical requirements are met, the main-tenance shop is organized, and quality work is per-formed efficiently. Before performing an inspection,QC personnel review the latest applicable referencematerial to ensure that the inspection meets currentrequirements. To ensure uniform safety and reliabil-ity, inspection procedures must be standardized.Red-X AuthorizationThe technical inspector is the commander’s desig-nated representative for aircraft maintenance QC.Authorization to sign off “red-X” or “circled-red-X”conditions is designated in writing (by memorandumfor record or on DA Form 1687) by the owning unitcommander. This provides the name, rank, and dutyposition of the inspector and authorizes him to in-spect and sign off red-X and circled red-X conditionson specific aircraft models and components. Only theinspector’s initials and signature are required to re-lease an aircraft for flight. A sample signature andinitials help eliminate unauthorized use by other per-sonnel.A technical inspector or maintenance supervisor whoworks on a red-X or circled-red-X fault cannot signoff the work as his own inspector. The work must beinspected and signed off by another person designatedin writing by the commander. If no repair work ormaintenance is involved and only an inspection re-quired, the technical inspector performs the inspec-tion and signs off with no recheck. The parent unit’sorders are sufficient authority to sign off a red-X orcircled-red X on aircraft belonging to another unit(DA Pam 738-751).

NOTE: When authorization is given to signoff red-X or circled red-X conditions onspecific aircraft models or components, thememorandum for record must list theseitems and be signed by the commander.Keep a copy of the authorization on file inthe QC office for six months after the repre-sentative departs the unit.

Designated RepresentativeSeveral manuals contain phrases stating that an indi-vidual (the commander or property book officer, forexample) or a designated representative performs aparticular function. This authority is designated inwriting (by memorandum for record) or DA Form 1687(Notice of Delegation of Authority—Receipt for Sup-plies). Maintain a list of the following as applicable toTOE/TDA units:

Aviators appointed as maintenance test pilots(AR 95-1 and TM 1-1500-328-23).Personnel entering deferred maintenance onDA Form 2408-14 (DA Pam 738-751).Personnel signing for and turning inequipment (aircraft maintenance only)(AR 750-43).Personnel authorizing evacuation of aircrafton a red-X status for a onetime evacuationmission (DA Pam 738-751).Personnel authorizing a change of aircraftred-X (status symbols) for the performanceof a one-time test flight (DA Pam 738-751).Personnel inspecting aircraft first aid kits(TM 1-1500-328-23).Weight and balance technician (AR 95-3).Unit safety officer (AR 385-95).Unit safety NCO (AR 385-95).TMDE support coordinator and alternate(AR 750-43).Personnel qualified to inspect, service, andrepair oxygen equipment.Publications officer or NCO (DA Pam 310-10).Commander’s assumption of command or-ders.AOAP monitor (TB 43-0106).Personnel qualified to inspect ejection seatsby type and model.

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Personnel qualified to repair or work on ejec-tion seats by type and model.Unit maintenance officer.Controlled exchange officer (AR 750-1).Servicing records manager (AR 25-400-2).

Whichever form is used, it states the function that isdelegated. Keep completed forms on file in the QCoffice. Review any changes or revisions to subsequentArmy publications affecting the above designations.Make any additions or deletions of orders at thattime.Inspection StampsUse an inspection stamp to indicate a satisfactorycondition. It carries the same authority as aninspector’s signature and must be guarded againstunauthorized use. If an inspection stamp is used, it isround and no larger than 1/2 inch in diameter (seeFigure 8-7). It includes the unit designation andinspector’s number. Obtain the stamp through localpurchase. The following requirements must also be met:

Keep unissued stamps under lock and key.Destroy illegible stamps.Do not assign relieved stamps for six months.Keep a stamp inventory or register (seeFigure 8-8) in the QC section.

Status SymbolsFor a discussion of status symbols for aircraft defects,refer to DA Pam 738-751.AIRCRAFT INSPECTIONAircraft are inspected to ensure that published spec-ifications are followed, maintenance requirementsare complied with, and quality work is completedefficiently. Many times an inspector is not com-pletely familiar with the area or item being in-spected. If this is the case, the inspector reviews the

manuals on the subject area or item. In general,monitor maintenance procedures to ensure that—

Proper tools and equipment are used.Aircraft and components are maintained ac-cording to specific publications.Publications used are current.Forms and records are complete and accu-rate.Safety precautions are observed.

The most common aircraft technical inspections arediscussed below.Forms and Records InspectionForms and records are the first items checked in anyaircraft inspection. All form entries must follow thepolicies in DA Pam 738-751, TM 55-1500-342-23, andTB 43-0106. All necessary forms, publications, tools,and test equipment are available at the inspectionstation. Refer to DA Pam 738-751 for the requiredlocations of the various forms.DA Form 2408-12Ensure that hours and landings are correctly totaled.DA Form 2408-13Ensure that—

Hours and landings are correct and correctlycarried forward from DA Form 2408-12.Current aircraft hours, landings, au-torotations, and APU history and roundsfield, if applicable, are correctly carried for-ward from previous DA Form 2408-13.

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Status in Block 10 reflects the most seriousuncorrected fault listed on DA Form 2408-13-1,-2 -3, and DA Form 2408-14.All corrected red-X and circled-red-X cor-rective actions were inspected by an author-ized inspector.All entries signed off as carried forwardedfrom the previous DA Form 2408-13-1 are onthe current DA Form 2408-13-1.Entries are carried forward word for word,and status symbols are correct.Inspection times are correctly carried for-ward from previous DA Form 2408-13.

DA Form 2408-14Ensure that—

Faults are transcribed word for word fromDA Form 2408-13-1 or 13-3.Reasons for delay are valid.Individual’s signature (Block 8) is an author-ized signature, as designated in writing.

DA Form 2408-18Ensure that all required inspection items are entered.Enter any inspection that is due on DA Form 2408-13-1.DA Form 2408-5 and -1Ensure that—

All applicable modifications are entered inSection 4.Required completion date is entered in pencilin Block 5F for modification not complied with.

DA Form 2408-15,-1, and -2Ensure that—

Form is on hand for aircraft and/or for eachgas turbine engine.Significant historical data is shown, as re-quired by DA Pam 738-751.Turbine engine analysis checks are listed.

DA Form 2408-16 and -1Ensure that—

Required forms are on hand as listed inDA Pam 738-751.Serial numbers match component serial num-bers on the aircraft.Replacement due date is correct and not pastdue.

DA Form 2408-17Ensure that—

All applicable items listed in the Master In-ventory Guide are shown in Column b.Property additions and deletions made afteraircraft delivery are correctly reflected.All equipment checks have a signature in thecorresponding numbered block at the bottomof the form.All items added, deleted, or short are ex-plained on the back of the form (refer toDA Pam 738-751).

DA Form 2408-19,-1,-2, and -3Ensure that it is properly completed and on hand foreach gas turbine and engine turbine wheel.DA Form 2408-20Ensure that a properly completed form is on hand foreach aircraft component in the AOAP.DD Form 365 seriesEnsure that forms are on hand and up-to-date asrequired by AR 95-3 and TM 55-1500-342-23.Initial InspectionAVIM inspectors perform an initial inspection be-fore the aircraft enters the shop for maintenance.This inspection determines—

Deficiencies.Work required.Economical repair of aircraft and compo-nents.Accountability of equipment.AVUM deficiencies (minor AVUM deficien-cies will not justify refusal to accept an aircraftinto the AVIM shops).

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Enter all deficiencies on DA Form 2408-13-3. Returnthe form(s) to production control after the inspec-tion.Perform the initial inspection at AVIM level to verifythat aircraft or components meet specifications ofpublished maintenance manuals. Remove only thosecowling and access panels necessary to inspect thefaults listed on DA Form 2407 or DA Form 5504 bythe AVUM unit.One Hundred Percent InspectionIf numerous faults are found after the initial inspec-tion is completed, conduct a 100 percent inspection.Also remove all cowling and access panels and in-spect the entire aircraft, including all systems andcomponents. Items to look for during the inspectionare—

Correct assembly.Proper safety techniques (for example, use ofwire and cotter pins).Wear.Rigging.Leaks.Structural defects (cracks, punctures, looserivets, separation in honeycomb panels, andso forth).Security of components.

In-Progress InspectionAVUM and AVIM technical inspectors perform thisinspection. It ensures that—

Final product is reliable.Areas are inspected before they are coveredby access panels or components,Mistakes are discovered and corrected on thespot.

Before performing an in-progress inspection on air-craft in phase maintenance, review all logbook formsand records which are completed by the maintenancecrew. Enter deficiencies missed by the maintenanceteam on DA Form 2408-13-1.The in-progress inspection is a continuing inspectionperformed periodically while the aircraft or compo-nent is in the shop. The technical inspector should beavailable to answer the repairers’ questions and re-

solve problems. Set up the stations, if possible, so thatthe inspector is near the work being performed.Equipment at each station should include all itemsneeded to perform the inspection. All necessaryforms, publications, tools, and test equipment shouldalso be available.Final InspectionA final inspection is a complete inspection and func-tional test (if required) of all aircraft or componentsreleased from the shop after maintenance. Inspec-tions determine if—

Repairs meet the specifications of the main-tenance manuals.Work requested on DA Form 2407 or 5504was completed.Correct tools and equipment were used.Entries on DA forms are complete and accu-rate.Aircraft or component conforms to stan-dards.

Correct major (red-X) deficiencies before the air-craft or component leaves the shop. Correct minor(red-diagonal) shortcomings based on the availabil-ity of parts and man-hours. All deferred maintenancehas a valid requisition or work-order number. Thedecision to defer maintenance rests with the com-mander or designated representative as stated inDA Pam 738-751.Nondestructive InspectionNDI is a tool of quality control inspection. Aircraftcomponents may have suspected metal flaws whichmust be confirmed or denied. A defect may be visible,but the seriousness of it is unknown. For example,scratches can look like cracks and hairline cracks canlook like scratches. In any case, the technical inspec-tor must evaluate the defect. That is when the tech-nical inspector turns to the NDI. NDI details andprocedures are fully discussed in FM 1-514 andTM 55-1500-335-23.TECHNICAL COMPLIANCEThe technical inspector monitors and ensures com-pliance with the following publications:

Modification work orders.Technical bulletins.

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Safety-of-flight messages.Aviation safety action messages (ASAM).

Modification Work OrdersUse the following forms to ensure MWO compli-ance:

Upon receipt of an MWO that applies to theserial-numbered aircraft assigned to yourunit, enter MWO information on DA Form2408-5 (refer to DA Pam 738-751). This in-cludes MWOs directed by a higher com-mander. Also enter MWOs that apply only toaircraft based at specific locations. If the air-craft serial numbers are included, list theMWO on DA Form 2408-5. Complete DAForm 2408-5 showing MWO compliance. Signoff the MWO entry on DA Form 2408-13-1(refer to DA Pam 738-751).If the MWO is not applied by the specifieddate, enter the MWO on DA Form 2408-13-1.For an overdue normal MWO, reenter it onDA Form 2408-14 (refer to DA Pam 738-751).

Technical BulletinsTechnical bulletins direct one-time inspections of anaircraft or component. Use the following forms toensure compliance with technical bulletins:

DA Form 2408-13-1. Use this form to enterthe one-time inspection due on the aircraft oraircraft component. Perform inspections ac-cording to the technical bulletin. Normally, ifa technical bulletin is not applied within thespecified time frame, the aircraft is grounded.If no defects are found, sign off the inspectiondue on DA Form 2408-13-1. If defects arefound, enter them on DA Form 2408-13-1.Then notify maintenance personnel for cor-rective action. After the defect is corrected,inspect the corrective action and sign off theinspection due on DA Form 2408-13-1.DA Form 2408-15. Enter on this forma one-time inspection of an aircraft or aircraft com-ponent. Also enter technical bulletins forturbine engines on DA Form 2408-15(TEAC).DA Form 2408-5. Enter technical bulletinsthat apply to components on DA Form 2408-5

(see DA Pam 738-751). The procedure is thesame as for MWOs.DA Form 2408-16. If a technical bulletin ap-plies to a component on which DA Form2408-16 is maintained, enter technical bulle-tin compliance in Block 8. DA Pam 738-751and TB 55-1520-238-23 (AH-64) list all com-ponents that require DA Form 2408-16.DA Form 2408-18. A technical bulletin mayrequire a recurring inspection at specifiedintervals. If so, enter this inspection on DAForm 2408-18 for the aircraft.

Safety-of-Flight MessagesComply with safety-of-flight messages and logthem on applicable DA forms in accordance withDA Pam 738-751.SHOP INSPECTIONA shop that is below standard cannot put out qualitywork. Inspectors conduct informal inspections of thevarious shops periodically and bring any deficienciesor safety hazards found to the attention of shopsupervisors. Keep a tile of all safety inspections in theQC section and a file copy in the subject area in-spected.The USASC publication, Guide to Aviation Re-sources Management for Aircraft Mishap Preven-tion, outlines safety procedures. It has guidance oninspection requirements for the technical inspector.Get copies from the unit safety officer. Minor changesto the guide appear in the USASC publication,Flightfax, which is distributed weekly to all aviationunits. Other publications outlining specific safety pre-cautions are FM 10-68 and TM 1-1500-204-23 series.See Appendix E for a sample shop safety inspectionchecklist.DIAGNOSTIC AND TEST EQUIPMENTDiagnostic and test equipment includes testers, testsets, and other test equipment used to verify thataircraft systems are functioning properly or that theyare malfunctioning. Diagnostic and test equipmentmay be portable or fixed in place, depending on thedesign. This paragraph describes typical diagnosticand test equipment, identified by national stock num-ber or type. It also identifies applicable technicalmanuals for detailed descriptions and operating in-structions. Whether or not a unit contains specific

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items of equipment depends on its category of main-tenance (AVUM or AVIM) and its TOE.Diagnostic and test equipment is used to test aircraft,components, and accessories. The equipment testssystems for proper functioning, analyzes malfunction-ing units, and presents an accurate picture of service-ability. Quality control inspectors use diagnostic andtest equipment to monitor maintenance procedures.Safe, economical operation of Army aircraft dependson the skilled use of diagnostic and test equipment ina comprehensive maintenance program.Exhaust Gas Temperature TesterThe exhaust gas temperature (EGT) tester(4920-00-673-5514) is a portable unit used pri-marily to check the entire EGT indicating systemof a gas turbine engine. All tests can be conductedwithout running the engine.The EGT tester checks—

Individual thermocouples before they areplaced in the parallel harness.Each engine thermocouple in the parallelharness for continuity.Resistance of the EGT circuit (without theEGT indicator) to determine if it is withinallowable limits.Insulation of the EGT circuit for shorts toground.EGT circuits for shorts between leads.Engine thermocouple and parallel harness onthe engine after removing the engine from theaircraft.Engine readings to determine if they arewithin +/-0.1 percent during engine run-up.

The EGT tester can also be used to check—

Compressor speed indicating system.Fire detector system.Overheat detector.Engine anti-icing systems.

Refer to TM 55-4920-244-14 for operating instructions.Vibration TesterThe vibration tester (4920-00-973-2149) measuresturbine engine vibration at specified operating

speeds to determine if maximum permissible enginevibration is exceeded. Vibration pickups attached toadapters mounted on the engine transmit electricalimpulses through cables to the vibration meter. Thevibration meter indicates the total amount of enginemovement. Refer to TM 55-4920-326-40 for operat-ing instructions.Electronic Blade TrackerThe electronic blade tracker (4920-00-623-5954) is aportable instrument that detects and measures theout-of-track condition of helicopter rotor blades.The three major units of the electronic blade trackerare the electro-optical pickup unit, electronic con-version unit, and magnetic phase detector. The elec-tro-optical pickup unit has two photoelectroniccell-and-lens assemblies; it is placed on the groundunder the rotor blades. As the rotor blades cutthrough the photoelectronic cell-and-lens assem-blies, the out-of-track distance, or difference in bladeplanes, is indicated on a meter on the electronicconversion unit. Two to six blades can be tracked onsingle- or dual-rotor installations. The magneticphase detector is mounted on the rotor swash plateor near any component having the same RPM as therotor blades. Refer to TM 11-4920-215-15 for oper-ating instructions.Propeller Balancing KitThe propeller balancing kit (4920-00-572-0987) isused to balance fixed-wing aircraft propellers. Themaximum weight of propellers that can be balancedis 550 pounds. The kit can balance propellers withspline sizes of SAE 20 through 50 and flange sizes ofSAE 1 through 4. Refer to TM 55-4920-201-14 foroperating instructions.Electronic Weighing KitThe electronic weighing kit (6670-00-526-8498) canweigh aircraft up to 150,000 pounds. It consists ofthree cells placed between the aircraft jack pointsand the pad on the hydraulic jacks. The cells areconnected to a control unit by electrical cables. Thecontrol unit can zero the kit and read out theaircraft weight when the aircraft is on jacks. Referto TM 55-6670-200-14&P for operating instruc-tions.Fuel Quantity Gage TesterThe fuel quantity gage tester (6625-00-302-4802)checks the accuracy of fuel indicating systems that

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use capacitance-type fuel probes. Refer to TM 11-6625-363-15 for operation and maintenance details.Aircraft Electronic Fuel System Test SetThe aircraft electronic fuel system test set (6625-00-987-9868) checks the serviceability of capacitance-type fuel gaging systems on Army aircraft. The testset measures the capacitance of fuel gaging systemsand calibrates fuel quantity indicators in compen-sated and noncompensated fuel gaging systems. Italso measures the insulation resistance of tank units,fuel quantity indicators, cables, and fittings. Refer toTMs 11-6625-363-15 and 55-4920-325-14&P for op-erating instructions.Gyrocompass TesterThe gyrocompass tester (4920-00-341-1892)checks the accuracy of gyromagnetic compasses,flux valves, slavings, and the power supply. Referto TM 11-6625-247-15 for operating instructions.Fire Detector Systems Test SetThe fire detector systems test set (4920-00-334-9595)is used to test 28-volt aircraft fire detector systems.The test set tests all major components of an aircraftfire detector system. It tests the system or any of itsmajor components by substituting equivalent cir-cuits into the aircraft fire detector system. Refer toTM 55-4920-413-13&P for operating instructions.

pressures and vacuums such as those encountered inthe aircraft’s normal operation. This is accomplishedby a small, high-speed pump capable of producingpressures up to 50 psi and a vacuum equivalent to analtitude of 80,000 feet. Refer to TM 55-4920-231-14for operating instructions.Hydraulic Test StandThe hydraulic test stand (4920-00-141-8801) containsa complete hydraulic system with the necessaryvalves, controls, and gages for creating and control-ling various hydraulic systems. Several sizes of hy-draulic fluid hoses are provided for conducting fluidto the hydraulic system of the tested aircraft. (Amanual is being developed.)Torque TesterThe torque tester (6635-00-514-4836) provides a sim-ple, positive method for testing the accuracy oftorque wrenches. The principle of operation is basedon a geared-down pendulum. Torque applied to theinput segment transmits movement to the pendulum,which, in turn, moves an indicator calibrated in bothinch-pounds and foot-pounds. The scale is trigono-metric and based on the angle through which thependulum is moved. The scale reading is comparedwith the torque wrench readings to determine torquewrench accuracy. Refer to TB 5-6635-200-35 for op-erating instructions.

Pitot-Static System Tester Aircraft Inspection Tool KitThe pitot-static system tester (4920-00-474-8311) The aircraft inspection tool kit (5180-00-323-5114)is a self-contained pressure and vacuum system. Its consists of items primarily used by technical inspec-primary function is to test aircraft instruments such tors: a briefcase and various flashlights, mirrors,as altimeters, rate-of-climb indicators, airspeed indi- tools, and measuring instruments. Exact contents arecaters, and manifold and fuel pressure gages. The subject to change. Refer to SC 5180-99-A09 for a listtester accurately simulates engine or atmospheric of contents.

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APPENDIX A

THE THREAT TO AVIATION MAINTENANCE

The focus of military confrontation has changed fromthe Soviet threat to regional conflicts around theworld. The disbanding of the Warsaw Pact, with-drawal of Soviet forces from Eastern Europe, and thesigning of the arms control accords prove the changein Soviet intent. We must, however, remember thatSoviet armed forces are still the largest in Europe andhave significant deployment capability. The rise ofregional threats is partly the result of the decreasedSoviet threat and largely the result of arms prolifera-tion in the Third World. During the 1980s, nearly 80percent of world arms production went to developingcountries. Iraq is an example of the Capability that aregional power can attain. The major lesson of theGulf War for emerging regional powers is that theywill purchase or develop advanced weaponry to pre-serve or extend their power. Those nations or groupsthat cannot achieve their goals in diplomatic chan-nels or by conventional military means will resort tounconventional warfare to influence events. Ratherthan a decreased threat, the US Army faces an ex-panding and more diverse threat.CHARACTERISTICS OF THREAT FORCESAviation maintenance activities are susceptible todisruptions and are vulnerable to military actions inhigh-, medium-, and low-intensity conflicts. Duringmajor conventional wars, aviation maintenance unitsare likely to be located but may not be high-prioritytargets. At the low-intensity level of conflict, theenemy is more likely to strike softer logistics targetssuch as aviation maintenance units. Some character-istics of possible threat forces follow:

Regional threat military forces will initiallyoutnumber us and allied forces. Soviet-trained forces will continue to follow olderSoviet tactical doctrine. This stresses com-bined arms operations, artillery, careful plan-ning, surprise, shock action, and adherence tothe plan.Soviet forces in the future may conduct inde-pendent combined arms operations using thelatest doctrine and tactics. The Soviet armedforces will continue to increase quality of

leadership and equipment as they reduce insize.Threat forces worldwide will seek to narrowtechnology gaps with both regional and globalpowers. Soviet, American, and Europeanweapons may be reverse-engineered copied,license-built, or purchased. Advancedweapon technology may be incorporated inlocally designed and built arms. Olderweapons may be modified with advanced-technology fire-control systems, protectionpackages, and warheads.Threat forces may seek to prevent deploy-ment of US forces through interdiction oflines of communication. Several regionalpowers have submarine forces, capable airforces, and short-range ballistic missiles(SRBM). US Army aviation maintenanceunits may encounter hostile fire on debarka-tion.Regional powers may seek to gain regional airsuperiority. This presents problems for de-ploying Army aviation and maintenance units.Operations under hostile air superiority orparity will increase the maintenance workload while self-protection becomes an in-creased priority.Ground operations will emphasize mobilityand depth of attack to disrupt assembly areasand destroy US forces before they can becommitted. Soviet-trained threat forces cancarry out rapid combined arms maneuvers inoffensive operations.Terrorist or guerrilla forces will seek out tar-gets of opportunity with low risk of return fire.Rear area units such as aviation maintenancepresent high-value, low-risk targets.Threat forces may use chemical, biological, orradiological (CBR) warfare agents againstUS forces specifically or against allied posi-tions and support areas indiscriminately.Proliferation of CBR production capability indeveloping countries increases the likelihoodof its use.

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TYPES OF THREATEnemyHostile forces will attack aviation maintenancethrough attempts—

To disrupt or negate command, control, andcommunications.To disrupt or destroy the maintenance facil-ity, its personnel, and its equipment.To destroy or damage aircraft in the air andon the ground.To disrupt or destroy logistic supplies, fuels,and parts.To curtail or sever transportation links.To contaminate or render useless water,foods, fuels, oils, and soils.To neutralize or disturb electronic devicesused to measure, communicate, navigate, andcontrol.

Friendly or NeutralThe growing complexity of modern warfare and thesophistication and lethality of weapons increase theproblem of friendly fire. The requirement for camou-flage, conceahment, and deception for survival also in-creases the possibility of poor recognition by friendlyforces. Joint and coalition operations increase the like-lihood of electromagnetic interference from radars,communications, and navigation equipment, not tomention friendly electronic warfare operations.Threat CapabilitiesIn high- and mid-intensity conflicts, aircraft mainte-nance units create large signatures for hostile intelli-gence, reconnaissance, surveillance, and targetacquisition systems. Proximity to aircraft units in-creases the probability of as primary targets. Hostileforces may use missiles, artillery, fighter bombers,armed helicopters, mobile armor forces, directed-energy weapons (DEW), radioelectronic combat(REC), or special operations units to attack aviationmaintenance units. While the range of weapons de-creases in a low-intensity conflict or operations otherthan war, the lethality to our units remains high.Some threat capabilities follow:

Aircraft and missile forces operating fromland bases or seaborne platforms can deliver

weapons ranging from nuclear, biological,and chemical to high-explosive, fragmenta-tion, and incendiary warheads. Deliverymeans are free-fall (dumb) bombs, ballisticrockets, precision-guided munitions (smartto brilliant), and cannon/gun-fired projec-tiles.Air- and sea-delivered ground forces can at-tack rear area facilities with howitzers, mor-tars, and direct-fire weapons. They can laymines, set ambushes, conduct REC, or pro-vide targeting information to other forces.Conventional artillery (howitzers, guns, andmortars) can reach up to 50 kilometers withextended-range ammunition. Multiple-rocket launchers achieve similar ranges withstandard rockets and fewer launchers for areasaturation. Artillery projectiles include high-explosive, fragmentation, incendiary, smoke,and improved conventional munitions.Larger-caliber warheads add nuclear, chem-ical, and submunition capability to conven-tional forces. Submunitions include antitankand antipersonnel mines, chemical bomblets,and fuel-air explosives. Limited-use muni-tions are used for marking, electronic jam-ming, reconnaissance, psychological warfare,and non-nuclear electromagnetic pulserounds.Missiles, guns, directed-energy weapons, andelectronic countermeasures represent threatsagainst freed- and rotary-wing aircraft usedfor logistics as well as combat aircraft. Air-craft entering the maintenance facility maycontain unexploded ordnance or CBR con-tamination.Tactical missiles can reach targets throughoutthe theater army area. Free rocket overground (FROG), short-range ballistic mis-siles, and cruise missiles are becoming morecommon among regional military powers.Missiles can deliver the full variety of conven-tional and CBR munitions from land, surfaceships, and submarines. Missiles and rocketsof diverse origin are available in quantity andlend themselves to single or mass launches.Directed-energy weapons use amplified,pulsed-light, microwave, or millimeter wavefrequencies to disrupt or destroy controls,sensors, structures, or personnel. Current

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non-weapon lasers can damage night visiondevices and optics and can cause eye damage.Future applications of DEW and radio fre-quency and particle beam weapons are ex-pected to inflict structural damage. DEWpresents severe problems for unshielded elec-tronic components such as fly-by-wire sys-tems and computers.Threat force armor units may operate in oursupport areas when exploiting success in bat-tle. Combat operations doctrine expects thissituation on the fluid battlefield of tomorrow.Aviation maintenance units may be attacked bytanks (100mm to 125mm guns), infantry fightingvehicles (20mm to 73mm automatic cannon/gun),self-propelled artillery, and armored personnelcarriers mounting heavy machine guns or gre-nade launchers.Infantry-type units; special forces, rangers,naval infantry, and guerrillas; and saboteursor terrorists pose a threat to facilities, aircraft,supplies, and lines of communication. Largegroups of infantry are likely to target high-pri-ority targets that are lightly defended or easyto destroy. Stealthy forces can operate rela-tively freely in rear areas and attack with littlewarning. Though man-portable, their weap-ons will be quite lethal.Rocket-propelled grenades, antitank guidedmissiles, light antitank weapons, and recoil-less rifles provide heavy punch to light forces.Terrorists, saboteurs, and snipers may be apersistent and deadly threat to aviation main-tenance units as well.

AVIATION MAINTENANCE VULNERABILITYAviation maintenance units and facilities in the fieldhave distinct signatures. Reconnaissance units or ob-servers can easily recognize the characteristic shapeand configuration of vehicles and equipment undernormal conditions. Thermal emissions, energy out-put, electronic signals, and noises associated withmaintenance work contribute to the identification ofaviation maintenance locations. The sites are vulner-able not only to weapons but also to electronic coun-termeasures, disruption of lines of communications,and even to environmental conditions like humidity,temperature extremes, and weather. Environmentalconditions may impede mission completion and in-crease the effect of CBR or incendiary weapons.Directed-energy weapons can destroy electronicequipment with no visible damage. Aircraft at thefacility, both on the ground and in flight, increase thefacility’s signature and priority for threat targeting.Forward maintenance and BDAR require deployedmaintenance teams that face the same threat as theunit they are supporting.RATIONALEThis appendix required change intone and focus dueto change in national strategy and political align-ments. The Soviet threat has changed in direction aswell as capability. Regional forces present a moreserious threat, especially in light of proliferation ofmissiles, long-range artillery, and weapons of massdestruction. Changes in US Army doctrine and con-cepts exacerbate change in the threat to aviationmaintenance.

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APPENDIX B

SAMPLE AVUM/AVIM INTERNAL SOP

This SOP can be tailored for use by AVUM/AVIMunits as appropriate. (Head the SOP with the namesof the organization and the station, the date, and theSOP number.)PURPOSEThis SOP provides a standardized guide for mainte-nance support procedures used by this AVUM/AVIMunit in performing its mission.MISSIONThe mission of this unit is—

To perform maintenance on aircraft, aircraftarmament, and avionics and to provide re-lated repair parts supply.To provide maintenance assistance teams tosupport units, when possible.To provide aircraft recovery support.

FUNCTIONSThe functions of this unit are—

To prepare maintenance support plans fornew aviation units to be supported and forthose relocated from other areas.To provide timely exchange of essential aircraftmaintenance information with supported units.To recommend general maintenance policiesand procedures for aircraft, aircraft arma-ment, avionics, and related repair parts.To prepare statistical analysis, as required, toaccurately depict the status of all maintenanceoperations, including man-hour expenditures,items and systems repaired, backlogs, and air-craft processed.To review and analyze aircraft maintenancereports and statistical data to detect trendsand problem areas.To determine requirements for contractor tech-nical assistance personnel.To provide technical assistance and informa-tion to supported units.

To prepare plans to provide maintenance support for new types of Army aircraft and avionicsequipment.To provide repair parts, maintenance materi-als, and recovery and evacuation assistance tosupported units.

RESPONSIBILITIESThe success of this unit’s maintenance effort and itsreputation depend on the reliability and integrity ofthe personnel assigned to the quality control section.Technical inspectors must base their decisions, asobjectively as possible, on information in technicalpublications. Files are maintained on all aircraft theunit is required or expected to support.Technical TrainingSpecialized and technical training is needed for logisti-cal support to keep pace with current developments.The need for a timely, comprehensive training pro-gram must be recognized. The training program mustensure that each individual receives training to de-velop maximum potential and the highest level ofefficiency.Technical AssistanceTechnical assistance is a command responsibility atall levels of maintenance and supply down to, andincluding, this unit. This unit provides maintenanceand supply technical assistance teams to supportedunits and activities in the problem areas of mainte-nance and repair parts supply. This assistance isprovided through continuous contact and routinemaintenance and supply activities. For technical as-sistance, the supported unit contacts this unit andstates its requirements, essential data concerning theproblem area, and when and where the team is re-quired. A formal request for technical assistance isnot required. Technical assistance improves aircraftmaintenance and supply systems, thereby increasingaircraft availability. Assistance required beyond thecapability of this unit will be referred to higher head-quarters. This unit submits reports of completed teamvisits directly to the supported unit. Reports are not

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used for disciplinary action. They will be narrativeand include, as a minimum, the following:

Date of visit.Unit visited and its location.Team members.Key personnel contacted.Observations and comments.Recommended actions.

During the visit, this unit informs applicable person-nel of observations, comments, and recommendedactions and conducts an exit interview, if practical. Awritten report of the visit is forwarded to the sup-ported unit commander as soon as possible. A copyof the report is kept in the technical assistance file forfuture reference.Repair Parts SupplyTo improve the efficiency and effectiveness of supplysupport, this unit will—

Accurately report all data for all requiredreports.Consolidate all storage locations where mul-tiple locations exist for the same item.Establish an NMCS section to provide effec-tive response to supported units on NMCSrequisitions.Walk-through requests from support units ifthe situation justifies such action. Honor re-quests for follow-up (AF1) and status (AS1)from supported units.Accept serviceable and unserviceable turn-ins.Ensure 100 percent accountability on repair-able.Perform a 100 percent inspection on all unser-viceable turn-ins to ensure that all such itemsare packed, crated, and boxed as needed fortransport.Keep sufficient packaging and crating mate-rials on hand for mission support.Ensure proper control over parts in transit.Make every effort to achieve the followingestablished performance standards:

Maintain at least 90 percent accuracy instorage.

Eliminate double locations in storage.Maintain a minimum of 85 percent agree-ment between quantity recorded and quan-tity on hand (inventory accuracy).Process all requests within 24 hours of re-ceipt.Expedite turn-in of excess and non-stock-list items.

Status ReportThe AVIM unit is responsible for keeping supportedunits informed of the status of their aircraft while inthe maintenance shops. A supported unit must havea realistic forecast on the completion date. This in-formation should be provided on a continuing basisand on request.As soon as production control determines the ini-tial target date, it is telephoned to the supportedunit. When unanticipated events or circumstancesforce extension of the target date, notify the sup-ported unit immediately. If the target date is ex-tended by more than one working day, notify thesupported unit.To assist a supported unit in preparing DA Form 1352,the blue copy of DA Form 2407/5504 is annotatedduring the month the aircraft is returned to the owningunit with the following information “This aircraft wasin AVIM maintenance hours and aircraft not missioncapable, supply (NMCS) hours.” This data must beaccurate.Production ControlEstablish maximum production of shop maintenanceoperations. Maintain and regulate uniform flow ofthe aircraft and its associated components throughthe shops. Process records as repairs are completedor parts are removed to reflect the current status ofaircraft and parts. Information originates from themaintenance crews and passes by way of reports tothe production control office. The production con-trol office maintains DA Form 2405 for all aircraftwork orders. Shop platoon clerks also maintain amaintenance request register for all aircraft compo-nents routed through the allied shops. The produc-tion control office also maintains an MWO requestregister.Procedures for controlling the flow of DA Form2407/5504 are as follows:

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Production control clerks date the work re-quest and enter it on the production controlboard. DA Form 2407/5504 and the logbookare then passed to the technical inspectionsection, where a technical inspector is as-signed. He reviews the work package and pre-pares for the initial inspection. He inspects theaircraft and records all faults noted during theinitial inspection. The technical inspector alsoreviews and processes the following:

Faults (on DA Forms 2408-13,2408-13-1,2408-13-2, and 2408-14).Type of work requested (on DA Form2407/5504). MWO requirements.Faults that require reentering from DAForms 2408-13 series and 2408-14.

Production control supervisor notifies the ap-propriate section chiefs (maintenance/alliedshops and maintenance officers) of the workassignment, based on evaluation of estimatesreturned from quality control. Production con-trol supervisor estimates the date/time of thework’s completion. Maintenance officers eval-uate current work loads and priorities of workto be done.Final technical inspection is made on all workaccomplished. A run-up and test flight aremade, but only after a complete technicalinspection is performed and appropriate en-tries recorded. If the inspector notes faults thatrequire extensive or additional work, return theaircraft component to the shop foreman andreturn to work status. Appropriate data andtime entries are monitored and recorded.Production control computes total man-hoursand cost figures as required and closes outworkrequests on DA Form 2407/5504 when the workis completed. The production control board isposted, and the supported unit is notified thatthe aircraft is ready for pickup.Supported unit representative signs and datesDA Form 2407/5504. He checks the aircraftrecords and departs with the aircraft.Routing procedures are the same for compo-nent repair except that an intershop workorder is used; one person can usually do thework. Distribution and disposition of DAForms 2407/5504 and 5504-1 are according toDA Pam 738-751/738-750.

DA Form 2404 is prepared in three copiesand distributed as follows:

The original is sent to the supported unit alongwith the blue copy of DA Form 2407/5504, thelogbook, and the test-flight work sheet, if ap-plicable.The carbon copy is filed in the tub file inproduction control and attached to the workrequest (buff copy) for a permanent recordof the individual aircraft’s maintenance his-tory. Aircraft hours, engine hours, and peri-odic inspection number (if applicable) areentered at the bottom of the carbon copy.The second carbon copy is retained in thequality control file.

Quality ControlUsually, the quality control section performs the fol-lowing actions:

Inspects aircraft and associated componentsreceived for maintenance to determine theneed for requested repairs and the quality ofmaintenance accomplished.Determines when functional test flights arerequired according to TM 1-1500-328-23.Maintains a complete reference file of tech-nical publications applicable to the unit’s op-eration.Prepares and controls equipment EIRs andQDRs required by DA Pam 738-751/738-750.Maintains an MWO status file.Requisitions and maintains control of all re-quired kits and parts until equipment is re-ceived for modification.Ensures proper reporting of all modifications ap-plied at that level by use of DA Form 2407/5504.

The quality control officer or another qualified per-son is appointed as the weight and balance technicianas directed by AR 95-3. Appropriate records arecompleted as required by AR 95-3, the applicableoperator’s manual, and TM 55-1500-342-23.Quality control personnel review each incomingtechnical publication or other directive applicable totheir organization. They determine how to apply thedocument within the maintenance function or to theitems being maintained. All directives applicable to

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that equipment are immediately posted to the or-ganic equipment’s historical records. Special atten-tion must be given to those publications requiringMWO actions. The production control section isfurnished an information copy of this type of publi-cation.Publication files throughout the organization are in-spected at least once every three months to ensurethat they are complete and that the publications inuse are current. At this time, pinpoint distributionrequirements are reviewed and updated if necessary.The quality control supervisor ensures that his per-sonnel read all applicable incoming publications.During each inspection, the inspectors determinewhether personnel in the maintenance activity arefamiliar with pertinent directives and are using themin conjunction with repair actions.The quality control section initiates and follows upall correspondence needed to clarify technical pub-lications when the intent or requirement is not clearor specific. Using DA Form 2028 (RecommendedChanges to Publications and Blank Forms), the per-son or section recommending changes to DA publi-cations routes suggestions through the qualitycontrol section.The quality control section is responsible for orderingall required publications using the company’s pinpointdistribution account number. In cases where requiredpublications have not been initially distribute the QCsection uses DA Form 17 (Requisition for Publicationsand Blank Forms) in conjunction with DA Form 17-1(Requisition for Publications and Blank Forms-Contin-uation Sheet). Maintain a card file with the followinginformation:

Publication number, date, and title.Quantity requested and for whom, if re-quired.Dates of request and of due-out received.Date received.

QC will review each publication center bulletin todetermine those items for which a due-out was re-ceived or shipped. If quality control does not receivethese items within 30 days of the publication date, afollow-up request will be submitted and so noted onthe tile card.

PROCEDURESInitial ReceiptWhen this unit receives an aircraft on a work request,the work package is immediately routed to the qualitycontrol supervisor. A technical inspector is assignedto review the maintenance request to identify faultsfor repair. The required information is then postedto the assignment sheet.Policies for receiving aircraft are as follows:

All historical records accompany the air-craft into the shop. Hold all requests re-ceived without records until the recordsarrive. DA Form 2408-16, which has critical-time figures of components, is especiallyimportant. Technical inspectors review thelogbook to determine if the necessary recordsare included and whether time entries are onthe form before the work request is submittedto the production control officer for accep-tance. Technical inspectors will also checkDA Form 2408-15 for proper entries. Reviewaircraft armament records, if appropriate.DA Form 2407/5504 is properly filled outaccording to DA Pam 738-751/738-750. Thesupported unit indicates on the form thefaults or symptoms of trouble, based on thediagnostic procedures outlined in the appli-cable equipment technical manual. After theproduction control officer accepts the workrequest, the receipt copy of the form is givento the supported unit’s representative, andthe aircraft is placed in a work status.The work request will not be refused becauseDA Form 2407/5504 was not properly pre-pared. The production control clerk will givethe supported unit representative a blankform, if required, and will help prepare itcorrectly.A loose equipment BIIL inventory is made onall aircraft that are admitted to the shop formaintenance.Emergency maintenance services are pro-vided to any transient aircraft when service iswithin the capabilities or limitations of thisunit. DA Form 2407/5504 is filled out andsigned by either the pilot or crew chief. If

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records for the aircraft are not available, thepilot or crew chief will telephone the parentunit for the required information. An SOFinspection is made by the technical inspectionsection and the production control officerprior to release of the aircraft.

Aircraft components beyond the unit’s repair capa-bility are reported to the backup unit. The MACfound in the applicable aircraft technical manual isused as a guide in determining the category of main-tenance required.Initial InspectionTechnical inspectors will have a thorough knowledgeof FM 1-500 and will perform a thorough inspectionbefore the aircraft enters maintenance. They makemaximum use of available diagnostic equipment. En-gine and systems operational checks follow the visualinspection, if possible. Technical inspectors ensurethat required modifications have been applied andthat all faults are recorded on DA Form 2404. Tech-nical inspectors have the applicable aircraft mainte-nance manual with them during inspections andconduct inspections according to standards in thosemanuals.In-Progress InspectionThe assigned technical inspector keeps abreast ofongoing maintenance progress to determine service-ability of parts and to ensure that safety policies arepracticed. He is available for advice and assistance.The inspector enters his signature or inspectionstamp in the corrective action column after the workhas been accepted. He is familiar with every fault onthe aircraft and pays close attention to quality main-tenance practices.Final InspectionWhen all maintenance work is done, the productioncontrol section routes the work package to the qualitycontrol section. If possible, the responsible teamchief accompanies the completed records. Technicalinspectors perform the following tasks:

Review forms and records to ensure that allrequired maintenance has been done andproperly documented and that all special in-spection items have been properly posted; forexample, items due for retorque or inspec-tion.

Assist the team chief in properly preparingany required DA Forms 2410 (ComponentRemoval and Repair/Overhaul Record) andensure that the required information is prop-erly posted on DA Form 2408-16.Post information as required on DA Form2408-15. All major repairs that should be madea permanent part of the aircraft’s historical re-cords are posted; for example, crash damage,repairs, and engine internal inspections.Perform a thorough inspection, paying spe-cial attention to the proper completion of allmaintenance performed. Any improperlycompleted work or newly discovered faultsare entered on DA Form 2404 and correctedon the spot, if possible, by the repair team.Faults that indicate negligence or obvious dis-regard for accepted maintenance practicesare promptly reported to the quality controlofficer for corrective action. Record the finalinspection on DA Form 2404 with time ex-pended. When all required maintenance hasbeen done, the aircraft is prepared by themaintenance crew for a functional test flight,if required. If a test flight is not required, theteam chief returns all DA Forms 2404 to thequality control section. AU historical recordsare given a final review. All uncorrected faults arereentered on the current DA Form 2408-13-1,and the work package is returned to the produc-tion control section for disposition.

Functional Test FlightPrior to the functional test flight, the technical in-spector reviews the aircraft historical records andchecks DA Forms 2408-13 and 2408-14 for correctentries according to DA Pam 738-751/738-750. Hereenters faults to be corrected from DA Form 2408-13to DA Form 2404. He corrects only AVIM faults,except in the following instances:

When organizational maintenance faults pre-vent or delay completion of AVIM.When conditions are "red X.”When they are beyond the capability of thesupported organization.When performing organizational mainte-nance will not interfere with this unit’s pri-mary mission.

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The technical inspector also reviews the following,after which he files the logbook on the locator shelf:

DA Form 2408-5 for MWOs listed as currentand checks it for MWOs applied and properentries. If this unit has responsibility for AVIMon this aircraft, the inspector checks the MWOsuspense file for any outstanding MWO re-quests for which kits are on hand or can beotherwise completed. DA Form 2407/5504 isreturned to production control with the workpackage. MWO kits, if required, are deliveredto production control.DA Form 2408-15 for unusual entries, such ashard landings, crash damage, and other per-tinent data.DA Form 2408-16 for proper entries as re-quired by DA Pam 738-751/738-750 and theretirement schedule as listed in the applicable-20/-23-series aircraft organizational mainte-nance manuals. Maintains a separate form fortime replacement and condition components.The technical inspector ensures that time en-tries are correct, checks DA Form 2408-16serial-numbered components physicallyagainst those installed on the aircraft, andcorrects any faults discovered before the air-craft is released for maintenance.Aircraft armament records, if appropriate.DA Form 2408-17.DA Form 2408-18 for any inspections duewhile the aircraft is in maintenance and notesany inspection due on DA Form 2408-13.

Maintenance operational checks and functional testflights are conducted according to TM 1-1500-3213-23,the applicable aircraft organizational maintenancemanuals, and maintenance test flight manual.Functional test flights have two important and dis-tinct purposes. The first, and most important, is toensure that the aircraft is safe for flight and capableof accomplishing its assigned mission. This is donethrough in-flight inspection and functional testing ofthe aircraft and its operating systems. The second

purpose is to accurately determine and report thequality of maintenance performed.The commanding officer designates, as prescribed inTM 1-1500-328-23, maintenance test pilots author-ized to flight-test aircraft. Copies of all such ordersare furnished to the quality control section. The num-ber of crews appointed is held to a minimum in orderto standardize functional test flights.Crew scheduling is coordinated with the flight oper-ations section. Functional test flight crews are sched-uled to preclude delays to the maintenance workschedule. Quality control personnel supervise testflights and brief the purpose of the flight to the crewbefore the flight.Functional test flight check sheets are guides pre-scribing format and test flight inspection items ascontained in the appropriate aircraft test flight man-ual. They become part of the aircraft’s records whencompleted. When check sheets are needed to checkspecific equipment or systems, only applicable por-tions of the checklist are used. Quality control per-sonnel indicate which sections are not applicable forthe proposed test flight. All faults are recorded onDA Form 2408-13-1 and explained in enough detailto make prompt corrective action possible. Aftereach test flight, a thorough visual inspection is madeto detect faults developed during the test tight. Thefaults are corrected before the aircraft is released forflight. After the faults are corrected, all test-flightwork sheets with the aircraft logbook are forwardedto the quality control section. Quality control person-nel review each completed work sheet and determinethe adequacy of corrective action. After all reviewactions are completed, the complete set of mainte-nance documents is forwarded to the productioncontrol section.Repairable ExchangeUnits requesting items for exchange will have on fileat the RX point a properly completed, current DAForm 1687. DA Form 2765-1 is completed for therepaired exchange. Units should also have a currentcopy of their supporting AVIM’s RX listing.

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APPENDIX C

SAMPLE AVIM EXTERNAL SOP

(Head the SOP with the name of the organization,the station, the date, and the SOP number.)PURPOSEThis SOP establishes policies and procedures forsupported units (customers) requesting supportmaintenance for aircraft and maintenance-relatedfunctions. The procedures have been established toobtain maximum efficiency of personnel, facilities,and equipment. Customers are requested to followthis SOP in all transactions with this unit. Customersare also requested and encouraged to coordinateboth by telephone and in person with the productioncontrol officer or NCO on problems involving main-tenance support.ASSISTANCE VISITSThis unit will make assistance visits to all supportedunits. These visits are not designed as an inspectionbut to acquaint this unit with the customer’s needs.Maintenance assistance visits will be scheduled forany unit upon request. Reports of such visits areforwarded directly to the supported unit com-mander, not routed through command channels.MAINTENANCE REQUESTSThe maintenance officer should coordinate requestsfor maintenance with the production control officeror NCO of this AVIM unit. Direct coordination isemphasized so that the customer may provide thetype of maintenance to be performed, parts required,when the aircraft will arrive for maintenance, missionrequirements, and any other information that willenable timely return of aircraft.DA Form 2407/5504 is normally used to requestscheduled maintenance, i.e., maintenance of faultsthat have accumulated since the last scheduled main-tenance. (Scheduled maintenance should be coordi-nated 30 days prior to expected start time). An initialtechnical inspection will be performed and all faultsnoted. This unit may correct organizational mainte-nance faults if the maintenance backlog allows butrecommends that customers provide a crew chief to

perform AVUM for faults discovered during the ini-tial inspection.Request unscheduled maintenance in the same man-ner as above, except for the lead time requirements.Again, direct coordination is encouraged.On-site maintenance is a service extended to all sup-ported units. Submit the request on DA Form2407/5504 and coordinate it through the productioncontrol section. On-site maintenance is governed bythe extent of maintenance required and the currentwork load of this unit. If possible, limit on-site main-tenance requests to component change and minorairframe repair. Do not submit such requests forphased-maintenance assistance.Customers may submit special maintenance requestswhen operational requirements dictate. In such in-stances, list specific maintenance defects for correc-tive action, and all other work except unsafe flightitems will be deferred. Unsafe flight items causing ared X condition will be corrected in all cases.PROCEDURESPersonnel submitting DA Form 2407/5504 for aircraftor components will report to the production controloffice. The following procedures will implement theadministrative and inspection requirements in pro-cessing a work request.Before arriving here, the customer will correct allunit faults before requesting work. (Unit faults neednot be corrected if this results in duplicate mainte-nance by the repairers of this unit.) In addition, thecustomer will clean the aircraft thoroughly by remov-ing all mud, excess grease, oil, and hydraulic fluidfrom all surfaces. Upon arrival here, the customerwill—

Present the aircraft historical records to theproduction control section for a complete re-cords check. The customer will make the nec-essary corrections.Make a complete basic item issue list (BIIL)inventory jointly with the supporting unit.Representatives of both the customer and this

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unit will sign the inventory check sheet. Onecopy of the check sheet will be retained by theproduction control section, and one copy willbe given to the customer’s representative.Check serial numbers to ensure that thecomponents installed match those listed onDA Form 2408-16.Fill out DA Form 2407/5504 according toDA Pam 738-750/738-751, identifying thespecific problem.

This unit will have a complete safety-of-flight inspec-tion conducted by the quality control section if theaircraft requires a test flight. After the SOF inspec-tion, faults noted during the tight will be added toDA Form 2407/5504. When the technical inspectorestimates the work required on the aircraft to be over60 percent of the retrograde criteria, a 100 percentinspection will be performed to determine whetherthe aircraft is economically repairable at AVIM level.Aircraft that are retrograde on the acceptance in-spection will be handled according to proceduresdescribed in TM 1-1500-328-23.

NOTE: All scheduled maintenance whichbecomes due while aircraft is in possessionof the AVIM unit will be performed by theAVIM unit.

Procedures for aircraft inventory and status report-ing are as follows:

When the customer has an aircraft in themaintenance shop at the end of the reportperiod, information required from this unitwill be recorded on DA Form 1352-1 andprovided to the owning unit. The 1352-2 willbe started when the aircraft arrives at theAVIM and end when the aircraft is returnedto the owning unit or at the end of a reportperiod. A new 1352-1 will be initiated by theAVIM if the aircraft is still at the AVIM at thebeginning of a new reporting period. This willbe done on the first day of the month followingthe reporting period.Aircraft turned into this unit for extensiveretrograde maintenance must have a DAForm 1352-1 before this unit can turn in theaircraft. The report will include statusthrough 2400 hours of the day of transfer.

Processing Avionics ComponentsAll incoming equipment will have a DA Form2407/5504 work order filled out according to DAPam 738-750/738-751. Class IX avionics compo-nents handled as a Class IX repair part in the repair-able exchange (RX) supply system will be ordered onDA Form 2765-1. Equipment will be inspected by theappropriate platoon before it receives DA Form2407/5504 and the component. These inspections en-sure that equipment is complete and that no con-trolled substitution has occurred.An RX will be made only if the equipment is com-plete according to procedures for aircraft mainte-nance. When an RX is made, this unit will repair thedefective equipment and return it to stock. If theequipment is not available for RX, receipt copy num-ber 1 of DA Form 2407/5504 will be signed andreturned to the unit.All units will be notified by letter or telephone thatthe required equipment is ready for pickup. If theequipment is not picked up within 30 days, it will bereturned to stock.Processing Armament ComponentsArmament systems will be processed through thisunit’s production control section on DA Form2407/5504. RX items will be listed according toAR 710-2. This unit will send a listing to thesupported unit and keep it current as items areadded and deleted.Submitting a Quality Deficiency Report (QDR)Procedures for submitting a QDR are outlined inDA Pam 738-750/738-751. A single QDR will notnecessarily lead to a reevaluation study to determineif equipment or components should be redesigned.However, repeated QDR submission on the sameitem is sufficient reason to investigate whether anitem should be changed. Therefore, a QDR mustbe submitted for each equipment failure. Dispo-sition instructions for copies of the QDR are inDA Pam 738-750/738-751.TURN-IN REQUIREMENTSThis unit will require all removable structural panelsto be opened for inspection to ensure against trappedwater, oil, hydraulic fluid, dirt, spent brass, or otheritems that are not an integral part of the aircraft.Special emphasis will be given to the belly panels

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where dirt and water could be trapped and not no-ticed.DA Form 2407/5504 will be submitted to the avionicsinventory inspector. A copy of DA Forms 2407/5504and 2404 stating what components are missing, if any,will accompany the aircraft logbook to the produc-tion control section when the aircraft is ready forturn-in.Items of equipment missing due to combat or acci-dent damage may be listed in a brief statement thatexplains the facts behind the loss. The unit com-mander will sign the statement. All recovered items,even if damaged beyond repair, must be available forinventory.The following actions must be accomplished prior toturn-in of aircraft:

All soundproofing, troop seats, first aid kits,fire extinguishes, and clocks installed.All avionics equipment installed or a copy ofthe report of survey for missing componentsincluded in the logbook.Aircraft data plate placed with the aircraft. Ifthe data plate is not available due to combatloss or other circumstances, a certificate ofloss (in four copies) is required. If a data plateis missing through loss other than combat, areplacement must be requested throughchannels from US Army Aviation TroopCommand (ATCOM), 4300 GoodfellowBoulevard, St Louis, MO 63120.All other aircraft forms, records, and items ofequipment listed on the DA Form 2408-17placed with the aircraft. If they are not withthe aircraft, a statement explaining the reasonfor their loss will be shown with the name of aduly appointed survey officer. The unit com-mander will sign these documents.Prior to transfer of an aircraft, DA Form2408-17 signed in the appropriate block toindicate that it is current and that all requiredadjustments have been made.Permanent removal of property as a result ofan authorized change is recorded as follows:

Entry lined out.Complete reference authorizing the re-moval of property entered on the reverseside of the form, including the effectivedate, the organization removing the equip-ment, and the voucher number of the turn-in.Three blank columns left on DA Form2408-17.

Components and parts removed for teardownand analysis, accompanied by a commander’ssigned statement citing the EIR/QDR controlnumber.For all other missing items, relief from re-sponsibility indicated in appropriate regula-tions as applicable. A list of missingequipment with a statement explaining thereason for loss and the name of a duly ap-pointed survey officer, signed by the unit com-mander, is sufficient.Release obtained from the accident investiga-tion board for crash-damaged aircraft.DA Form 1352-1 feeder information for theDA Form 1352 completed. This informationwill include status through 2400 hours of theday of transfer.Inventory and serial number check per-formed by the supporting unit.

RESTRICTED SHOPSSubsystems repair, shop supply, and quality controlshops are designed for the exclusive use of this unit.Admission to these shops may be secured onlythrough the production control officer, the NCO, orthe aircraft maintenance sergeant.DISAGREEMENTSDifferences in the opinions of technical inspectors orother reasons may create disagreement about thequality of work performed. The customer will im-mediately bring such matters to the attention of theproduction control officer, and the commandingofficer of this unit will be notified.

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APPENDIX D

PRODUCTION CONTROL MAINTENANCE MANAGEMENT TOOLS

PRODUCTION CONTROL BOARDThe production control board (Figure D-1) is agraphic that displays, data concerning shop opera-tions. Information recorded on the board is used tocontrol current operations, plan anticipated work,and measure work performed. A well-planned andinformative production control board (equipmentstatus board) will serve as a ready source of informa-tion for the commander and for preparation of re-ports to a higher headquarters. Key personnel, suchas platoon leaders and section chiefs, should haveaccess to the board. It should provide them withinformation on the progress of work in other shopsor sections in relation to work in their activities.The design of the board should be simple and easyto work with. Entries on the board must be accurateand prompt. As a minimum, the board must displaythe following information:

Actual work load in process.Work awaiting shop entry.Location of work within the shop.Reasons for stopped work.Work awaiting receipt of parts.Completed work awaiting disposition or pickup.

IN-PROCESS (TUB) FILEThis file is for active maintenance requests, which areplaced in records file jackets. The status of a repairjob in the shop is indicated by the location of itsmaintenance request and records tile jacket withinthe tub file. The tub file is manufactured locally andshould be lightweight and portable for use whenmoving frequently. It should be adapted for use in thefield by eliminating sections within compartmentsand reducing its size. Figure D-2 shows how an in-process file is organized.

Initial inspection.Routing of intrashop maintenance requestsand DA Form 2408-13-2/3 (Equipment In-spection and Maintenance Worksheet) to theresponsible sections or platoons.Monitoring or reviewing of the repair partsneeded to- complete the job. (Disassemblyduring maintenance may reveal a need foradditional parts.)

Compartment 2 — Awaiting PartsIf work must be delayed, the maintenance request isplaced in its records file jacket in one of the 32sections in the second compartment. If the delay iscaused by some administrative matter that must beresolved before work proceeds, the file jacket isplaced in the first unnumbered section. The remain-ing sections are numbered 1 through 31. Each sectionrepresents one day of the month. If the delay iscaused by a lack of parts, the file jacket is placed inthe section that corresponds to the requisition dateof the parts. This procedure provides a means ofhighlighting the parts shortage and serves as a re-minder for follow-up supply action. It also serves asa means to determine requisitioning time on criticaland routine items. This method reveals the time re-quired to process repair parts and put them in the handsof maintenance personnel. Maintenance should not bedelayed solely because all parts are not on hand. Thework is started without all required parts and the filejacket is placed in the third compartment. However, thehighlighting of the parts shortage is continued for out-standing requisitions by placing a strip of manila foldermarked with the maintenance request control numberin the section that corresponds to the originalrequisitioning date of the parts.Compartment 3 — Shop EntryWhen the item is ready to enter maintenance, the filejacket is placed in this undivided compartment.Compartment 1 — Inspection and Predetermina-

tion of PartsWhen initiated, the maintenance requedt in its re-cords file jacket is placed in this compartment, whereit remains until the following actions have been taken:

Compartment 4 — Maintenance in Process

This compartment is divided and numbered likecompartment 2. When repairs actually begin, the file

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jacket is placed in the section that represents theestimated date of completion. This alerts productioncontrol that the job may not be completed as sched-uled. As the scheduled date of completion ap-proaches, production control analyzes theinformation on the production control board and thedaily shop status reports. If it appears that the sched-ule will not be met, the reason for this is determinedand a revised completion date is agreed on.Compartment 5– Inspection and Test FlightWhen repair is completed, the tile jacket is placed inthis compartment. It remains there until the finaltechnical inspection/test flight or until a maintenanceoperational check on the equipment is complete.Compartment 6–Awaiting DeliveryFollowing the successful completion of the final in-spection/test flight or maintenance operationalcheck of the aircraft, the file jacket is placed in thiscompartment. It remains there until the final jointinventory has been made and the supported unitaccepts delivery of the aircraft.Compartment 7—DeliveredAfter the supported unit accepts the aircraft, themaintenance request is placed in its records filejacket in this compartment. The records are retainedor disposed of as prescribed in DA Pam 738-751.MAINTENANCE REQUEST REGISTER(DA FORM 2405)This form provides a chronological record for thesupporting activity to identify work requests received

and job orders completed. It also contains supple-mental information about the type of equipment re-paired, the serial number or other identification, theowning unit, and the date (Julian) when the mainte-nance request was received. Adequate control mayrequire maintaining separate DA Forms 2405 forfixed-wing aircraft, rotary-wing aircraft, and compo-nents. Allied equipment may be carried on the DAForm 2405 maintained for the type of aircraft withwhich the equipment is associated. The purpose,uses, and preparation of this form are discussed inDA Pam 738-751.SCHEDULING SYSTEMA scheduling system that promotes efficient work flowis needed to ensure that customers receive their aircraftwith the least possible delay. Many factors must beconsidered to develop a scheduling system. These fac-tors may include the current work loads and prioritiesof the supported units, the availability of tools, and thesupply of major components, parts, and hardware.A successful production control operation requiresa scheduling system and preplanned work flow. ThePC element must track the following information inorder to establish maintenance workweek prioritiescompatible with the unit’s mission:

Aircraft maintenance flow, by flying hoursremaining for each assigned aircraft until up-coming scheduled maintenance inspections.Current total number of flight hours, status ofavionics and armament, and the operationalstatus of each assigned aircraft.AVUM-level work in progess and work de-ferred.AVIM-level work in progress and work de-ferred.Time-change requirements for components,by individual assigned aircraft tail number.

Coordinating, planning, and scheduling are closelyassociated, Experienced PC officers and NCOs han-dle planning and scheduling. They should specify indetail the work required to achieve the desired results.When preparing intrashop DA Forms 2408-13-2/3 andDA Forms 2407/5504 (Maintenance Requests), pro-duction control should coordinate closely with QCpersonnel. DA Forms 2408-13-2/3 and 2407/5504should specify in detail all work required or inspec-tions to be performed.

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The following procedure applies to a typical produc-tion control section. It includes the entry of aircraftor allied equipment into the maintenance unit, con-trol of work and records as they progress through thedifferent shops and sections, and delivery of the fin-ished product.Whenever practical, maintenance test pilots shouldperform a prephase test flight on aircraft scheduledfor phase or periodic maintenance. The maintenanceand the production control officers should review theresults to determine which platoon or section will dothe required maintenance. Faults noted on the ap-propriate phase checklist become a part of the phaseinspection. The technical inspector assigned to makethe phase inspection on the aircraft should accom-pany this test flight.When the aircraft arrives at the maintenance activ-ity, production control receives DA Form2407/5504 and the aircraft’s equipment logbookassembly (records). Production control personnelreview the DA Form 2407/5504. When they acceptthe aircraft, they log it on a DA Form 2405 and setup a records file jacket. They send the records filejacket, containing DA Form 2407/5504 and the log-book assembly, to the quality control section.AVIM units operating under the Standard ArmyMaintenance System–Level 1 (SAMS-1) will fol-low the procedures outlined in SAMS-1 End UserManual AISM 18-L21-AHN-BUR-FM.PC personnel will complete Block 24 of DAForm 2407. (If using SAMS-1, they will completethe applicable portions of DA Form 5504 accord-ing to DA Pam 738-750.) A copy of the receipt andthe carbon of the inventory sheet go to the supportedactivity’s representatives. These personnel direct thework flow through the various shops, entering allmaintenance requirements on the production con-trol board. The records file jacket is placed in theproduction control section tub tile. As work pro-gresses through the shops and sections, QC person-nel conduct in-progress inspections. QC personnelconduct inspections on intrashop maintenance re-quests as they are completed and route them to theproduction control shop. Faults are recorded onDA Forms 2408-13-1, -2, -3 (Aircraft Inspectionand Maintenance Records). PC personnel extractthe necessary information from the completedintrashop maintenance requests and DA Form 2408-13-1, -2, -3 and enter it on DA Form 2407/5504.

PC personnel receive and consolidate all accumu-lated documents relating to the maintenance per-formed on the aircraft. This indicates that therequired maintenance is complete. They then re-quest the QC shop to make a final inspection of theaircraft, and they furnish the necessary paperwork,forms, and records for this purpose. This inspection,plus the recorded in-progress inspections, ensuresquality maintenance and an airworthy aircraft. It alsoverities that inspection plates and panels have beenproperly reinstalled and that the aircraft has beenproperly serviced and cleaned. QC personnel alsocheck forms and records in the aircraft’s equipmentlog assembly (records) to ensure that all entries areneat, correct, and up-to-date.After the final inspection, the technical inspectorsigns or initials and enters the Julian date in Block 26of DA Form 2407 (Block 37 of DA Form 5504). Thisindicates that he has inspected the aircraft and veri-fied that all services and repairs have been done. Ifthe maintenance or repairs requested are recordedin the faults or remarks block of DA Form 2408-13-1as a red-X item, the technical inspector must sign inthe correcting information block. This signifies thathe has inspected the items and that they have beencorrected. The technical inspector determines whethera test flight or a maintenance operational check (MOC)is required according to TM 1-1500-328-23 or appro-priate aircraft manuals. If so, he notifies productioncontrol that a test flight is required. The basic issueitem list (BIIL) gear and loose equipment requiredfor test flight purposes is removed from the looseequipment storage area and reinstalled in the air-craft. If an MOC is required, it will be annotated inthe aircraft logbook.After the test flight, the test pilot will perform apost-test-flight inspection of the aircraft. If mainte-nance test pilots do not release the aircraft for flight,they make the required entry on DA Form 2408-13-1.The aircraft is again prepared for a test flight. Allequipment belonging to the aircraft is placed in theaircraft after the test flight, and then the aircraft isreleased. QC personnel return the completedpaperwork, forms, and records to the productioncontrol shop. PC personnel notify the owning unitthat the aircraft is ready for delivery.The QC personnel or crew chief and the supportedactivity’s representative perform a joint inventoryof the BIIL gear and loose equipment. The main-tenance request clerk enters in Column h of DA

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Form 2405 the Julian date when the aircraft main-tenance was completed (SAMS-1 units followprocedures in AISM 18-L21-AHN-BUR-EM).The supported activity’s representative completesBlock 27 of DA Form 2407 (Block 38 of DA Form 5504)signifying acceptance and delivery of the aircraft.PRODUCTION CONTROL MEETINGSBesides reviewing completed aircraft forms to deter-mine the maintenance status of the aircraft, the pro-duction control officer should review the dailyaircraft status report and conduct daily aircraft pro-duction control meetings. Representatives from theflight platoons (leader/sergeant/maintenance offi-cer) should attend. The major goal of each produc-tion control meeting is to identify any aircraftmaintenance problems as soon as possible. The rep-resentative must then coordinate the support neces-sary to correct the deficiencies in the least amount oftime with the highest possible aircraft readinessrates. Flight platoon representatives should bringtheir most current aircraft status reports to the meet-ing to update the aircraft maintenance officer. Theyshould also be prepared to discuss any special main-tenance support required for their aircraft by eitherthe AVUM platoon/company or the AVIM company.The aircraft maintenance officer will tell the flightplatoon representatives which aircraft will be workedon next, which aircraft need to be moved to theAVUM or AVIM hangar, and which, if any, specialaircraft preparations the crew chiefs require. Repre-sentatives should also discuss deviations from theflying schedule. They may also make minor changesto the aircraft flying schedule. These changes allowfor mission change and for scheduled aircraft antici-pated to be grounded for maintenance or servicesduring the time of missions they were to support.These meetings should also be attended by represen-tatives from quality control, supply, and componentrepair.SLIDING SCALE SCHEDULING METHOD(FLOWCHART)For scheduling aircraft into maintenance, the main-tenance officer monitors the scheduling of aircraft ona daily basis to control the number of aircraft enteringmaintenance inspection at any given time. The slidingscale system (Figures D-3 and D-4) is a very simple,but effective method that has been used successfullyby maintenance officers.

The sliding scale method—

Prevents an unnecessary backlog of sched-uled maintenance inspections under normalconditions.Prevents a corresponding sudden surge inrequirements for aircraft parts.Allows the unit maintenance officer a degreeof control over individual aircraft hours flown.Provides a graphic depiction of future sched-uled maintenance requirements.

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FM 1-500

A simple chart is used to reflect the exact number ofaircraft in the unit. In Figure D-3, the unit has 10UH-1 aircraft with their numbers shown at the bottomof the chart. These numbers should be marked on atag or some other object that can be moved each dayon the chart. The chart must reflect the phase intervalfor that particular aircraft. This interval is shown onthe left side of the chart as 150 hours for the UH-1Hin this sample. A line will be drawn across the chartat an angle called the optimum line. This optimumline will be the target that will ensure separation ofaircraft between scheduled maintenance inspec-tions.Aircraft are arranged in descending order by hoursremaining to phase with the actual hours plotted onthe chart (Figure D-4). As flying hours accumulateon the aircraft, its tail number “slides” toward thebottom of the chart –reflecting where it falls on theoptimum line. As the aircraft progresses down theoptimum line, it gets to zero hours remaining tophase. Upon completion of the phase inspection andmaintenance test flight, the aircraft is available formissions and is placed on the left side of the chart,and the hours remaining to phase are plotted. Thisbegins the cycle again.To assist the aircraft maintenance officer in deter-mining how well he is meeting his scheduling goal, abank time formula is used. The formula is—

number of aircraft (by type) x phase interval x ½ =optimum (ideal) bank time for the unit.EXAMPLE (as depicted on the sample chart):10 aircraft (UH-1) x 150 hours x ½ = 750 hours

If every aircraft were exactly on the optimum line, thiswould be the ideal bank time, or 750 flying hours,available. Obviously, this is unrealistic as some air-craft will be above the line and some will be below theline. Therefore, the only way to obtain the actual banktime is to add up the total flying hours remaining onall aircraft until next phase inspection. Thus, totalactual bank time is only a relative indicator of howwell the maintenance scheduling process is work-ing compared to the ideal, or optimum bank time,formula. Under heavy flying conditions (surge), banktime available will obviously be lower than desired.A few simple rules should be observed when usingthe sliding scale maintenance scheduling chart—

Update the chart at least once each day thataircraft fly.Fly aircraft that are above the optimum lineto attempt to get them down to the line.Hold (do not fly) aircraft that are below theoptimum line to attempt to bring them up tothe line or fly minimum number of hours.Count aircraft that are in phase inspectionzero towards actual bank time.Count aircraft that are grounded for any rea-son (other than phase) towards actual banktime.Remember that total actual bank time is onlya relative indicator of the maintenance sched-uling process.

In newer TOEs, where missions may be handed downfrom battalion, maintenance is in one company whileflight crews are in another. Therefore, schedulingaircraft for missions requires closer coordination.The use of assigned block time scheduling is amethod which aids the maintenance officer in me-thodically and purposefully flowing aircraft into theirnormal scheduled maintenance intervals. It also givesthe flight companies better mission flexibility.In this manner of scheduling, flight companies re-ceive blocks of flight hours per aircraft from themaintenance officer of the AVUM company. Forsuch a system to work, battalion commanders mustback up their maintenance officers by ensuring thatflight companies do not overfly the given block times.To determine how many hours each aircraft will beallowed to fly during a given period, the maintenanceofficer uses the following formula:

Step 1:

Step 2:Plot the average hours per aircraft on the flow-chart below the highest-time flyable aircraft. Thendraw a line parallel to the optimum bank time line(Figure D-5).

D-6

Step 3:Compute the difference between the aircraft cur-rent position on the flow chart and the new paral-lel line (Figure D-6). These figures will nowbecome the maximum amount of flight hourswhich that particular aircraft can fly during themission.Example: Aircraft 784 is 20 hours above the loweroptimum line (Figure D-6), so it will be given ablock time of 20 hours to fly.

FM 1-500

The benefits of such a scheduling system are—

Flight companies have flexibility in selectingaircraft for daily missions during the operation.Flight companies can match the aircraft to themission.It spreads the responsibility of aircraft assign-ments and staggers the aircraft on a flowchart.The maintenance officer can plan his workload in advance versus having to react toeveryday changes in missions and unsched-uled maintenance.The flowchart posture should still look goodafter the operation.

UNIT LEVEL LOGISTICS SYSTEM–AVIATION(ULLS-A)ULLS-A is a computerized system that automatesand integrates flight line, production and qualitycontrol, technical supply, and aircraft readi-ness/status reporting into a single standard Armymanagement information system. ULLS-A con-sists of an International Business Machine compat-ible micro-computer with keyboard, monitor,printer, and backup tape system.There is a four-system local area network (LAN) atthe AVUM company with work stations for the tech-nical supply section, quality control section, and pro-duction control office. The fourth terminal is not awork station; it functions as a dedicated file serverand contains the consolidated ULLS-A data files.The system allows for the automated recording andreporting of materiel status, supply transactions,work load projections, statistical data gathering,TBO listing, and historical records data.The objective goal for hardware distribution in theflight companies is one laptop computer issued forevery aircraft. Since that goal is not currently attain-able, the distribution will range from one computerfor every three to five aircraft depending on the typeand mix of aircraft within the unit. The flight com-pany uses the system to maintain its aircraft logbookrecords, create demands for repair parts, maintainaircraft flight time and crew data, and initiate andcorrect aircraft and subsystem faults. The flight com-pany systems are kept synchronized and current withthe LAN by a data transfer process that can beaccomplished by modem (the primary and most pre-ferred method) or diskette. Data transfer between

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FM 1-500

the flight companies and LAN should occur at leastonce daily. The data flow will be two directional. Datagenerated at the LAN (work order status, parts re-quests, parts status, component historical record up-date, and aircraft inventory records) flows to theflight companies; other information generated at thecompanies (aircraft faults records, flight time, servic-ing data, and flight crew data) is transferred from theflight company to the LAN.

The system interacts with support maintenancethrough the Standard Retail Support System(SARSS) and the Standard Army Maintenance Sys-tem-Level 1 (SAMS-1). This interaction is donethrough diskette transactions. This is also a two-wayinformation transaction. The exact procedures forthe use of ULLS-A will vary between units, so unitinternal and external SOPs must discuss its use.

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FM 1-500

APPENDIX E

SAFETY

An effective safety program for maintenance opera-tions is a basic requirement in all Army aviation units.Everyone in the unit must constantly be alert to rec-ognize and correct potentially dangerous safety haz-ards immediately. All personnel must understand thehazards of working around aircraft and know theother safety principles discussed here.RESPONSIBILITIESAccidents and injuries can seriously reduce the unit’sability to complete its required mission. The unitcommander must ensure that all personnel knowproper operation and safety-associated proceduresfor all aircraft, vehicles, equipment, tools, and ma-chinery. Soldiers are responsible for protecting equip-ment and the lives of fellow soldiers. Therefore, theymust actively participate in safety programs. Theprimary responsibility for safety for all maintenancework performed on the aircraft or on its componentsrests with the quality control section.Unit CommanderUnit commanders are responsible for ensuring thatall activities of their units are conducted according toestablished safety rules and regulations. These regu-lations include ARs 385-40 and 385-95, DA Pam38540, and other required local directives. Unit com-manders are also responsible for determining thecause of accidents and for making certain that cor-rections are made to prevent their recurrence. Theymust be aware of, and enforce, all safety regulationsestablished by higher headquarters. When a devia-tion from an established safety rule is desired, unitcommanders are responsible for requesting permis-sion to do this. This request, including full particularsand detailed plans and specifications, is submitted tothe appropriate headquarters. However, unit com-manders cannot rely on the safety programs of higherheadquarters to ensure the safety of their people.They must also establish their own programs andbecome personally involved in implementing them.SupervisorEffective supervision is the key to accident preven-tion. In their daily contact with soldiers, supervisors

are in a position personally to observe working con-ditions and hazards. Supervisors must apply all estab-lished accident prevention measures in dailyoperations. They should conduct meetings with theirsubordinates frequently at regular intervals to briefthem on safety procedures, to get their suggestionson improving safety practices, and to announce anynew safety procedures. Such meetings should beheldin the work area. The agenda should include—

The overall job and the end result expected.The how, why, and when of the job and anyideas from the group on ways to improvemethods and procedures.The part each person will play. Supervisorsmust ensure that all personnel understand thesignificance of individual roles.Existing and anticipated hazards and the ac-tion needed to resolve these problems.The need for prompt, accurate reporting ofall injuries, accidents, or near accidents, andthe importance of first aid when required.The need to search constantly for, detect, andcorrect unsafe practices and conditions toprevent accidents and injuries.

IndividualAll personnel must be aware of the safety rules estab-lished for their individual and collective protection.Each person is responsible for reading and following allunit SOPs, instructions, operating procedures, check-lists, and other safety-related data. Personnel must thenapply all cautions and safeguards in their everyday workareas. Soldiers are responsible for bringing to theirsupervisor’s attention safety voids, hazards, and un-safe or incomplete procedures. Each soldier mustfollow through until the problem is corrected, thencooperate in developing and practicing safe workinghabits. The unit commander should make certain thatthis spirit of cooperation prevails throughout the unit.AccidentsAn aviation accident is seldom caused by a singlefactor such as human error or materiel failure.

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FM 1-500

Accidents are more likely to result from a series ofincidents. This fact must be recognized in developingan aviation accident prevention program.Areas that require constant command attention toprevent aviation accidents are—

Human factors.Training education, and promotion.Equipment design, adequacy, and supply.Normal and emergency procedures.Maintenance.Facilities and services.Environment.

The US Army Safety Center has found that humanerror accounts for approximately 80 percent of totalmishaps. Maintenance-related mishaps do accountfor a percentage of total mishaps. As expected, morecomplex aircraft have higher maintenance mishaprates. At unit level, commanders and maintenance su-pervisors must ensure that their personnel know ofmaintenance errors generated in their own units. Theycan be made aware of those in other units by examplesfound in Flightfax and other publications. All mainte-nance activities and personnel must strictly adhere topublished maintenance procedures and apply risk man-agement/risk assessment at all levels of operations.ProgramsAR 385-10 regulates overall safety. One importantaspect of this regulation is that it integrates Occupa-tional Safety and Health Act (OSHA) requirementsinto the Army Safety Program.AR 385-95 regulates the Army Aviation AccidentPrevention Program. DA Pam 385-40 covers accidentinvestigation and reporting. Personnel who have keyresponsibilities in the unit’s aviation accident preven-tion program are the commander, the safety officer,all aviators, the flight surgeon, and the unit safetyNCO. A complete knowledge of aviation personnel,materiel, and operations is necessary to establish andmaintain an effective aviation accident preventionplan. The plan must be tailored to the mission andrequirements of the command. All activities that affectaviation operations must be considered.SHOP SAFETYA shop that is below standard cannot put out qualitywork, Therefore, the inspector conducts an informal

inspection of the various shops periodically andbrings any deficiencies or safety hazards to the atten-tion of the shop supervisor. Keep a file of all safetyinspections in the QC section and a file copy in thesubject area inspected.The USASC publication, Guide to Aviation ResourcesManagement for Aircraft Mishap Prevention, is onepublication that outlines safety procedures. It has guid-ance on inspection requirements of the technical in-spector. Get copies of the guide from the unit safetyofficer. Minor changes to the guide appear in theUSASC publication, Flightfax which is distributedweekly to all aviation units. Other publications outliningspecific safety precautions are FM 10-68 and TM 55-1500-204-25/1.Following are reminder questions for the technicalinspectors, broken down by type of shop inspection.Aircraft Operations

POL

Have pilots checked status of DA Forms 2408-13 and 2408-14? (Refer to DA Pam 738-751.)Are fuel sample bottles available and conve-nient for use in preflight? Are fuel samplebottles stored properly? (Refer to FM 10-68.)Is smoking allowed within 50 feet of the air-craft? (Refer to AR 95-l.)Are flashlights used in night preflight?(Refer to AR 95-l.)Are flight and ground crews familiar with fuelservicing and defueling operations? (Refer toTM 55-1500-204-25/1 and FM 10-68.)Are the required number of first aid kitsand fire extinguishers available in eachaircraft ? (Refer to AR 95-1, CTA 8-100,and TM 1-1500-328-23.)Are aircraft -10 and -10CL manuals in thebinder? (Refer to AR 95-1 and DA Pam 738-751.)

Are fuel servicing procedures followed?(Refer to FMs 10-68 and 10-71.)Is fuel in aircraft tanks checked for water andother contaminants before the first flight ofeach working day? Is the fuel in the refuelersampled and tested for water daily? (Refer toFMs 10-68 and 10-71.)

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FM 1-500

Are aircraft tie-down anchors free of debriswhen used as refueling, servicing, or ground-ing points? (Refer to TM 5-678 and FM 10-68.)Are fuel servicing points and equipmentproperly maintained and regularly inspected?(Refer to FMs 10-68 and 10-71.)Are ground rods installed at each refuelingpoint? Were the grounding points tested forelectrical resistance when installed and re-tested if mechanical damage occurred?(Refer to TM 55-1500-204-25/1.)Are grounding points marked according toFM 10-68 and logs maintained to show iden-tification of each rod, date tested, and electri-cal resistance in ohms? (Refer to FM 10-68.)Are refueling vehicles marked with the ap-propriate fuel grade? (Refer to AR 746-1,FMs 10-68 and 10-71, and TB 43-0209.)Do vehicles have chocks on board? Are theyused during refueling? (Refer to FM 10-68.)Are fire extinguishers mounted on vehicledispensing units? (Refer to FMs 10-68 and10-71.)Are petroleum products stored according toexisting command policies?Are personnel prohibited from carrying ligh-ters or matches within 50 feet of a refuelingaircraft?Are refueling personnel wearing protectiveclothing? (Refer to FM 10-68.)

QC Shop

Are aircraft maintenance publications up todate? (Refer to DA Pams 25-30 and 310-13.)Do aircraft maintenance areas have suffi-cient quantities of manuals for assignedwork? (Refer to FM 1-500.)Are the appropriate publications used whenworking on aircraft? (Refer to FM 1-500.)Are DA Form 12 series available and up-dated? Do QC personnel know what publica-tions they are to receive? (Refer to DA Pam25-33 and the DA Form 12 series.)Are red-X conditions properly signed off insequence by technical inspectors? (Refer toDA pares 738-751 and 600-8.)

Does the unit maintain a safety-of-flight TWXfile? Is it separated by aircraft mission, type,design, and series? (Refer to AR 25-400-2.)Are there procedures for QC and mainte-nance personnel to familiarize themselveswith publications? Is there a technical datafamiliarization chart?Do QC personnel conduct in-process inspec-tions of products to assure reliability of thecompleted assembly? (Refer to FM 1-500.)Does the unit actively participate in thesubmission of recommended changes topublications and deficiency reports? (UseDA Form 2028 and DD Form 173/1.)Is SF 368 (Quality Deficiency Report) sub-mitted for each preliminary report of aircraftmishap (PRAM) for materiel failure or mal-function? (Refer to DA Pam 738-751.)Are aircraft maintenance and flight forms andrecords properly filled out and filed? (Referto DA Pam 738-751.)Are all assigned aircraft involved in theAOAP? Is the program properly followed?Are crew and maintenance personnel famil-iar with oil sampling procedures? Are re-cords maintained? (Refer to AR 750-43 andTB 43-0106.)Are aircraft inspected according to estab-lished aircraft maintenance procedures? Arethey not being flown beyond the requiredinspection intervals? (Refer to TM 1-1500-328-23.)Are test flight check sheets part of DA Form2408-13 for all test flights, or are all MTFrequirements entered on DA Form 2408-13?(Refer to TM 1-1500-328-23.)Is the equipment calibrated in the specifiedtime interval and properly stored? (Refer toTB 43-180.)Are calibration records maintained? (Referto TB 750-25.)Are turbine engine analysis checks (TEAC)and health indicator test (HIT) baselines per-formed, and are they recorded on DA Forms2408-13,2408-14,2408-15, and charts? (Referto DA Pam 738-751, applicable -23 technicalmanuals, and applicable -24 engine technicalmanual.)

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FM 1-500

Was an inventory completed after initial re-ceipt of the aircraft or every 12 months thatthe unit possessed the aircraft? (Use DAForm 2408-17 and DA Pam 738-751.)Are the safety inspection and testing of liftingdevices monitored? Are forms and recordsmaintained? (Refer to TB 43-0142.)

Maintenance Shop

Does the shop foreman emphasize accidentprevention measures and check for markingand width of personnel safety aisles, safetyand warning posters, and smoking and non-smoking areas? (Refer to TM 55-1500-204-25/1, AR 385-30, FM 1-500, and DA Pam385-l.)Is all stationary and portable shop electricalequipment properly grounded? (Refer to TM55- 1500-204-25/1 and National ElectricalCodes.)Is there a program in effect to encouragereporting of hazards, near accidents, un-safe shop practices, and so forth? (Referto ARs 95-1 and 385-40.)Are equipment and vehicle operators thor-oughly familiar with the equipment’s opera-tion, handling, care, and preventivemaintenance? For instance—

Do operators have permits? (Refer toAR 600-55.)Is the maintenance manual in proximity toequipment? (Refer to FM 1-500.)Is equipment or vehicle maintained ac-cording to organizational and operator’smanuals?

When parts or items are removed from air-craft, are they marked and stored to be plainlyseen? (Refer to FM 1-500.)Are proper safety procedures practiced toprevent FOD when maintenance is per-formed on turbine engines?Are run-up and exhaust areas policed? Arecontainers available for trash and loose objects?Are loose hardware and other foreign objectsremoved? (Refer to TM 55-1500-204-25/1.)Are grounding cables provided for aircraft inhangars? Are they used? Has an initial elec-trical resistance test been performed and

recorded on grounding points? (Refer to Na-tional Fire Codes, TM 55-1500-204-25/1, andFM 10-68.)Are grounding safety wires visible? Are theybright yellow?Is adequate lighting provided for mainte-nance shops and hangars?Are parts removed from aircraft immediatelywritten up on appropriate forms? (Refer toDA Pam 738-751.)Are required numbers and types of fire extin-guishers available? Are aircraft and groundfire extinguishers checked as required? Areshop personnel trained to use fire fightingequipment? (Refer to TM 55-1500-204-25/1and FM 1-500.)Are trained specialists available to maintainspecial equipment such as ejection seat, ar-mament, and so forth, when installed in unitaircraft? (Refer to AR 95-1 and FM 1-500.)Are shops clean and floors grease-free?(Refer to FM 1-500.)Do personnel using power tools (for example,drills, grinders, lathes, torches, and so forth)wear safety goggles and noise-attenuating de-vices as required? Do repairers remove jew-elry while performing maintenance? (Referto TM 55-1500-204-25/1 and ARs 40-5 and385-32.)Are hoisting instructions for lifting aircraftcomponents or aircraft followed? Are cranes,hoists, cables, slings, and forklift trucks in-spected, weight-tested, and stenciled with theload rating? (Refer to TB 43-0142.)Are aircraft on jacks labeled and is access tothem restricted? Are aircraft jacks markedwith the maximum lifting capacity? (Refer toTM 55-1500-204-25/1, OSHA Standard1910.244, and FM 1-500.)Do personnel in the instrument shop knowthe procedures for cleaning up mercuryspills? (Refer to TB 385-4.)Are oily rags stored in closed metal contain-ers? Are containers properly labeled? (Referto TM 55-1500-204-25/1 and FM 1-500.)Are hydraulic, fuel, and oil lines protectedfrom dirt while disconnected? (Refer to TM55-1500-204-25/1 and FM 1-509.)

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FM 1-500

Are all ammunition and pyrotechnics re-moved from aircraft before maintenance andbefore putting aircraft in hangars? (Refer toTM 55-1500-204-25/1.)Are engine, hydraulic, propeller and rotor, tech-nical supply, and other work areas clean and wellarranged? (Refer to TM 55-1500-204-25/1 andFM 1-500.)Are oxygen gaseous storage areas properlymarked? Are oxygen gaseous cylinders storedin a separate building (area) from aircraftservicing and maintenance areas? Are emptyand full cylinders stored separately? (Refer toTM 55-1500-204-25/1 and National FireCodes, Standard 410B.)Are sample bottles available to check fuelcontamination in aircraft fuel tanks duringpreflight? (Refer to FM 10-68.)Are proper containers used and stored? Arecontainers clean and adequate? Are samplesproperly discarded? Is a fire point nearby?Are complete daily inspections conducted?(Use PMD/PMS cards and DA Form 2408-13.)Are tops of booths, shelves, and other sur-faces in the paint shop clean to prevent lintaccumulation? Are dope or paint depositsremoved from the floor? Are there no morepaint and dope stored in the paint shop thanwill be used during the work shift? Are therefire blankets at strategic points and the re-quired number (and correct type) of fire ex-tinguishers provided throughout the paintshop? Is electrical equipment in the paintshop explosion-proof? Are smoking restric-tions enforced? (Refer to TM 55-1500-204-25/1.)Are unsealed hydraulic fluid containers con-sidered contaminated and destroyed? (Referto TM 55-1500-204-25/1.)Are the assigned aircraft marked andpainted to include warnings? (Refer toTM 55-1500-345-23.)Are necessary accident prevention signsposted in the shop area? (Refer to AR 385-30.)Are aircraft parked in hangars? Are aircraftbatteries disconnected? Are static groundcables attached? Are drip pans placed be-neath aircraft?

Does gasoline-powered equipment (tugs,APUs, and so forth) parked in hangars over-night have full fuel tanks?

Battery Maintenance Shop

Is eyewash located within 25 feet of workarea? Is eyewash easily accessible?Is shower located within 25 feet of work area?Is the correct type of fire extinguisher locatedin work area?Is protective equipment provided in each toolkit (TK-90/6)?Does the safety board have the required itemsposted in shop?Is the battery tested for proper filler-cap op-eration? (Refer to TM 11-6140-203-14-2.)Are battery maintenance personnel thoroughlytrained in charging, discharging, and testingprocedures? (Refer to TM 11-6140-203-14-1and TB 385-4.)Are smoking, open flames, or sparks prohib-ited in the battery-charging area? Is the areamarked NO SMOKING? Are arc-proof elec-trical switches installed?Is the battery-charging area adequately venti-lated to prevent accumulation of explosivegases? (Refer to TM 11-6140-203-14-1.)Are facilities provided for flushing andneutralizing spilled electrolyte? (Refer toTM 11-6140-203-14-1.)Are tools and other conductive materialsstored so as not to fall on batteries and causea short circuit or hydrogen ignition? Do shoppersonnel remove all jewelry while workingwith batteries? Do shop personnel wear pro-tective clothing? (Refer to TB 385-4.)Is battery inspected, cleaned, and repaired be-fore charging? (Refer to TM 11-6140-213-14-1.)Is charging equipment energized after thebattery is connected to the circuit? (Refer toTM 11-6140-203-14-1.)Is water or electrolyte added to the battery onlywhen fully charged and stabilized for at least 30minutes? (Refer to TM 11-6140-203-14-l.)Are racks and trays substantial and resistance-treated to the electrolyte? (Refer to TB 385-4.)

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FM 1-500

Are shop floors made of acid-resistant con-struction or protected from acid accumula-tions? (Refer to TB 385-4.)Are unsealable batteries arranged in well-ventilated rooms or in enclosures that haveoutside vents? (Refer to TM 11-6140-203-14-1.)Are lead-acid and nickel-cadmium batteriesstored separately? Are acids stored properly?Is separate equipment used to maintain eachbattery? (Refer to TM 11-6140-203-14-1.)Does the shop have an SOP? (Refer toTB 385-4.)Have battery maintenance personnel re-ceived formal training (MOS 68F) in the careof nickel-cadmium batteries?Is battery cleaned, dried, and wiped free ofwhite deposits (potassium carbonate) every25 flight hours or weekly?Is battery checked to ensure that excessivecorrosion and spewing do not occur? Is bat-tery case dry?Is battery checked for damage, loose andmissing filler caps, and hardware?Are there cracks or leakage on top of thebattery cells?Are cables damaged or frayed?Isa battery leakage check performed on bat-teries returned to direct support if leakage ismore than 1 milliampere per amp hour be-tween the battery terminal and ground?Are aircraft voltage regulators checked byqualified personnel? Are voltage regulatorsadjusted according to the appropriate main-tenance manual?Is the flowchart in Chapter 2 of TM 11-6140203-14-1 followed during AVIM maintenance?Is the nickel-cadmium maintenance shopused only for nickel-cadmium batteries, thatis, no acid electrolytes? (Refer to TM 11-6140-203-14-1.)Are cell shorting straps available? Are theyused to discharge cells to zero volts? (Referto TM 11-6140-203-14-2.)Are battery vents loosened slightly but left inplace during battery charging? Are vent capspressure-cleaned and tested at 2-10 psi dur-ing the 120-day or 100-hour maintenance in-spection? Are battery box vent tubes checked

and cleaned when the battery box is rein-stalled? (Refer to TM 11-6140-203-14-2.)Do maintenance personnel monitor the volt-age of individual cells at regular intervals dur-ing charge and discharge cycles? Are cellvoltages checked when a battery is receivedfrom the field (for shorted cells) and at thebeginning of charge for high voltage (for lowelectrolyte cells)? (Refer to TM 11-6140-203-14-2.)Is an electrolyte-level checking device avail-able? Is battery electrolyte level checked onlywhen fully charged and after having stabilizedfor 30 minutes to 2 hours (except the BB-641-Aand BB-676-A, which should be checked within30 minutes of charge completion)? (Refer toAVSCOM message 091130Z Mar 91 GEN-91-7 and TM 11-6140-203-14-2.)Are the discharge times strictly followedduring the battery capacity test? (Refer toTM 11-6140-203-14-2.)Do maintenance personnel understand thatcells from different manufacturers cannot bemixed in the same battery? (Refer to TM11-6140-203-14-2.)Are tool kit (TK-90), charger/analyzer orcharger with load bank (AN/ASM-137 orAN/ASM-137A), test equipment (TS-352R/U), and required technical literatureavailable? (Refer to TM 11-6140-203-14-2.)

Avionics Shop

Does the unit have a training program thatprovides personnel with information con-cerning safety practices? (Refer to AR 385-10and DA Pam 385-1.)Are necessary technical publications and regu-lations on hand? Are the latest changes posted?(Refer to DA Pares 25-30 and 310-13.)Are maintenance forms and records properlymaintained? (Refer to DA Pam 738-751.)Are calibration requirements of test equip-ment up-to-date? (Refer to TBs 43-180 and750-25.)Are binding posts insulated, covered, andclearly marked with voltage and current val-ues? (Refer to TM 55-1500-204-25/1.)

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FM 1-500

Are test equipment and aircraft systemsproperly used? (Refer to TMs 11-664 and11-4000.)Are technical inspections for repaired equip-ment accomplished?Are workbenches wired according to the Na-tional Electrical Code?Are rubber floor mats or similar insulatingmaterials provided in front of repair posi-tions? (Refer to TM 11-4000 and TB 385-4.)Are all power attachment plugs and connec-tors constructed so that there are no exposedcurrent-carrying parts except the prongs?(Refer to National Electrical Code, ART 410-52[d].)Are hazardous power sources (other than110-volt convenience outlets) appropriatelycolor-coded? (Refer to AR 385-30.)Is all test equipment properly grounded?(Refer to TM 55-1500-204-25/1; National Elec-trical Code, ART 250-45[d]; and TB 385-4.)Are all physical hazards identified and appro-priately color-coded? (Refer to AR 385-30.)Are compass systems properly calibrated?(Refer to TMs 11-4920-292-15 and 55-1500-204-25/1.)Is the avionics equipment in the aircraft properlysafety-wired? (Refer to TM 55-1500-323-24, Sec-tion 16.)Are the necessary accident prevention signsposted in the shop area? (Refer to AR 385-30.)

Armament Shop

Are aircraft pyrotechnics (flares and sig-nals) removed from the aircraft when notrequired? (Refer to TMs 9-1370-203-20&P,9-1370-203-34&P, and 9-1370-206-10.)Are ground safety pins inserted in the ejectorracks after the helicopter is shut down aftereach flight? (Refer to TMs 55-1520-234-23-1and 55-1520-234-23-2.)Are jettison cartridges removed from thepylon stores ejection device before mainte-nance or storage of the aircraft? (Refer toTMs 55-1520-234-23-1 and 55-1520-234-23-2.)

Are jettison cartridges marked on the car-tridge base each time the cartridge is removedfrom the ejection rack? (Refer to TMs 55-1520-234-23-1 and 55-1520-23423-2.)Are weapon record data forms maintained?(Refer to DA Pam 738-751.)Do personnel performing ground crew oper-ations, servicing and maintenance on weaponsubsystems, especially in the areas of loading,unloading, and operational checks, observethe following safety precaution

Ensure that aircraft is positioned so thatweapons are aimed into clear or rivetedareas?Understand and comply with arming proce-dures for assigned weapon subsystems anduse of hand signals according to FM 21-60?Understand and comply with routine andemergency or unsafe disarming procedures?

Technical Supply Shop

Are all items issued on a first-in, first-out(FIFO) basis?Are assigned shelf lives exceeded?Are unserviceable and repairable partsturned in on time?Is the required paperwork turned in withparts?Are unserviceable and repairable parts in-spected by the technical inspector beforeturn-in?Is the materiel condition tag signed?Are excess reusable containers turned in?

Ground Support Equipment

Is a deficiency report submitted if deficien-cies are noted during a reinspection of new orrepaired equipment that was inspected andclassified serviceable? (Refer to TM 55-1500-204-25/1.)Besides special inspections, are regular peri-odic inspections performed? (Refer to TM55-1500-204-25/1.)Is equipment free of mud and other debris?Is equipment receiving proper lubrication?

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Are seals that show definite leakage re-placed? (Refer to TM 55-150204-25/1.)For equipment with batteries, are battery ter-minals and posts tight, clean, and corrosion-free? (Refer to TM 55-1500-204-25/1.)Are ignition systems clean, wiring correct,and coils and condensers operating properly?(Refer to TM 55-1500-204-25/1.)Does ground support equipment meet per-formance and safety requirements? (Refer toTM 55-1500-204-25/1.)If the ground support equipment is in storage,is there a prescribed interval of inspection?(Refer to TM 55-1500-204-25/1.)Is the ground support equipment used onlanding strips, taxiways, and other tight areaspainted and reflectorized? (Refer to ARs 58-1and 746-1, FM 1-500, and TM 55-1500-204-25/1.)Are markings maintained on the ground sup-port equipment? (Refer to TM 55-1500-204-25/1 and AR 746-1.)Is the proper polarity marked on all male andfemale electrical receptacles of APUs andaircraft? (Refer to TM 55-1500-204-25/1.)If the two-wheel type of APU is used, areappropriate inspections completed at the endof the day or at the completion of 8-houroperations? (Refer to TM 55-1500-204-25/1.)Are required inspections of the three-wheelAPU accomplished? (Refer to TM 55-1500-204-25/1.)Are maintenance workstand adjustableheight and freed height stenciled with the loadrating? (Refer to TB 43-0142.)Are major welds sound? Are handrails andsteps cracked or worn? Are flexible hoses,fittings, and tube assemblies damaged orleaking? (Refer to TM 55-1500-204-25/1.)Are precautions taken to protect electricallyand gasoline-driven air compressors from se-vere weather and extreme temperatures?(Refer to TM 55-1500-204-25/1.)Do compressors have belt and flywheel guardsinstalled? (Refer to TM 55-1500-204-25/1.)Are air compressors inspected daily? Arethey drained at least twice daily if they are

operated in extreme moist conditions?(Refer to TM 55-150204-25/1.)Is a hydrostatic test completed annually onair compressors? Is the tank stenciled withthe date the test was completed? (Refer toTB 43-0151.)Are periodic inspections of 10- and 100-hourintervals accomplished on compressor andcarrying case assemblies? (Refer to TM 55-1500-204-25/1.)Is the high-pressure air pump in proper operat-ing condition? (Refer to TM 55-1500-204-25/1.)Are aircraft jacks stenciled with the maximumlifting capacity? (Refer to TB 43-0142 andTM 55-1500-204-25/1.)Are the jacks periodically disassembled,cleaned, inspected, and reassembled whenreplacing defective rubber packings? (Referto TM 55-1500-204-25/1.)Are daily inspections performed if engine- ormotor-driven hydraulic test stands are useddaily? (Refer to TM 55-1500-204-25/1.)Is preventive maintenance performed on thehydraulic test stands? (Refer to TM 55-1500-204-25/1.)Do grease guns have the type of lubricantidentified? Are identification tags protectedfrom deterioration and obliteration bygrease? Are they securely attached to thegrease gun? (Refer to TM 55-1500-204-25/1.)Is the electrical wiring insulation on the por-table lighting equipment defective or frayed?(Refer to TM 55-1500-204-25/1.)

Hand Tools and Equipment

Are racks, shelves, or toolboxes provided fortools not in use?Are precautions taken to prevent tools fromdropping or falling from ladders, scaffolds,platforms, or other elevations?Are tools frequently inspected by responsiblepersonnel? Are defective tools turned in forrepair or salvage?Are tools with sharp cutting edges carried inprotective covers?

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Are power tools equipped with guards? Areelectrical contacts enclosed? Is wiring wellinsulated and grounded?Are exposed sharp edges smoothed downwhen work is completed?Are ladders used rather than improvised lad-ders, such as packing cases or barrels?Are parts and items removed from the air-craft stowed out of the way or marked so theyare visible day or night?Are tools stored so that sharp edges do notprotrude?Are electrical tools used inside the aircraft?Are nuts and bolts torqued as specified in theappropriate technical manual?Are items stored in the tool crib cleaned andlubricated to prevent rust? Are they withinthe calibration due date if calibration is re-quired? (Refer to TB 43-180.)Are grease guns labeled with contents?

Welding Equipment

During welding or cutting operations, is cau-tion observed to prevent sparks from startingfires? Is a fire extinguisher available?Are safety goggles provided for operatorsusing oxyacetylene equipment?

During electric welding operations, is the op-erator wearing a face shield or helmet withshaded falter glass, protective sleeves, gloves,and apron? Are welding operations screenedoff when other personnel are in the vicinity?

General Housekeeping

Are covered, fire-resistant rubbish cans usedin work areas?Are self-closing covered metal waste cansconveniently located to dispose of oil rags andwaste?Are volatile flammable liquids used for wash-ing or cleaning parts? Are they stored in opencontainers? Are working quantities of suchliquids confined to approved containers?Is dripping or spilling of oil prevented? Aredrip pans or other suitable means provided tocollect excess oil?Are conspicuously marked fire extinguishersof the appropriate type provided in arma-ment, maintenance, and training areas?Are all fire extinguishers properly charged,periodically tested, and ready for instant use?Are all unit personnel trained to use fire-extinguishers?

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APPENDIX F

AIRCRAFT RECOVERY AND BATTLE DAMAGE ASSESSMENT

AIRCRAFT RECOVERYEquipment supporting combat operations is normallyrepaired forward as rapidly as possible; however, some-times this is not possible. Commanders must plan forrecovery operations in cases where aircraft are notrepairable in the operations area. When damagesexceed the immediate repair capabilities of mainte-nance units, including BDAR procedures, the air-craft must be recovered.Aircraft recovery operations move inoperable air-craft from the battlefield to a maintenance collectionpoint (MCP) or maintenance unit location. Aircraftthat cannot be repaired for self-powered recoveryfrom the down site are moved directly to the firstappropriate MCP or maintenance activity by anotheraircraft or surface vehicle. In contrast to aircraftrecovery, aircraft evacuation is the movement of aninoperable aircraft between maintenance points to ahigher echelon of maintenance. This normally occurswhen, in consideration of METT-T, necessary repairsto aircraft are beyond the capability of the lowerechelon of maintenance.FM 1-513 provides detailed procedures for prepar-ing and performing aerial recovery operations forspecific aircraft.FM 1-103 provides doctrinal guidance for command-ers and staff, for corps through maneuver battalion.Included are the Army’s requirements, procedures,and command and control tasks involved in planning,coordinating, and executing the airspace controlfunction.Aircraft recovery is the responsibility of the opera-tional aviation unit, using its AVUM element withinthe limits of its organic lift capability. SupportingAVIM units provide backup recovery support whenrecovery is beyond the AVUM team’s capability.Successful recovery operations require a highly coor-dinated effort between the owning organization, itsAVIM support, the ground element in whose area therecovery will take place, and any organization thatmay provide aircraft or vehicle assets to complete therecovery. Overall control of the recovery rests withthe TOC of the aviation brigade.

Recovery operations and, to a lesser degree, mainte-nance evacuations, are easily detected and subject toattack by enemy forces, regardless of combat inten-sity.Command, control, and coordination to support air-craft recovery operations are planned in advancewithin the context of the size of the force and thedensity of recovery assets at the disposal of com-manders. Aircraft recovery procedures are includedin unit SOPs, contingency plans, operation orders,and air mission briefings.Recovery operations in the NBC environment posespecial risks to personnel which can be minimizedthrough the wearing of protective clothing by therecovering crew at the scene of the disabled aircraft.Also, the receiving crew at the maintenance siteshould wear protective clothing because of possiblecontamination of the disabled aircraft, the recoveringaircraft, and rigging sets.Night recovery operations increase hazards and theneed for security. Increased risk must be weighedagainst the urgency considering time, weather, andthe tactical situation.Recovery TeamEach AVUM organization will prepare for aircraftrecovery contingencies by designating an aircraft re-covery team. The team is dispatched to downed air-craft sites as the situation requires and as the intensityof the conflict allows. Capabilities and decisions forrecovery missions on the hostile side of the FLOTdiffer considerably from those on the friendly side.The recovery team consists of maintenance person-nel, a maintenance test pilot, an aircraft assessor, anda technical inspector. All will be trained to prepareaircraft for recovery. The team chief ensures thatappropriate rigging and recovery equipment is keptready for quick-notice recovery missions. The team’ssize and composition depend on the type and size ofdisabled aircraft, type of recovery aircraft or vehicle,and length of time the recovery area will be accessi-ble. At times dictated by local circumstances, oneteam may function as both the BDAR team and therecovery team, performing both functions.

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Recovery MethodIf a downed aircraft cannot be flown out under its ownpower, the recovery team assumes the mission andimplements the best method of recovery– surface orair.SurfaceSurface recovery and evacuation uses ground equip-ment and wheeled vehicles to move disabled aircraftto an MCP or maintenance facility. Planning a sur-face recovery follows these logical steps:

Evaluate the downed aircraft.Decide the equipment and transportationneeded to recover it.Perform a thorough reconnaissance and eval-uate available ground routes to and from therecovery site.

Then expand these steps to include characteristics ofthe recovery site and special tactical considerations;for example—–

Likely enemy avenues of approach.Minefields and actions to minimize the dan-ger of booby traps in downed aircraft.Tactical cover.Need for troop or aerial escort to protectagainst ambush.

Advantages. Surface recovery restricts the enemy’sability to detect movement of recovery assets to an arearelatively close to the movement routes. It can be usedwhen weather conditions prohibit flight. Also, thethreat of total loss of the aircraft during transportbecause of recovery equipment malfunction is low.Disadvantages. Surface recovery may tie up route secu-rity assets badly needed elsewhere. The time needed forsurface recovery is much greater than for aerial recov-ery. Recovery personnel and equipment assets are tiedup for long periods. This relatively high exposure timeon the battlefield with slow-moving equipment in-creases the threat. Also, a significant amount of aircraftdisassembly or modification is often required to adaptthe aircraft to surface travel; for example, the shorten-ing of height dimensions to accommodate overheadroad clearances or the fabricating of extensions fortrailers because the aircraft wheelbase is too wide.Ground routes must be accessible, and meticulous

reconnaissance of the route is required. Loadingprocedures and travel on rough terrain can causefurther damage to the aircraft.AerialAerial recovery involves attaching the aircraft to suit-able airlift recovery equipment, connecting it to thelifting helicopter, and flying it to the MCP or mainte-nance area. Again, planning for this type of recoveryentails thorough analysis of the recovery site and thethreat associated with relatively slow air movementover a battlefield. Medium-lift helicopters will berequired for heavier-type aircraft aerial recoveries.Advantages. Aerial recovery reduces the time recov-ery assets are tied up and exposed to the battlefield.Route reconnaissance and security escort require-ments are considered less, as is the need for aircraftdisassembly. Recovery site accessibility require-ments are not as rigid. The distance from whichrecovery assets may be obtained is much greater.Disadvantages. The possibility exists for completeloss of aircraft through failure of recovery equip-ment. Although exposure time is less, the distance fromwhich recovery activities are detectable is much greater.Loss of recovery assets through enemy action will moreseverely degrade total force fighting capabilities. Thisis due to the multiuse value and relative low density ofairlift helicopters, particularly medium-lift helicopters,compared to ground recovery vehicles.OUTLINE FOR AIRCRAFT RECOVERY ANDEVACUATION(Head the SOP with the names of the organizationand the station, the date, and the SOP number.)PurposeResponsibilities

Owning unit (AVUM)- Commander- Maintenance officer- Recovery team- BDAR teamSupporting unit (AVIM)

Training RequirementsRecovery OperationsSafety Considerations

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BATTLE DAMAGE ASSESSMENT AND REPAIR(BDAR)During combat operations, situations arise that makeexpediting normal maintenance procedures impera-tive. In such cases, the unit commander will authorizethe use of BDAR procedures. BDAR is an AVUM-level responsibility, with backup from supportingAVIM units. The concept uses specialized assess-ment criteria, repair kits, and trained personnel. Itmodifies peacetime aircraft maintenance standardsto safely return damaged aircraft to battle as soon aspossible. Often, such return-to-battle repairs will betemporary, necessitating future permanent follow-upactions when the tactical situation permits. TheBDAR system is designed to multiply force capabilityin a combat environment by augmenting the existingpeacetime maintenance system.The following discussion defines BDAR require-ments and procedures at the AVUM level. Similaractions apply to AVIM BDAR teams when used asbackup support.Team Composition and MaterielsThe BDAR team is formed from AVUM platoonassets. A typical team includes a trained inspectorfor damage assessment, two or three repairers(MOS 67/68), and a maintenance test pilot. Theactual composition of a team given a specific BDARmission depends on the type and extent of mainte-nance work anticipated.The team will use BDAR manuals containing revisedaircraft damage assessment criteria and repair pro-cedures. These manuals are formally processed andvalidated publications for use in combat environ-ments only, as authorized by the unit commander.Each type of aircraft has its own BDAR manuals thatprovide—

Combat damage inspection and assessmenttechniques.Combat area maintenance serviceability anddeferrability criteria.Cannibalization techniques that permitquick, efficient removal of critical compo-nents and structures from unrepairable andnonrecoverable aircraft.

The BDAR team will be provided with speciallydesigned combat repair kits for repairing major

aircraft systems. With the tools and materials in thesekits, team members can make quick, temporarycombat-damage repairs. Kits are man-portable(suitcase-sized).ProceduresWhen an aircraft is forced down, the aircraft com-mander, or one of his crew, will use the aircraft radio(if operable and the tactical situation permits) tonotify the parent AVUM commander of the problemand request BDAR assistance. This information mayhave to be relayed through other aircraft operatingin the area as time and security allow. The crew takesthe first step in the assessment process by providingthe AVUM commander with key critical informationon the problem. The information should include-

Location of down site.Assessment of site security.Adaptability of the site, including existingweather conditions, for the insertion of aBDAR team.An evaluation of aircraft damage, to the ex-tent possible, so that needed BDAR person-nel, equipment, and parts requirements canbe estimated.Information on crew and passenger conditionto determine their capability to assist in re-pairing the damage. For example, the aircraftcommander may be able to fly the aircraft out,eliminating the need for an aviator on theBDAR team.

Initial InspectionThe AVUM unit commander authorizes dispatch(normally airlift) of a BDAR team with manuals,repair kits, materials, and repair parts to the site.The team’s initial on-site inspection determines theactual extent of damage. It also provides informationneeded to determine which of the following alterna-tives apply:

Clear the aircraft for immediate return tobattle, deferring any damage repairs to a latertime.Make permanent repairs, returning the air-craft to a completely serviceable condition.Make temporary repairs that will allow safereturn of the aircraft to meet immediate battle

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needs, deferring higher-standard permanentrepairs to a later time.Repair the aircraft to allow a onetime flightback to a more secure and better resourcedMCP or maintenance area.Rig aircraft for aerial recovery and make nec-essary recovery arrangements (repair not fea-sible at repair site).Cannibalize critical components and aban-don or destroy aircraft (repair or recovery notfeasible). The decision to destroy an aircraftwill be based on the possibility of an aban-doned aircraft failing into enemy hands.

Assessor

the location of the damaged aircraft relative to thebattlefield and the extent of the threat. Modern airdefense threats may make aerial recovery in forwardareas of the battlefield an impractical or unaccept-ably high risk. The ability to determine rapidly that aonetime flight is feasible or that a quick-fix repair ispossible is important. It may prevent a situationwhere the aircraft would otherwise be destroyed (inplace) to prevent capture by, or compromise to, theenemy. Once the battle subsides, maintenance deci-sions are based on standard operational maintenancepractices. It must be emphasized that deferment ofmaintenance tasks is a “fly now, pay later” concept.Postponing maintenance, where feasible, will providethe combat commander with increased availabilityfor short periods only.

A trained assessor will assess aircraft battle damage.One of the assessor’s primary tasks is to determine

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APPENDIX G

SPECIAL EQUIPMENT PACKAGES

The evolution of technology shifted with the intro-duction of the AH-64A, CH-47D, OH-58D, andUH-60A aircraft. With the mission, design, and se-ries (MDS) aircraft comes a fundamental change inthe way missions are planned and managed.Among items used for day-to-day operations arecomposites; digital tight control computers; superhigh-speed data bus and avionics interface units;aircraft survivability equipment systems; and wide-field-of-view, helmet-mounted display systems.Their broad-based application has eliminated manytechnical barriers to flexible and distributed arrange-ments. Responsive MDS aircraft now have import-ance equal to or greater than inspection or repairtraining. For examples of hook-on special equipmentpackages, see Figure G-1.

EXTERNAL STORES SUPPORT SYSTEMThe external stores support system (ESSS) for theUH-60 consists of airframe-fixed provisions, whichare incorporated into the airframe, and a removableexternal stores support system. The ESSS is made upof a horizontal stores support (HSS), two supportstruts, and two vertical stores pylons (VSP) on each

side of the aircraft. The ESSS contains provisionsfor a stores jettison control panel and an auxil-iary fuel management panel (AFMP) for operat-ing the external extended range fuel system (ERFS).The AH-64 has a plumbing system mounted in the aftfairing of each wing which makes it ERFS compatible.230-GALLON FUEL TANKThis system is an externally mounted, pressure-fed fueltank. The tank, which weighs approximately 135 pounds,has a fuel capacity of between 230 and 235 gallons.Provisions are for open-port refueling only. The fuel tankis compatible with, and capable of being jettisoned from,the BRU-22 ejector rack. While being ballistically toler-ant of projectiles up to at least a 14.5mm armor-piercingincendiary (API), the tanks are not self-sealing.AIRBORNE TARGET HANDOFF SYSTEMThe processor-interface unit is commonly known asthe airborne target handoff system (ATHS). It pro-vides the aerial scout and advanced attack helicop-ters with the capability to process messages necessaryfor indirect Hellfire missions, general target handoffmissions, and airborne attack command and control.HELLFIRE WEAPON SYSTEMThe Hellfire modular missile system is a helicopter-launched missile equipped with a terminal homingseeker. A shaped-charged warhead, launcher supportequipment, and test equipment, tactical shipping andstorage containers, and training equipment are also in-cluded. The missile configuration has growth capabilityfor additional modular-seeker heads (RF/IR and IR).XM139 MINE DISPENSER (VOLCANO)The Volcano is a rapid deployment system forlaunching a mixture of antitank and antipersonnelmines (up to 960 mines) from 5-ton wheeled tacticalvehicles and UH-60 helicopters. The system consistsof the XM139 dispenser, mounting hardware kit (oneair system kit: LIN Z67980, or one ground system: LINZ45341, for use on ground and air), canister mineXM87 (expendable module containing gator-type,five each AT and one each AP, mines) and/XM88(expels dummy mines).

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CH-47 HELICOPTER INTERNAL CARGO-HANDLING SYSTEMThe CH-47 helicopter internal cargo-handling sys-tem (HICHS) is a cargo-handling system consistingof the following components:

Ramp extension, which allows cargo to beloaded by cargo-handling equipment.Ramp rollers.Cabin floor roller.

Cargo is restrained with tie-down straps or, in thecase of 463L pallets, locks, or rails. The HICHS willallow rapid loading and unloading and restraint ofstandard NATO (94 inch x 48 inch) cargo, US AirForce 463L pallets, and break-bulk cargo, thus en-hancing aircraft cargo mission performance.CH-47 EXTENDED RANGE FUEL SYSTEMThe CH-47C/D ERFS is a modular, interconnectablesystem consisting of three 1000-gallon fuel cells withself-contained faltering mechanisms, electrical pump-ing mechanisms, emergency feed system, and defuelingcapability. It can be refueled by gravity (splash fill)refueling, D-1 pressure refueling, and single-pointclosed-circuit refueling. The ERFS is a kit for installa-tion in the CH-47C/D as mission requirements dictate.FLOTATION KIT FOR ARMY HELICOPTERAIRCREW MEMBER/PASSENGER

electronics module and dispenser control panel). Itis designed to dispense either M206 decoy flares orM-1 chaff from US Army helicopters and freed-wingaircraft. The system provides effective survival coun-termeasures against radar-guided weapon systemsand infrared-seeking missile threats. The M130 dis-penser system has the capability of dispensing flares(30 each) or chaff (30 each).AIR-TO-AIR STINGERThe air-to-air Stinger (ATAS) is a weapon systemdeveloped initially for selected Army OH-58C(round glass) and all OH-58D helicopters. However,it is adaptable to other launch platforms. Dependingon the aircraft, the configuration of the ATASweapon system differs only in the physical size andshape of the control panel, the pilot’s cyclic handgripswitches, and the missile sight subsystem (MSS) in-stallation hardware. The ATAS system supportsStinger missile rounds, and it controls and affectstheir launching in response to command from thehelicopter fire control system.The launcher includes the launcher structure, launcherelectronics, launcher adapter, coolant bottle, and cool-ant system. In addition, the ATAS weapon system in-cludes an MSS and complete aircraft provisions.GLOBAL POSITIONING SYSTEM

This flotation kit consists of an inflatable rubberized The global positioning system is a precision, satellite-based navigation system. This system provides UTMindividual raft, a CO2 bottle for inflation, and a flotation-

kit carrying case that the user wears. The flotation kit is accuracy to 10 meters, latitudinal/longitudinal compat-issued only as a mission-essential item to any aircrew ibility, and standard time reference. Current hand-heldmember/passenger required to fly over water in rotary- equipment can be modified to any MDS. Future sys-wing aircraft. The kit is used according to AR 95-3. terns will integrate this type of navigation technology.

HELICOPTER OXYGEN SYSTEM AIM-1 LASER GUNSIGHT SYSTEM

The helicopter oxygen system (HOS) is a lightweight The AIM-l provides gun aiming point compatible use ofintegral oxygen system designed for quick installation night vision goggles, primarily for use on AH-1 aircraft.and removal. The system consists of an oxygen mask an INLET PARTICLE SEPARATION/ENGINE AIRoxygen tank, a dilute-demand regulator, quantity gauge PARTICLE SEPARATIONhoses, and a simple unit shutoff pressure-reducing IPS/EAPS are available for all MDS for operation invalve. The HOS will be installed on the CH-47, EH-60,OH-58, UH-1, and UH-60 helicopters flying high alti- desert environments.tudes, search and rescue mission and military intelli- BALLISTIC ARMAMENT SUBSYSTEMgence gathering missions. A ballistic blanket made out of Kevlar is available forM130 GENERAL DISPENSER the UH-60. This blanket is installed on the floor ofThe M130 general dispenser consists of a single sys- the cabin and provides protection to 7.62mm.tern (dispenser assembly, payload module assembly,

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APPENDIX H

DEPLOYMENT

The successful deployment of any unit depends heav-ily on the unit’s ability to maintain the fighting force.This appendix is designed to aid the maintenancesection, platoon, company, or battalion in preparingfor and supporting a unit deployment by land, sea, orair. In most cases, a unit deployment can be dividedinto four distinct phases; preparation; movement tothe port of embarkation (POE); actions at the POE;and actions at the port of debarkation (POD). Thefollowing references should be on hand in the unit:

AR 220-10AR 220-10FM 55-9FM 55-12FM 55-30FM 55-65FORSCOM Reg 55-1FORSCOM Reg 55-2TB 55-46-1TM 38-250TM 55-1500-344-23TM 55-1520-400-14

PREPARATIONDuring the preparation phase, the commander andmaintenance personnel should take the following steps:

Review aircraft maintenance/historical re-cords for upcoming services, inspections,component replacement, or deferred mainte-nance that could impact destination mission.Coordinate required support maintenancefor disassembly or assembly of aircraft at thePOE/POD.Identify shortages of all classes of supply,order replenishment, and sustainment needs.Coordinate for priority assistance from TMDEsupport facility for calibration requirements.

Ensure vehicle load plans have space formission-essential equipment; use standard-ized load cards. (See Figure H-1.)Prepare checklist to ensure vehicles are prop-erly prepared for shipment. (See Figure H-2.)Determine transportation requirements be-yond organic capability.Determine requirements and sources forblocking, bracing, and tie-down material.Ensure vehicle operators are assigned andqualified.Overprint DA Form 2408-13-2 (Figure H-3)to guide the disassembly and reassembly ofaircraft to be shipped on Air Force aircraft.This standardizes procedures and expeditesthe work.Prepare buildup kits for each aircraft to beshipped. Identify and have on hand those one-time-use parts and supplies required to placethe aircraft into operational status after beingshipped. Ship the kits with each aircraft.Secure padding and prepare stowage plan(Figure H-4) for components removed fromthe aircraft to facilitate loading.Plan the sequencing of special tools, person-nel, technical inspectors, and test pilots avail-able to reassemble aircraft after shipment.This minimizes aircraft downtime and clearsthe ramp or port for follow-on equipment.Construct ramps to facilitate rolling helicopterson and off Air Force aircraft. (See Figure H-5.)Designate and train load teams. Give eachmember specific duties and responsibilities.(See Figure H-6.)

MOVEMENT TO POEMovement to the air or sea, APOE/SPOE may in-volve a combination of modes. For example, aircraftare usually flown and vehicles, depending on thedistance to the APOE/SPOE, may be driven in

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convoys or shipped via rail. Actions taken during themovement include–

Coordinate support at en route airfields foraircraft flying to the POE. This includes ser-vices for any night maintenance and aviationground support equipment (AGSE) require-ments.Coordinate and assign maintenance contactteams to perform scheduled and unscheduledmaintenance at en route destinations.Identify and package any AGSE, TMDE, site,and repair parts required to accompany con-tact teams.Plan convoy operations. Brief drivers onsafety. Cover convoy speeds, interval, emer-gency procedures, phone numbers, and secu-rity of equipment.Prepare strip maps to POE for all drivers.Station road guides at critical points on theroute.Plan stops en route to check vehicles, refuel,secure loads, and change drivers.Follow convoys with a maintenance vehiclethat has mechanics, tools, parts, and lubri-cants to make emergency repairs en route.Send an aviation maintenance representativewith the advance party to guide vehicles to thestaging area at the POE.

ACTIONS AT POEActions at the POE should be coordinated in ad-vance with the departure airfield control group orseaport transportation officer–

To determine a staging area for vehicles andequipment.To arrange for an aircraft disassembly area.To distribute flyaway kits, component stowageplans, and overprinted DA Forms 2408-13-2 foreach aircraft to be shipped by air.To use organic equipment or obtain supportfor lifting rotors, masts, and so forth.To prepare vehicles for shipment. Use lowprofile. Leave keys in ignition or secured tosteering column. Gas tanks should be IAWthe transporting agencies’ instructions.

ACTIONS AT PODActions at the port of debarkation usually include thefollowing:

Send advance party on the first sortie. Sendunit representative to coordinate with the re-ceiving aerial or seaport.Unload equipment and establish staging area.Establish maintenance operation to reassem-ble aircraft and to control equipment andpersonnel.Coordinate for a run-up and test flight area.Coordinate refueling of aircraft, vehicles, andequipment.Request assistance from local transportationofficer to arrange for onward movement ofpersonnel and equipment beyond the unit’sorganic capability.Prepare to clear the ramp or seaport andmove to the employment area. Take similarsteps when moving to the POE.Inspect aircraft shipped on sea vessels for saltwater corrosion and wash with fresh water assoon as possible.

SELF-DEPLOYMENTSelf-deployment of aviation assets requires extendedmaintenance efforts in both preparation and execu-tion. To better support the self-deployment, mainte-nance operations should consider and plan for thefollowing:

Not all of the unit’s aircraft maybe deployed.The aircraft that remain may continue to per-form required missions at home station andwill require normal maintenance. In this case,support may be required to meet both thedeploying and home station unit’s missions.Some component TBO hours and aircraftflight hours may be reduced as a result ofinstalling extended range fuel systems or ex-ceeding maximum allowable gross weight.Maintenance personnel may be required toperform primary duties as mechanics, com-ponent repairers, supply technicians, and in-spectors as well as additional duties as doorgunners. Maintenance test pilots may be

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required to perform operational missions andtest pilot flight duties.Support services may not be established in thetheater of operations for several weeks. Suffi-cient amounts of required classes of supplies,adequate TMDE, AGSE, special tools, and self- deploying. Contract, depot, or other sup-repair parts may not be immediately avail- port maintenance may be required to accom-able. plish these MWOs.

Aircraft may be transferred to and from thedeploying unit with different transfer criteriathan that established in TM 55-1500-328-23.Special navigation kits and aircraft modifica-tions may be required prior to the aircraft

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APPENDIX I

AVIATION MAINTENANCE COMMANDER’S CHECKLIST

MAINTENANCE MANAGEMENT1. Does the unit have an adequate MTOE/MTDA forits mission? (DA Staffing Guide.)2. Are all authorized positions tilled with qualifiedpersonnel? (AR 750-1.)3. Are there adequate SOPs covering all aspects ofthe unit’s function and mission? (AR 385-95.)4. Are all personnel aware of and complying with unitSOP? (AR 385-95.)5. Are the following duties and positions designatedin writing and current –

a. Technical inspectors. (DA Pam 738-751,FM 1-500.)

b. Weight and balance technician. (AR 95-3.)c. Oil analysis monitor. (AR 750-1, TB 43-0106.)d. Safety officer (or director) and safety NCO.

(AR 385-95.)e. Test pilot. (TM 1-1500-328-23.)f. Fire marshal and assistant fire marshal.

(AR 420-90.)g. Controlled exchange authority. (FM 1-500,

AR 750-1.)h. FOD officer. (AR 385-95.)i. Corrosion-preventive control (CPC) officer.

(TM 1-1500-328-23.)6. Are there frequent technical assistance or mainte-nance assistance instruction team visits to subordi-nate units? (FM 1-500.)7. Are personnel properly assigned in their primaryor secondary MOS? (AR 611-201.)8. Are unqualified or inexperienced personnel re-ceiving properly planned and documented on-the-job training? (FM 1-500.)9. Is there an aviation safety bulletin board in themaintenance area? (TM 55-1500-204-25/1.)

10. Does the shop officer emphasize accidentavoidance measures in maintenance operations?(AR 385-95, FM 1-500.)11. Is there an operation hazards program in effectto encourage reporting of hazards, near accidents,unsafe shop practices, and so forth? (AR 385-95.)12. Are supervisors aware of proper procedures forsecuring parts analyses for accident investigationpurposes? (DA Pam 385-95.)13. Are weight and balance records complete, cur-rent, and properly maintained? (TM 55-1500-342-23,AR 95-3.)14. Are controls established to preclude unautho-rized cannibalization and controlled exchange?(AR 750-1.)15. Are personnel aware of radioactive hazards andmaterials associated with aircraft repair?QUALITY ASSURANCE1. Forms and records–

a. Are aircraft maintenance and flight forms andrecords properly filled out and filed? (DA Pam 738-751,local SOP FM 1-500.)

b. Are aircraft forms and records screened toensure that all work accomplished is reflected onforms and records? (Appropriate phase book, pre-ventive maintenance checklist, DA Form 2408-13-1,-2, -3.)

c. Are all DA Forms 2408-13 retained in a main-tenance organizational file for 6 months and thendestroyed? (DA Pam 738-751.)

d. Are DA Forms 2408-16 (Aircraft ComponentHistorical Record) checked carefully for accuracy toprevent overflying the replacement times for aircraftcomponents and subcomponents? (DA Pam 738-751.)

(1) Are TBO charts or appropriate computer-ized equipment used to keep track of componentreplacement time? (FM 1-500.)

(2) Are TBO charts kept current? (FM 1-500.)

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e. Does DA Form 1352-1 (Daily Aircraft StatusReport) reflect the actual current status? (AR 700-138;)2. Does the unit maintain a safety-of-flight TWX file?(FM 1-500.)3. Calibration equipment and records-

a. Is equipment calibrated in the specified timeintervals and is it properly stored? (TB 43-180,TB 750-25, AR 750-43.)

b. Are calibration records maintained by the unitand support activity? (TB 750-25.)4. Are all assigned aircraft under the Army Oil Anal-ysis Program? (AR 750-1, TB 43-0106.) Is the pro-gram functioning according to appropriateregulations and directives?5. Are safety inspection and testing of lifting devicesbeing monitored? (TB 43-0142.)

a. Are forms and records maintained? (TB 43-0142.)b. Are items properly marked with load rating,

next periodic inspection date, and internal load test?(TB 43-0142.)6. Does the unit actively participate in the submissionof quality deficiency reports (QDR) and equipmentimprovement recommendations (EIR) using Stan-dard Form 368 (Product Quality Deficiency Re-port)? (DA Pam 738-751.)7. Are aircraft inspected according to establishedaircraft maintenance procedures within required in-spection intervals? (TM 1-1500-328-23.)8. Do quality control personnel conduct in-progressinspections of products to assure reliability of com-plete assembly? (FM 1-500.)9. Are work area and hangar safety inspections beingconducted by quality control personnel periodicallyper FM 1-500? (FM 1-500.)10. Publications–

a. Are aircraft maintenance publications current,available, and used? (DA Pam 25-30, FM 1-500.)

(1) Do aircraft maintenance areas have the ap-propriate quantities of applicable manuals for as-signed work?

(2) Are DA Form 12-series forms available andup-to-date?

(3) Are appropriate publications used at alltimes when working on aircraft? (AR 385-95.)

(4) Are required publications carried aboardeach aircraft? (AR 95-1.)

b. Is there a policy requiring quality control andmaintenance personnel to familiarize themselveswith publications, using a technical data familiar-ization chart or by initialing the technical manual?(FM 1-500.)MAINTENANCE WORK AREA1. Supervision–

a. Do maintenance supervisors ensure that ac-cident prevention measures are included in themaintenance annex to the unit SOP and that theyare complied with in all maintenance operations?(FM 1-500.)

b. Do personnel using power tools (drills, grind-ers, lathes, torches, and so forth) wear protectiveclothing and equipment (PCE)? (AR 385-10,OSHA.)2. Shop/hangar safety markings. Are proper color-coded signs posted in hazardous areas? (AR 385-30.)3. Fire prevention–

a. Are smoking and no-smoking areas designated,and are no-smoking signs posted? (TM 55-1500-24)4-25/1.)

b. Are the required number and types of fireextinguishers available in the shops and hangar?(TM 55-1500-204-25/1.)

c. Are shop and hangar fire extinguishers in-spected as required? (TM 55-1500-204-25/1.)

d. Are shop and hangar personnel trained in theuse of fire-fighting equipment? (FM 1-500.)

e. Are there enough grounding points to ade-quately support the unit’s aircraft parking areas andmaintenance facility? (FM 10-68.)

f. Is the entire grounding system for which the unitis responsible inspected annually? (FM 10-68.)

g. Are all ground rods for which the unit is respon-sible tested every 2 years or when there is a possibilityof mechanical damage? (FM 10-68.)

h. Does the unit keep a log that identities each rodthe date tested, and the reading in ohms? (FM 10-68.)

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4. Foreign object damage prevention-a. Is the FOD prevention annex to the unit SOP

adequate? (AR 385-95.)b. Is a specified time established for policing air-

craft parking areas, run-up areas, exhaust areas, run-ways, and taxiways? Is the policing done asestablished? (TM 55-1500-204-25/1, AR 385-95.)

c. Are there enough FOD receptacles in all workareas for trash, ferrous and nonferrous scrap, safetywire, and so forth? (TM 55-1500-204-25/1, FM 1-500,AR 385-95.)

d. Is a checklist of all maintenance areas com-pleted? (AR 385-95.)5. General maintenance practices. Are parts anditems that have been removed from aircraft properlymarked and stored? (DA Pam 738-751, FM 1-500.)6. Housekeeping–

a. Are shops and hangars kept clean and free ofgrease and oil on floors? (FM 1-500.)

b. Are shops, shop sets, and hangars well arrangedand uncluttered? (FM 1-500.)

c. Are clean-up periods established and followed?FM 1-500.)7. Use of oxygen. Are oxygen gaseous cylindersstored in a separate location away from aircraft ser-vicing and maintenance areas of aircraft hangars?(Exception is cylinders scheduled to be installed inaircraft.) (NFPA Std 410.)8. Ground support equipment-

a. Are equipment and vehicle operators properlytrained and thoroughly familiar with the operation,handling, care, and maintenance of equipment andvehicles? (AR 60055, AR 385-95, FM 1-500.)

b. Are vehicle operators properly licensed?(AR 600-55.)

c. Are ground support equipment (APU, gen-erator) operators properly licensed? (TB 600-1,TM 55-1500-204-25/1.)

d. Are maintenance and operator manuals lo-cated with the equipment? (TM 55-1500-204-25/1,FM 1-500.)

e. Are maintenance records kept on equipment?(DA Pares 738-750 and 738-751.)

f. Is ground-handliig equipment reflectorized?(TM 55-1500-204-25/1.)

g. Is all GRE under a 180-day corrosion-preventivecontrol program? (TB 1-1500-328-23, Section X.)9. Maintenance paint shop–

a. Are more paint and dope stored in the paintshop than will be used during one work shift? (FM1-500, TM 55-1500-204-25/1.)

b. Are fire extinguisher provided throughout theshop area? (FM 1-500, TM 55-1500-204-25/1, DAPam 385-1, OSHA.)

c. Is all electrical equipment in the paint shopexplosion-proof? (FM 1-500.)

d. Are smoking restrictions posted and enforced?(TM 55-1500-204-25/1.)

e. Are flammable liquid containers marked?(AR 385-30.)BATTERY SHOP MAINTENANCE1. Does the battery shop have an operational SOP?(TB 385-4.)2. Are facilities provided for flushing and neutraliz-ing spilled electrolyte? (OSHA Std 1910.178[g][2].)3. Are arc-proof switches installed? (OSHA Std1910.178[g][11].)4. Training–

a. Are battery maintenance personnel formallytrained (MOS 68F) in the care of nickel-cadmiumbatteries? (FM 1-500.)

b. Are battery maintenance personnel thoroughlytrained in charging, discharging, and testing proce-dures? (TM 11-6140-203-14-2, TB 385-4.) -

5. Equipment. Are the following safety items avail-able in or near the battery shop and used whenneeded:

a. Eyewash or shower within 25 feet of the workarea? (FM 1-500, OSHA Std 1926.403[a][6].)

b. Correct fire extinguisher? (FM 1-500, TB 385-4.)c. Aprons, rubber gloves, and face shield or

goggles (all provided as part of tool kit, TK 90/16)?(TM 11-6140-230-14-2, TB 385-4.)

d. A safety bulletin board with all required itemsposted in accordance with TB 385-4? (FM 1-500.)

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6. Ventilation–a. Is the battery-charging area adequately venti-

lated to prevent accumulation of explosive gases?(NFC 410-8, TM 11-6140-203-14-2.)

b. Does mechanical ventilation (when required)conform to the type approved for use in Class 1,Group B, hazardous locations as defined in NEC 500and 513? (NFC 410-8.)

c. Do exhaust ducts lead directly to the outside,above roof level, where fumes cannot accumulate?(NFC 410-8.)7. How have the commander, safety officer, and su-pervisory personnel ensured the following:

a. Tools and other conductive materials are storedor placed where they cannot fall into batteries, caus-ing a short circuit and hydrogen ignition. (OSHA Std1910.178 [g][1]), FM 1-500, TB 385-4.)

b. All shop personnel remove all jewelry whileworking with batteries. (NFC 410-8, FM 1-500.)

c. Necessary inspections, cleaning, and repairs areaccomplished before charging, (FM 1-500.)

d. Charging equipment is energized after the bat-tery has been connected to the circuit. (TM 11-6140-203-14-1.)

e. Water or electrolyte is added to the battery onlywhen fully charged and stabilized for at least 30minutes. (TM 11-6140-203-14-2.)

f. Nonseal batteries are located in enclosures withoutside vents or in well ventilated rooms and ar-ranged to prevent the escape of fumes, gases, orelectrolyte spray into other areas. (OSHA Std1926.403[a][2].)

g. Lead-acid batteries are stored separately fromnickel-cadmium batteries. (TM 11-6140-203-14-2.)

h. Acids are properly stored.i. Cell shorting straps are used to completely dis-

charge cells to 0 volts. (TM 11-6140-203-14-2.)j. Maintenance personnel monitor the voltage of

individual cells at regular intervals during charge anddischarge cycles. (FM 1-500, TM 11-6140-203-14-2.)

k. Discharge times are strictly followed duringbattery capacity tests. (TM 11-6140-203-14-2,FM 1-500.)

8. Are materiel safety data sheets (MSDS) posted?(AR 700-141.)AVIONICS/ELECTRICAL1. Does the unit have an adequate avionics mainte-nance SOP? (TB 385-4.)2. Training–

a. Does the unit have a training program to edu-cate personnel in safety procedures and lifesavingtechniques appropriate to the work being per-formed? (AR 385-10.)

b. Have electrical MOSs completed initial train-ing in CPR with annual refresher updates annotatedby installation safety officer?3. Test equipment –

a. Are calibration requirements for test equip-ment kept up-to-date? (TB 750-25.)

b. Is all test equipment properly grounded?(TB 385-4.)4. How does the commander ensure knowledge ofand compliance with the following–

a. A mounted safety board is present in the shop.(TB 385-4.)

b. Rubber floor mats or similar insulating mate-rials are provided for repair positions. (TB 385-4,FM 1-500.)

c. All power attachment plugs and connectors areserviceable with no exposed current-carrying partsexcept the prongs. (OSHA Std 1910.305, FM 1-500.)

d. All physical and ligh-voltage hazards havebeen identified and marked according to AR 385-30.(FM 1-500.)5. Is the Operational Readiness Float Program estab-lished and maintained? (AR 750-1.)6. Are unserviceable and nonrepairable items beingturned in promptly? (AR 750-1.)7. Are technical inspections of repairable equipmentbeing accomplished? (FM 1-500.)8. Are necessary technical publications on hand andcurrent? (DA Pam 25-30, FM 1-500.)TECHNICAL SUPPLY1. Is the unit required to maintain a prescribed loadlist (PLL)? (DA Pam 710-2-1.)

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a. Is the PLL properly computed and current? 4. Does the stockage location of each RX item(DA Pam 710-2-1.) coincide with the location listed on the title insert

b. Are PLL items replenished as used? (DA Pam (DA Form 3318)? (DA Pam 710-2-1.)710-2-1.) 5. Are supplies in open storage preserved to with-2. Is the unit’s authorized stockage list (ASL) current stand exposure to elements? (DOD 4145.19-R-1.)(reviewed within the last 6 months)? (AR 710-2.) 6. When covering supplies (stored outside) with tar-3. Are the document register and other documents paulins or other such materials, is a 12- to 18-inchcurrent and posted correctly? (DA Pam 710-2-1.) clearance maintained between the bottom of the cov-

ering and the ground? (DOD 4145.19-R-1.)

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APPENDIX J

COMMUNICATIONS NETS

This appendix contains external and internal com- personnel who have an impact on aviation logisticsmunications nets in which aviation logisticians and participate.

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APPENDIX K

CALIBRATION

MANAGEMENT AND CONTROLAR 750-43 assigns Armywide management commandand control of the US Army TMDE Calibration andRepair Support (C&RS) Program to HQ, AMC, ex-cept for the ARNG. In turn, US Army TMDE supportgroup (USATSG) (through AMC) is assigned tech-nical control of the DA TMDE C&RS program. Ithas command and control of all calibration and re-pair centers (CRC). The National Guard Bureau isassigned management, command, and control overthe ARNG maintenance companies (TMDE). It alsocontrols calibration facilities at combined supportmaintenance shops.TRACEABILITY OF MEASUREMENTACCURACYThe DA TMDE C&RS program makes sure thatmeasurement accuracies are traceable from owneror user instrumentation through the Army system tothe National Institute of Standards and Technology(NIST) or fundamental physical constants. The USArmy Primary Standards Laboratory (USAPSL) (anorganizational element of USATSG) and CRCs areestablished to provide calibration and repair supportfor US Army instrumentation. They assure the accu-rate transfer of measurements within the Army. Cal-ibration service traceable to NBS is provided by thefollowing:

The USAPSL or primary level receives cali-bration service from NIST for selected USArmy primary reference standards. TheUSAPSL provides calibration and repair ser-vice for selected calibration standards in sub-ordinate calibration laboratories and forTMDE which requires the USAPSL level ofaccuracy. All standards requiring NBS sup-port must be coordinated with USAPSL,AMXTM-S, Redstone Arsenal, AL 35898-5400.Area Calibration Laboratories (ACL) orsecondary (S) level receives calibration andrepair service from the USAPSL for se-lected measurement standards in each mea-surement parameter and calibrate all lines

accuracy standards within the ACL. TheACL provides calibration and repair servicefor selected measurement standards and in-struments of area TMDE support teams(ATST) tertiary or (T) level and other cus-tomers that are identified in TB 43-180 asrequiring ACL support. The ACL may alsoprovide calibration and repair service formeasurement standards and instruments notlisted in TB 43-180 that the ATSTs do nothave the capability to support.Owner/user receiving calibration and repairservices from its supporting ATST for TM-DEidentified in TB 43-180 as requiring ATSTcalibration and repair support. DS/GS/AVIMunits provide calibration and repair servicefor TMDE support program (TMDE-SP)identified in TB 43-180 as requiringDS/GS/AVIM unit calibration and repair.

SUPPORT OF TMDECalibration and repair support requirements of in-struments used in support of US Army materiel willbe listed in TB 43-180. The calibration procedureslisted in TB 43-180 are DOD-or USATSG-approvedprocedures and shall be used. The approved mainte-nance manual is also listed in TB 43-180.TMDE designated in TB 43-180 as requiring ATSTsupport must be transported to the location wherethe ATST is scheduled to provide calibration andrepair services. When justified by sufficient workload or when the size or construction of the TMDEprecludes movement, the ATST will be dispatched tothe TMDE owner/user site. When an ATST is notcapable of providing a calibration or repair service,the TMDE will be evacuated as directed by the cali-bration and repair center. The CRC is responsible forproviding the necessary service and returning therepaired and calibrated TMDE to the owner/user.When service external to the CRC is necessary, ex-cept for warranty TMDE, the CRC will arrange forthe service and assure the return of the TMDE to theowner/user.

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TMDE and/or standards requiring ACL support orUSAPSL support may be transported to the ATSTsor shipped directly to the ACLs or USAPSL.TMDE support requiring manufacturer’s calibrationor repair will be arranged by the supporting activity.If the TMDE is under warranty, the owner/user willarrange for support and send it to the manufacturerfor service.RESPONSIBILITIES OF THE TMDE SUPPORTCOORDINATORFollowing are instructions for TMDE support coor-dinators and an outline of their responsibilities. Thisguidance will acquaint TMDE support coordinatorswith procedures to enable them to monitor theirunits’ implementation of the US Army TMDE sup-port program for compliance with the regulationsand directives.The TMDE support coordinator is the focal point ofcontact and key person for all matters pertaining toTMDE support for the unit. The TMDE supportcoordinator is the principal interface between theTMDE user and the TMDE support organization.The assigned TMDE support coordinator shouldestablish and maintain a good working relationshipwith the TMDE support operation.The TMDE support coordinator–

Serves as the central point of contact for mat-ters concerning TMDE calibration and repairsupport.Develops and implements SOP for identifica-tion, turn-in, and control of TMDE requiringcalibration and repair support.Ensures that hand receipt (HR) holdersbump HRs when changes to TB 43-180 or tosupply catalogues occur.Assures compliance with AR 750-43,TB 750-25, TB 43-180, DA Pam 738-750,command regulations, local SOPs, andthe supporting CRC’s external SOP.Reviews the instrument master record file(IMRF) to ensure that all authorized TMDErequiring calibration or repair support is con-tained therein and that the listed informationis correct. Ensures that the supporting CRCis notified of any changes.Ensures that the supporting CRC is advisedwhen changes, additions, or deletions in the

TMDE inventory occur to make sure that theIMRF is maintained according to TB 750-25.Coordinates with the supporting CRC andthe unit to ensure that the recording sched-uling and reporting system is maintained asprescribed in AR 750-43 and TB 750-25.Monitors the projected items list to makecertain that TMDE is submitted for calibra-tion service according to the published sched-ule. When necessary, arranges for unscheduledcalibration support.Monitors the delinquent items list to deter-mine why TMDE was not submitted for cali-bration as scheduled. Initiates action toobtain calibration service for these delin-quent items.Assures that all organizational maintenancehas been performed on TMDE submitted forsupport and that the TMDE is accompaniedby required accessories and manuals.Highlights delinquent list with appropriateHR holder and commander monthly.Reviews all reports received from supportorganization—

To identify TMDE that was out-of-tolerance,repaired or determined to be unserviceablewhen presented for calibration.To determine if system maintenancechecks previously performed using thisout-of-tolerance TMDE must be re-peated.To advise TMDE owners/users who didnot present their equipment for calibrationaccording to the schedule that correctiveaction must be taken.

Ensures that new items of TMDE not listedin TB 43-180 are reported according to TB43-180 and to Appendix B of TB 750-25.Maintains a record of all items in temporarystorage by nomenclature, model, and serialnumber. Ensures that this equipment is oper-ational and the affixed DA Label 80 has beenoverstamped “calibrate before use” (CBU).Notify the supporting CRC in writing whichTMDE has been placed in storage so thatthese items may be removed from the cy-clic calibration schedule. Ensures that adesignated temporary storage area is es-tablished for storing CBU/void items.

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Constant monitoring of the TMDE inventoryis required to achieve maximum effectiveness.Items that are seldom used should be placedin temporary storage. Items never used shouldbe turned into supply and deleted from theTOE or TDA authorization.

TMDE UsersWhether the unit or installation is large or small, theTMDE support coordinator’s responsibility remainsthe same, that is, assuring that responsive TMDEcalibration and repair support is provided. Theseservices may be rendered by a TMDE support office(TSO), area calibration and repair center (ACRC),installation calibration and repair center (ICRC),DOD support facility, or DS/GS/AVIM support unitfor TMDE-SP.From the same control point, the TMDE supportcoordinator must assure that users identify their cal-ibration and repair needs and then adhere to theschedules and procedures for obtaining the requiredsupport. Enlightening customers concerning thegoals of the TMDE support program and what thissupport means to them is an important task. Essen-tially, the customer should know that cyclic calibra-tion of TMDE provides a high confidence factor inthe integrity and reliability of measurements per-formed. Should the measurement capabilities ofTMDE ever be in doubt, calibration should be re-quested.

Are controls established to assure that

Some organizations may be so large that there shouldbe an alternate TMDE support coordinator or sev-eral unit coordinators assigned to a major missionarea. The primary coordinator needs to assure thatunit coordinators are knowledgeable of program ob-jectives, policies, and procedures and of their re-sponsibilities.The following checklist applies to TMDE users;other checklists in applicable regulations also con-tain questions concerning customer compliance withregulatory requirements:

Have the property book and hand receiptsbeen reviewed to determine calibration andrepair requirements of TMDE?Does TMDE in usc have a current DA Label 80(US Army Calibrated Instrument) or 163 (USArmy Limited or Special Calibration) affixed andcorrectly annotated?

Is TMDE that was provided a limited calibra-tion identified with DA Label 163?Is physical inventory periodically conductedto verify the types and quantities of TMDE onhand that require calibration or repair?Are all TMDE changes, additions, and dele-tions identified to the supporting CRC as theyoccur?Is an operational check performed on itemsbefore they are placed in CBU status, is acorrectly annotated DA Label 80 affixed, andhas the supporting CRC been notified of thestatus change?When TMDE is removed from temporarystorage (CBU), is it submitted for calibrationbefore use?Is the storage area segregated from the workarea?Are projected items lists provided by the sup-porting facility? Are they reviewed and cor-rective action taken?Are delinquent items lists (TMDE not pre-sented for scheduled calibration) reviewedand corrective action taken by HR holder andis commander briefed?

TMDE is not used after expiration of thecalibration due date on the DA Label 80 orDA Label 163?When there is doubt about the accuracy ofTMDE, is action taken to request unsched-uled calibration?Has an operator or organizational mainte-nance program for TMDE been established?Is operator or organizational maintenanceperformed as prescribed by equipment main-tenance manuals?Are preventive maintenance services per-formed on TMDE as listed in the appropriatetechnical publications and are faults recordedon DA Form 2404 (Equipment Inspectionand Maintenance Worksheet)?Is DD Form 314 (Preventive MaintenanceSchedule and Record) maintained at unitlevel for all CNR items of TMDE requiringscheduled periodic preventive maintenanceservices other than calibration?

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Management ReportsIMRF (master list) is distributed monthly to TMDEsupport coordinators. TB 750-25 requires TMDEcalibration and repair support activities to establishand maintain an IMRF. The IMRF for TMDE-SPsupported by DS/GS/AVIM units will also be main-tained by the supporting CRC. The accuracy of thesefiles rests, in part, with the TMDE owner/user who mustinitially provid e accurate information and thereafterreview master lists for accuracy and take correctiveaction when necessary. The TMDE owner/user mustadvise the supporting CRC/DS/GS/AVIM as changes,additions, or deletions in the TMDE inventory occur.The IMRF must contain all TMDE that requiressupport.

Forms and LabelsADA Label 80 or DA Label 163 must be affixed toall calibration standards and TMDE identified inTB 43-180 as requiring calibration. This certifiesthat the instruments have been calibrated to requiredspecifications and indicates support dates. Detailedinstructions for the preparation of these labels are inTB 750-25, Appendix C. Instructions for mainte-nance forms are in DA Pam 738-750. Surveillance ofthe TMDE support program includes a review of formsand labels to ensure uniformity and proper annotation.Policies and questions pertaining to labels and formsused for instruments in storage are specified in Ap-pendix C, TB 750-25, also.

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APPENDIX L

SITE SELECTION

Site selection and shop layout principles remain thesame regardless of the intensity and type of conflict.Conflicts will be fought on a variety of terrain. Theenvironment may range from mountain to desert orfrom urban to rural. Regardless of environment,maintenance managers must be able to apply siteselection principles to the situation, not only to per-form the mission most effectively but also to safe-guard troops. Whenever possible, AVIMcommanders and leaders should participate in sup-ported units’ site selection planning.The site chosen must be—

Compatible with organic vehicle off-road ca-pability.Adjacent to the COSCOM or DISCOMAVIM to assure fast, effective support.Accessible around the clock in all types ofweather.

SITE CONSIDERATIONSMap, Aerial, and Ground ReconnaissanceThe maintenance company commander will assign ageneral area for the maintenance site on the map. Amap reconnaissance is made first. Only routes thatthe unit is likely to travel over will be selected. Next,an aerial reconnaissance is made to check the size,suitability, natural cover, and road network of eachpossible site. Finally, a ground reconnaissance ismade of each proposed area to select the best loca-tion for the unit. The ground reconnaissance teamshould include members of each platoon or sectionthat will occupy the selected area.Ideal SiteAn ideal maintenance site has the following features(not all of which are normally found at any one site):

Close proximity to the aircraft assembly areafor the unit/units supporting.Close proximity to the AVIM providing itssupport.

Should be located in a wooded area or an areathat provides good concealment.Existing roads should lead into and throughthe site, and be large enough to accommodatethe unit’s largest vehicle. Also, the road net-work into the area should be concealed. (Ve-hicles should not have to cross open fields toreach the company or platoon area-vehicleand aircraft tracks on bare, cultivated, orgrassy ground are highly visible from the air.)Good drainage to preclude the area’s turninginto a swamp during rainy weather.Buildings that provide concealment, withexisting roads or paths leading to them thatwill not be considered unusual when viewedfrom the air. (The natural surroundings ofthe buildings should be left intact if possi-ble.)Proximity to a main supply route with existingroads leading into the storage, issue, and shopsections and with access routes for the main-tenance platoon or section. (A complete turn-around, or loop, is desirable to move trafficdirectly through the area.)

Additional factors to consider when selecting a siteare—

Surface material that will support operationsin all kinds of weather.An area that will accommodate unit vehi-cles and shop facilities and allow disper-sion.Adequate aircraft parking with enough areaso that aircraft operations will not interferewith maintenance.Ready access to external road nets and land-ing areas.An area suitable for aircraft landing, defuel-ing, and armament testing.Security, including cover and concealment.Host nation support/concerns.

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UNIT POSITIONINGAfter a location is selected, an advance party is sentahead to prepare for the main unit’s arrival. Eachplatoon or major section of the company furnishespeople for the advance party. These individuals se-lect locations for their elements. Members of theadvance party serve as route and area guides whenthe company moves to the area. The guides mustposition the vehicles quickly to avoid convoy stop-page in open areas.Efficiency is the primary goal when organizing com-pany elements within the selected area. Work areasand facilities must be located to obtain the mostefficient work flow. However, some compromises,which will somewhat reduce efficiency, may be nec-essary to meet rear area protection (RAP) or reararea combat operations (RACO) requirements. Thecompany’s elements must be positioned so that theycan defend themselves and offer mutual defense sup-port to each other.Figure L-1 shows a typical AVIM unit in a woodedarea. Each element is located for easy access to theaircraft assembly and landing area. This area shouldbe approximately 300 to 500 square meters. METT-Twill be considered when dispersing the unit sections.Production control and quality control elementsshould be near each other and the maintenance area.The storage and issue section should be close to theairfield for easy access but near the area’s outerboundary to minimize traffic through the mainte-nance area. It should have a road network capable ofhandling truck traffic and have an area large enoughto allow for dispersion.

The shop sections should be far enough away fromthe airfield that dust, dirt, and rotor and propellerblast do not blow into the shop area. Shop sectionsshould not be placed for convenient access to cus-tomers. Any contact between the shop platoon andits customers should be made through the productioncontrol office.Each maintenance section should be in an area largeenough for dispersal of its equipment.The shop supply section handles repair parts andtools for the shop section and the maintenance pla-toons and, therefore, should be near them. The stor-age and issue section should also be near the shopsupply section.The supply platoon headquarters should be close toits own sections to assist in control and supervision.It should also be near production control.The aviation electronics (avionics) section and thearmament platoon are located with the shop sectionand the allied trade shops. The electronics and avi-onics section shelters should be as near to the alliedtrade shops as practical.The company headquarters element should be cen-trally located because it is responsible for overallcompany operations.The unit may be augmented with a heavy helicopterrepair section, a freed-wing repair section, and anadditional avionics repair section, if required, to sup-port OV-1 or U-21 reconnaissance aircraft. Thesesections should be located with the shop platoon andavionics/armament platoon elements adjacent to theairfield.

The shop platoon headquarters should be near pro-duction control because the two sections must coor-dinate their work.

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APPENDIX M

RECONSTITUTION

Reconstitution is defined as extraordinary actionstaken by a commander to restore a unit to a desiredlevel of combat effectiveness. A unit is not reconsti-tuted just because it has lost its combat effectiveness.Reconstitution decisions must be based upon an as-sessment of the overall battlefield. Available re-sources are limited and must be used where they willhave the greatest effect. FM 100-9 outlines how theArmy reconstitutes units in greater detail.OVERVIEWReconstitution actions are implemented im-mediately following a commander’s determinationthat a unit is not sufficiently effective to meet opera-tional requirements. Timely reconstitution sustainsthe fight and preserves the initiative and agility ofcommander and subordinates.Possible reconstitution actions include reestablishingor reinforcing command and control; cross-levelingor replacing personnel, supplies, and equipment; andconducting essential training. Command prioritiesshould be established to allocate resources and pre-serve unit cohesiveness.If reconstitution is necessary, commanders have twooptions: reorganization and regeneration. Oftenthese are executed in combination.Reorganization shifts internal resources within a de-graded unit to increase its combat effectiveness.Equipment and personnel are redistributed amonginternal elements to balance combat capabilities,match operational weapon systems with crews, andform composite units.Reorganization is categorized as either immediate ordeliberate. Immediate reorganization is the quick,temporary restoration of degraded units to minimumlevels of combat capability. Deliberate reorganiza-tion restores degraded units to a specified degree ofcombat capability. It involves more extensive repairand cross-leveling procedures and is usually con-ducted farther to the rear than immediate reorgani-zation.Regeneration rebuilds a unit through large-scale re-placement of personnel, equipment, and supplies.

Command and control is reestablished and mission-essential training is conducted. Regeneration is themore challenging reconstitution option. It requiresmore time and resources. Regeneration can be ac-complished by adding personnel and equipment toan existing unit. This is termed incremental regener-ation. Whole-unit regeneration is the replacement ofwhole units or definable subelements in an organiza-tion. Regeneration by introducing cohesive, trainedunits can achieve more rapid assimilation.ECHELONS ABOVE CORPSReconstitution operations place very high de-mands on the existing CSS system. High-priorityrequisitions for replacement materiel are pro-cessed by MMCs. Area support groups (ASG) pro-vide most of the support required by unitsundergoing reconstitution. Special proceduresmay be implemented at an ASG to speed supplysupport of reconstitution operations.The ASG materiel and services directorates areheavily involved in the reconstitution mission. Supplyand maintenance units at the ASG will be challengedby surges in work load caused by reconstitution op-erations. Teams from the ASG may be sent forwardto corps areas to assist units being reconstituted.Routine ASG operations may have to be changed toprovide maximum support to units being reconsti-tuted. For example, major end items may be re-stricted to those essential to maintenance operations.This ensures the maximum number of usable systemson the battlefield.Reconstitution should take place as far forward aspossible. However, the area chosen should be freefrom enemy harassment. In the COMMZ, a reconsti-tution location is normally designated by theTAACOM commander. Availability of facilities andservices is a major consideration. Other factors af-fecting selection of a reconstitution site include thesize of the unit, nearby communication services, andavailability of transportation assets. The need fordecontamination may make water sources a highpriority. The future mission of the renewed unit alsoinfluences site selection.

M-1

FM 1-500

ASG facilities and adjacent areas are usually goodlocations for reconstitution. Lost equipment and ma-teriel are replaced by ASG supply units as directedby MMCs. Maintenance or repair of equipment isperformed by ASG maintenance units. An ASG pe-troleum supply company or supply and support(S&S) company refuels the division. If host nationsupport (HNS) is available and appropriate, it iscoordinated by the ASG HNS directorate. ASG sup-port of reconstitution significantly increases its workload. Supporting reconstitution may reduce theASG’s ability to perform its routine area supportmission for other units in the ASG territory. ASGpersonnel may be task-organized to support a recon-stitution mission.Reconstitution may also be conducted at ASG facil-ities for units assigned to EAC. Only the nature of themateriel and other support needed will vary. For allreconstitution missions, the TAACOM personneland administration group and MEDCOM units serv-ing the area provide personnel and health services.ASG personnel may be diverted from routine dutiesto support the reconstitution. Unit commanders usu-ally design and direct reconstitution of their units ifcommand lines have survived or have been reestab-lished. Existing CSS systems and procedures are usedto achieve the reconstitution. High priorities andtemporary variations to procedures may be necessaryto ensure maximum responsiveness of ASG supportsystems.ASG unit commanders must plan for reconstitutionof their own organizations. Plans must be developedand refined before a unit is confronted with condi-tions that may require reconstitution. ASG units maybecome candidates for reconstitution after involve-ment in rear operations.For example, if an ASG aircraft maintenance com-pany is hit by an NBC attack, equipment and person-nel losses can make the unit ineffective. The ASG willprobably be tasked to perform the reconstitution. Inthis situation, the ASG coordinates with TAACOMheadquarters, the TAACOM MMC, PERSCOM,local MEDCOM units, MP units, ENCOM head-quarters, and others. These organizations are con-tacted for support to rejuvenate the designated unit.The ASG provides supply, maintenance, and otherarea support to its own unit in the same way it wouldto non-ASG units. Each reconstitution mission isdifferent since no two units will have lost the sameassortment of personnel and materiel.

The ASG security, plans, and operations (SPO) di-rectorate is responsible for overall ASG reconstitu-tion planning and coordination. Reconstitution isconducted to restore an ASG unit’s effectivenesswhen ordered by TAACOM headquarters. The over-all theater objectives must be the basis for reconsti-tution decisions. Unit SOPs must include proceduresfor reconstitution. Innovative management at theASG and elsewhere is the key to successful, timelyreconstitution.Regeneration cannot be accomplished using organicresources. Generally, it must be done by the head-quarters two echelons above the unit being reconsti-tuted. The assets to accomplish regeneration areestimated based on projected losses developed in thelogistics estimate process and the desired levels ofcombat power. Not all units are regenerated after abattle, only those critical to the follow-on mission thatrequire timely return to combat.The corps includes the regeneration requirements inits requirements to theater. In addition, a reconstitu-tion site is selected that is remote enough to be safefrom enemy fires but possesses good road nets andsuitable areas for bivouac sites and training. This areamost likely will be in the corps rear area or in theCOMMZ.CORPS RECONSTITUTION TASK FORCECOSCOM MMC commodity managers, togetherwith staff from the COSCOM ACofS SPO, materiel,services, and transportation sections, should formthe nucleus of a reconstitution task force. If tasked,combat service groups (CSG) will form a casualtyand damage assessment team. The team will coordi-nate requirements with degraded units and deter-mine priority needs for weapons systems, other enditems, major assemblies, supplies, and services. CSGsupport operations staff may provide the best esti-mate of supply requirements and requirements formaintenance support. They may also provide earlynotice of the need for reconstitution.In addition to C3 and liaison elements, the reconsti-tution task force may consist of the following ele-ments—

Replacement-regulating detachment to coor-dinate personnel replacements according tocommand priorities, critical MOSs, and theestablished fill plan.

M-2

FM 1-500

Chemical decontamination elements, as re-quired.Medical triage personnel, combat stress andmental health teams, and air or ground med-ical evacuation assets.Supply elements for replenishment of ClassII, III, IV, VII, and water and rations.Service elements for clothing exchange andbath (CEB).AVIM/IDSM teams for maintenance andClass IX and RX support.Ammunition supply point (ASP) assets to re-plenish Class V basic loads.Transportation assets to support replenish-ment and evacuation operations.

An automated decision matrix will enable CSG sup-port operations staff officers to compare reconstitu-tion requirements against available replenishmentsupplies, support units, and sites.MATERIEL REQUIREMENTSThe division transmits requirements which are be-yond its capabilities to the COSCOM MMC. Initialpriority will be to replenish Class III and V unit basicloads and to refuel and rearm operational combatsystems. Staff plans and estimates must also includeprojected requirements for equipping replacementpersonnel.Given notice, CSGs may be prestocked and pre-positioned with materiel—

Class I and II supplies may be pre-positionedbased on head count and requirements.Class V, VII, and IX may be pre-positionedbased on the type of units to be reconstitutedand their condition.Class VII items may be made available frompre-positioned war reserve stocks, recoveredand repaired equipment, redistributed assets,and ready-for-issue replacements throughthe supply system.

The TAMMC maintains backup reconstitution pullpackages in unit sets which may be used when corpsforward-positioned equipment is expanded. CSG

support operations staff will assist in coordinatingtailored push packages of Class VII.CSG maintenance staff personnel should reviewPLL/ASL equipment compatibility to ensure thatunique systems can be replenished and that specialtools and test equipment for those systems are avail-able. Unique PLL/ASL items may be stored on unit-ized flex pallets until required for reconstitution.Upon receipt of notice to be prepared to reconsti-tute, the CSG may be tasked to provide members tobe part of casualty and damage assessment teams.Reconstitution should be performed as far forwardas possible. The corps may determine that reconsti-tution may take place in the division area. The pre-ferred alternative is to withdraw the unit or battalionto a secure area in the corps rear or EAC and replaceit with a reserve element. Decontamination should beperformed before entering the reconstitution site.Deliberate decontamination requires an adequatewater source.Forward-employed battle damage assessment teamsshould have identified component replacement re-quirements and evacuation support. Reconstitutiontask force personnel should review evacuation re-quirements and identify corps and theater transpor-tation assets which may be used to backhaulunserviceable equipment to maintenance collectionpoints. AVIM/IDSM elements will concentrate onrepair of critical major end items. Operations ordersmay restrict maintenance to essential maintenanceonly.Emergency medical treatment which began as farforward as possible will continue in the reconstitutionarea. Medical evacuation air or ground ambulanceassets will be on hand to evacuate personnel follow-ing any necessary triage or treatment.Some Class VII items should be configured in unitsets. Reconstitution Class VII packages will be devel-oped to enable the CSG to rapidly reconstitute thosecovering force units most likely to suffer heavy losses.Replacement crews will then be matched with ready-to-fight weapon systems. The weapons system re-placement operations (WSRO) process will notnormally be used in reconstitution.

M-3

FM 1-500

ARI AVIATION STRUCTURE

APPENDIX N

ARI AVIATION MAINTENANCE FORCE STRUCTURE

The ARI doctrinal aviation designs are illustrated inFigures N-1 through N-9.Under AOE unit designs, general support (GS) util-ity aircraft were organic to aviation and aviationmaintenance units. In ARI units, these aircraft areconsolidated in divisional GS aviation battalions anddvisional/corps command aviation battalions. Theyare dispatched to the AVIM and using aviation unitson a task or mission basis.The corps light utility helicopter (LUH) battalion, bydesign, is intended to attach its subordinate compa-nies to division aviation brigades.AVIM MODULARITYThe FSA analysis reviewed AVIM design parametersin an unconstrained and doctrinally uncompromisedenvironment. The FSA recommendation for a mod-ular AVIM design is intended to link maintenance

structure and approximate maintenance capabilitywithin maintenance units to specific aviation unitsbeing supported. As illustrated in Figure N-9, TOEsand MTOEs were to continue to document the orga-nization, manpower, and equipment necessary tosupport general war. Modular design and definitionwithin TOEs/MTOEs is to provide the flexibility toreconfigure the TOE/MTOE general war organiza-tional design to support the requirements of the avi-ation task organization designated for the conduct ofa limited war and to allow the flexibility in organiza-tional design necessary to execute “fix forward” doc-trine.To implement “fix forward” doctrine and maximizethe operational flexibility inherent to the AVIM mod-ular organizational designs, maintenance command-ers, their staffs, and other logistics planners have tobe intimately familiar with the organization and ca-pability of their AVIM units. While the TOEs andMTOEs would reflect the organization and re-sources necessary to support general war, com-manders would no longer have to fight their unitsin this configuration. They would have the capability

of rearranging organizational modules to best satisfyoperational requirements.In any scenario, two primary purposes of predeploy-ment logistics planning are to define the concept foraircraft maintenance support and to identify the air-craft maintenance capability necessary to support thedesignated aviation force. These determinations willbe made based on the composition of the aviationtask force (aviation units and numbers/types of air-craft) and how the aviation units are to be operation-ally employed.It must be noted that AVIM units are specificallydesigned to support a designated aviation brigade

and its projected modernization over time. Timelines for the modernization of AVIM units, and theunits they support, vary substantially and are subjectto frequent change. For this reason, AVIM units (andelements within AVIM units) are frequently not “in-terchangeable” and should always be deployed withthe aviation brigade (units) they are designed tosupport. Failure to maintain intended supporting-to-supported relationships greatly increases the risk ofpersonnel and equipment incompatibtities in themaintenance task organization. As a designated avi-ation brigade is task organized to its “provisional”design, modular definition within the MTOE willpermit the adjustment of maintenance capability toaccommodate the provisional aviation brigade re-quirements.ARI AVIATION MAINTENANCE FORCESTRUCTUREThe ARI AVIM force design, Figure N-4, incorpo-rates the heavy division support battalion, a thirdAVIM company for the air assault division, and anAVIM company for the corps regimental aviationsquadron (RAS). FM 63-23 details the doctrine forthe organization and operation of the aviation sup-port battalion. Doctrinally, the RAS AVIM companycan be assigned to the corps AVIM battalion or,preferably, the support squadron of the armoredcavalry regiment.

N-1

I

FM 1-500

N-2

FM 1-500

N-3

FM 1-500

N-4

FM 1-500

N-5

FM 1-500

N-6

FM 1-500

GLOSSARY

AADAAC

ABABDABFabnA2C2

acctacftACLACofSACRACRCACSMATACTADAadminADMRUADPADPCADPE

AH

adrpAEBAFMPAFWXAGAGSC

AHBAHCAHSAIMIALDALOALOC

AMBAMCAMCOAMCPAMDF

acquisition advice codeair assault divisionaviation brigadeairborne divisionavailability balance fileairborneArmy airspace command and controlaccountaircraftArmy Calibration LaboratoriesAssistant Chief of Staffarmored cavalry regimentarea calibration and repair centerAssistant Chief of Staff, Materielair cavalry troopair defense artilleryadministrativeaviation depot maintenance round-out unitautomatic data processingautomatic data processing centerautomatic data processing equipmentairdropaerial exploitation battalionauxiliary fuel management panelAir Force weather teamadjutant generalaviation ground support equipmentattack helicopterassault helicopter battalionattack helicopter companyAcademy of Health ScienceArmy intensively managed itemsAviation Logistics Divisionair liaison officer; airland operationsair lines of communicationamplitude modulatedaviation maintenance battalionArmy Materiel Commandaviation maintenance companyaircraft maintenance collection pointArmy master data file

AM

Glossary-1

FM 1-500

ammoANMCSAOAOAPAOEAPAPIAPOEAPUARARCARCSAARIARILARKARMSarmtARNGARSartyASAMASEASFASGASIASLASMPASPassessor-asstATATASATCATCOMATHSatkATKHBATKHCATKHRATPATSTattnautmautmv

ammunitionanticipated not mission-capable, supplyarea of operationArmy Oil Analysis ProgramArmy of Excellenceantipersonnelarmor-piercing incendiaryaerial port of embarkationauxiliary power unitArmy regulationaccounting requirements codeaviation requirements for the combat structure of the Armyaviation restructure initiativeautomatic return items listaerial recovery kitArmy Master Data File Retrieval Microform SystemarmamentArmy National Guardair reconnaissance squadronartilleryaviation safety action messagesautomatic stabilization equipment; aircraft survivability equipmentArmy stock fundarea support groupadditional skill identifierauthorized stockage listArmy Strategic Mobility Programammunition supply point

a trained maintenance technician whose function it is to assess aircraft battle damageassistantantitankair-to-air StingerAir Training CommandAviation Troop Commandairborne target hand-off systemattackattack helicopter battalionattack helicopter companyattack helicopter regimentArmy Training Programarea TMDE support teamattentionautomationautomotive

Glossary-2

FM 1-500

AUTOVON automatic voice networkAVCRAD aviation classification and repair activity depotAVIM aviation intermediate maintenanceavn aviationAVSCOM Army Aviation Systems CommandAVUM aviation unit maintenanceAWOL absent without leave

BDABDARbdeBDRBIIBIILBITEBMMABMObnBOIPBSAbtry

back-up maintenance-maintenance performed by higher level maintenance because of a surge in lower levelmaintenance requirements

battle-damage assessment –the process used to determine if repair of a battle-damaged aircraft or systemcan be safely deferred either for a onetime evacuation flight of the aircraft or to returnthe aircraft to service for a limited number of flight hours; the three major tasks ofbattle-damage assessment are damage inspection, damage evaluation, and repairdeferability assessmentbattlefield damage assessmentbattle damage assessment and repairbrigadebattle damage repairbasic issue itembasic issue item listbuilt-in test equipmentbrigade materiel management activitybattalion movement officerbattalionbasis-of-issue planbrigade support areabattery

cC2

C3

C3IC4

CABCACCAGECALMISC&RScavCBCBRcbtCBU

chief; Celsiuscommand and controlcommand, control, and communicationscommand, control, communications, and intelligencecommand and control, communications and computerscombat aviation battalioncombat aviation companycommercial and government entityCalibration Management Information Systemcalibration and repair supportcavalryconstruction battalionchemical, biological, radiologicalcombatcalibrate before use

Glossary-3

FM 1-500

CCADCDAcdrCECEBCECOMcenCENICEOCEOICESOCEWICGSCHCHAPSchemCIcivclclkCMcmdCMMCCMMICNRCofSco, COcollcomdtCOMINTcommCOMMZcompoCOMSECconconstCONUScoopcoordCOSCOMCPCPCCPMCPR

Corpus Christi Army DepotUS Army AMC Catalog Data Activitycommandercommunications-electronicsclothing exchange and bathArmy Communications-Electronics Commandcentercommand maintenance management inspectioncommunications-electronics officercommunications-electronics operation instructionscommunications-electronics security officercommunications, electronic warfare, and intelligencecombat service groupchaplainclimatic heat aircraft protective systemchemicalcounterintelligencecivilianclassclerkcombat maintenancecommandcorps materiel management centercommand maintenance management inspectioncalibration not requiredChief of Staffcompany; commanding officercollectioncommandantcommunications intelligencecommunicationcommunications zonecomponentcommunications securitycontrolconstructioncontinental United Statescontinuity-of-operations plancoordinationcorps support commandcommand postcorrosion-preventive controlcombat phase maintenanceCardiopulmonary resuscitation

Glossary-4

FM 1-500

CPTCRCC&RSCSCSACCSGCSM

CSSCSCTASCCUCVCY

captaincrew chief; calibration and repair centercalibration and repair supportcombat supportcombat support aviation companiescombat service group; corps support commandcommand sergeant majorcombat service supportcombat service support computer systemcorps theater ADP service centercommercial utility cargo vehiclecalendar year

CSS

DA Department of the ArmyDAAS Defense Automatic Addressing SystemDAMMS Department of the Army Materiel Management SystemDAO division ammunition officerDA pain Department of the Army pamphletDCDR division commanderDCSLOG Deputy Chief of Staff for LogisticsDCSOPS Deputy Chief of Staff for Operations and Plansdecon decontaminationdeferrable damage-damage whose repair can be postponed, allowing the aircraft to execute a onetime

evacuation flight or to return to service for a limited number of flight hoursDESCOM Depot Systems Commanddet detachmentDEW directed-energy weaponDF disposition formdir director; directorateDISCOM Division Support Commanddiv divisionDLR depot-level repairableDMMC division materiel management centerDMMO division materiel management officerDMRD Defense Management Review DecisionDNVT digital nonsecure voice telephoneDOC documentdoctrinal pass-back maintenance–the divisional AVIM maintenance that is passed back to the corps AVIM

because of the AOE definition of AVIM work loadDOD Department of DefenseDODAAC Department of Defense activity address codeDOS days of supplyDR deficiency reportDS direct support

Glossary-5

FM 1-500

DS4DSADSCDSUDTOCDX

EACEAPSECECASECCECMEGTEICEIRelecELINTelmEMEMPENCOMengrEOCEPUUequipERERFERFSERPSLEsESSSEWexamext

FFAFAAFARPFASCOFAXFCFDC

Direct Support Unit Standard Supply Systemdivision support areadistribution of stockage codedirect support unitdivision tactical operations centerdirect exchange

echelons above corpsengine air particle separationessentially codeenhanced Cobra armament systemequipment category codeelectronic countermeasuresexhaust gas temperatureend item codeequipment improvement recommendationelectricalelectronic intelligenceelementenlisted memberelectromagnetic pulseengineer commandengineerEuropean operational cellenhanced position locating reporting system user unitequipmentequipment readinessEuropean Redistribution Facilityextended range fuel systemessential repair parts stockage listequipment statusexternal stores support systemelectronic warfareexaminerextension

Fahrenheitfield artilleryFederal Aviation Administrationforward area rearm/refuel pointforward area support coordination officerfacsimilefire controlfire direction center

Glossary-6

FM 1-500

FDUFEBAFHPFIFOFIRSTfldFLOTfltFMFMCFOFODFRAGOFROGFSAFSBFSCFSCMFSEFSOfwdFY

G1G2G3G4G5GENgndGSGSEGSRGSU

HAEMPHDhelhevHFHHBHHCHHDHHSC

force design updateforward edge of the battle areaflying-hour programfirst in, first outfire support teamfieldforward line of own troopsflightfield manual; frequency modulatedfully mission-capablefinancial officerforeign object damagefragmentary orderfree rocket over groundforce structure assessmentforward support battalionfederal supply classificationfederal supply commodity managerfire support elementfire support officerforwardfiscal year

Assistant Chief of Staff (Personnel)Assistant Chief of Staff (Intelligence)Assistant Chief of Staff (Operations and Plans)Assistant Chief of Staff (Logistics)Assistant Chief of Staff (Civil Affairs)generalgroundgeneral supportground support equipmentgeneral support reinforcinggeneral support unit

high-altitude electromagnetic pulseheavy divisionhelicopterheavyhigh frequencyheadquarters and headquarters battalionheadquarters and headquarters companyheadquarters and headquarters detachmentheadquarters and headquarters service company

Glossary-7

FM 1-500

HHTHICHSHITHMMWVHNSHOShospHQhrHRHSCHSSHTFhvy

IAICIAWI&SICRCICSIDSMIEWIHFRILI-MARCIMINTIMRFinfinspinstintINTACSintelIOCIPSIR

kmKVDT

LANLAOLAPLASSO

headquarters and headquarters troophelicopter internal cargo-handling systemhealth indicator testhigh-mobility, multipurpose wheeled vehiclehost nation supporthelicopter oxygen systemhospitalheadquartershourhand receiptheadquarters and service companyhorizontal store supporthow to fightheavy

immediate action interim changein accordance withinterchangeability and substitutabilityinstallation calibration and repair centerintercommunications systemintegrated direct support maintenanceintelligence and electronic warfareimproved high-frequency radioidentification listinterim manpower authorization criteriaimagery intelligenceinstrument master record tileinfantryinspectioninstructorintermediateIntegrated Tactical Communication SystemintelligenceIndustrial Operations Commandinlet particle separation; illustrative planning scenarioinfrared

kilometerskeyboard video display terminal

local area networklogistics assistance officeLogistics Assistance Programlogistics automation systems support office

Glossary-8

FM 1-500

ldrLICLIDLINLMLNOLOLOClogLOGCENLROLRSDLRULSEltLTLTClv

leaderlow-intensity conflictlight infantry divisionline item numberlogic moduleliaison officerlubrication order; liaison officerlogistics operations centerlogisticsLogistics Centerlogistics readiness officerlong-range surveillance detachmentline replacement unitlogistics support elementlightlieutenantlieutenant colonelleave

MAC maintenance allocation chartMACE mobilization AVCRAD control elementMACOM major Army commandmaint maintenancemaintenance authority– the unit commander or representative designated to make decisions on maintenance

priority for battle damage repairMAIT maintenance assistance and instruction teamMAJ majorMARC manpower authorization criteriamat materielMATCAT materiel categoryMBA main battle areaMCC movement control centerMCN management control numberMCO movement control officerMCP maintenance collection pointMCRL master cross-reference listMCSR materiel condition status reportM-day mobilization dayMDS mission, design, and seriesmed medicalMEDCOM medical commandMEDEVAC medical evacuationMEDLOG medical logisticsMEDSOM medical supply optical and maintenance

Glossary-9

FM 1-500

METMETT-TmfgMFRmgtMHEMImilMILSTRIPmmMMCMOAVCRADMOCMOPPMOSMPMPLMPMMRMMROMRSAMSBMSCMSDDSmslMSRTMSSMSTMTDAMTOEmtrmunmuxmvmtMWO

NANAMPNATONBCNBSNCONCOICNCS

maintenance exchange teammission, enemy, terrain, troops, and time availablemanufacturingmemorandum for recordmanagementmaterials-handling equipmentmilitary intelligencemilitarymilitary standard requisitioning and issue proceduresmillimetermateriel management centerMissouri AVCRADmaintenance operational check; materiel operations centermission-oriented protection posturemilitary occupational specialtymilitary policemandatory parts listmanufacturer part numbermaintenance reporting and managementmateriel release ordermateriel readiness support activitymain support battalionmajor subordinate commandmateriel safety data sheetsmissilemobile subscriber radio-telephone terminalmissile sight subsystemmaintenance support teammodification table of distribution and allowancesmodification table of organization and equipmentmotormunitionmultiplexmovementmodification work order

not applicablenight aircraft maintenance programNorth Atlantic Treaty Organizationnuclear, biological, chemicalNational Bureau of Standardsnoncommissioned officernoncommissioned officer in chargenet control station

Glossary-10

FM 1-500

NEA

NDINDT

NETNGNICPNIINNISTNMCMNMCSNMPNo.

NRINSLNSNNTC

NPT

o&oOCMOCONUSODSofcoffOHOHROICOJTOOTWopOPFACOPLANOPORDOPSECOPTEMPOORordORFOSCOSHAOSTOT

nondestructive inspectionnondestructive testingnortheast Asianew equipment trainingNational Guardnational inventory control pointnational item identification numberNational Institute of Standards and Technologynot mission-capable, maintenancenot mission-capable, supplynational maintenance pointnumbernonproductive timenet radio interfacenonstockage listnational stock numberNational Training Center

organizational and operationalon-condition maintenanceoutside continental United StatesOperation Desert Shieldofficeofficeron handoperation hazardsofficer in chargeon-the-job trainingoperations other than waroperation(s); operatoroperational facilityoperation planoperation orderoperations securityoperational tempooperational readinessordnanceoperational readiness floatobjective supply capabilityOccupational Safety and Health Actorder-to-ship timeovertime

Glossary-11

FM 1-500

PACPADpamPAOparaPBPBOPCPCEpersPERSCOMpetpkgPLLPLRSpltPMPMCPMCSPMDPMIPMPPMSPODPOEPOLPOMCUSposPowPPDPPIPPMPRAMPRC

personnel administration centerpatient distributionpamphletprimary action officerparagraphproperty bookproperty book officerproduction controlprotective clothing and equipmentpersonnelPersonnel Commandpetroleumpackagedprescribed load listposition locating reporting systemplatoonphase maintenancepartially mission-capablepreventive maintenance checks and servicespreventive maintenance dailypreventive maintenance intermediatepreventive maintenance periodicpreventive maintenance servicesport of debarkationport of embarkationpetroleum, oils, and lubricantspre-positioned materiel configured to unit setspositionprisoner of warprogressive phase dailyprogressive phase inspectionprogressive phase maintenancepreliminary report of aircraft mishappersonnel reporting code

pre-phase test flight-the flight performed by maintenance test pilots before the aircraft is scheduled formaintenance

pri priorityproc procurementpsi pounds per square inchPT productive timePWIS Pre-Positioned War Reserves Information System

QC quality controlQDR quality deficiency report

Glossary-12

FM 1-500

QM quartermasterQSS quick supply storeqtr quarterquick-fix-an in-process file for active maintenance requests and records file jackets

RAP

RACORAOC

RASRATTRBORCRCFRDrecRECRecdreconrecovregrepreqretransRFrgmtROROPRPMrptrqmtrqnRTAISRTTRX

S1S2S3S4SAILSS&MSAMSSAMS–1SARSS

rear area combat operationsrear area operations centerrear area protectionregimental aviation squadronradio teletypewriterrear-battle officerrecoverability coderepair cycle floatReadiness Divisionrecordradioelectronic combatreceivedreconnaissancerecoveryregularrepresentative; repairrequestretransmitradio frequencyregimentrequisitioning objectivereorder pointrevolutions per minutereportrequirementrequisitionRemote Terminal AMDF Inquiry Systemradio teletyperepairable exchange

adjutantintelligence officeroperations and training officersupply officerStandard Army Intermediate-Level Supply Systemsupply and maintenanceStandard Army Maintenance SystemStandard Army Maintenance System-Level 1Standard Army Retail Supply System

Glossary-13

FM 1-500

SARSS-1SARSS-2S&SSBSCASC MCSCSSDTsecSEMAserSFDLRSGTSIDPERSsigSIGINTSIMS-XSJASKOSLARSLCSOASOCSOFSOPspSPBS–RSPETSNAZSPOSPOEsptsqdsqdnSQTsrSRASRBMSSASSCSSLSSOSSSCSTANAGSTARPUBS

Standard Army Retail Supply System-Level 1Standard Army Retail Supply System-Level 2supply and supportsupply bulletinsupply control activitysupply category material code

stock control sectionskill development testsectionspecial electronic mission aircraftserialstock funding of depot-level repairablesergeantStandard Installation/Division Personnel Systemsignalsignals intelligenceSelected-Item Management System–ExpandedStaff Judge Advocatesets, kits, or outfitsside-looking airborne radarstockage list codespecial operations activityspecial operations commandsafety of flight; special operations forcesstanding operating proceduresspecialistStandard Property Book System-RevisedSpetsialla’noye Naznayacheniye (Soviet special force)security, plans, and operationsseaport of embarkationsupportsquadsquadronskill qualification testseniorspecialized repair activityshort-range ballistic missilesupply support activitysenior service collegeshop stock listsafety/security officerself-service supply centerStandardization Agreementstandard Army publications system

Glossary-14

FM 1-500

storstnSTPsubssupSUPCOMsupvsurgsvcSWAswbdsys

TATAATAACOMTAAMTACTACCSTACPTACSATTALSMTAMCTAMCATAMMCTAMMISTAMMS-ATAMPTARPTARRSTASGTASOCTBTBDTBOTCAETDATDMFTDYTEACtechtmTMTMDE

storagestationsoldier training publicationsubsistencesupplysupport commandsupervisorsurgeonservicesouthwest Asiaswitchboardsystem

theater Armytotal Army analysistheater Army area commandtransportation Army aviation maintenanceTactical Air CommandTactical Army Combat Service Support Computer Systemtactical air patrol partytactical satellitetheater Army logistics system managertransportation aircraft maintenance companiestheater Army movement control agencytheater Army materiel management centerTheater Army Medical Management Information SystemThe Army Maintenance Management System-AviationTheater Aviation Maintenance ProgramTheater Army Repair Programtransportation aircraft repair shopstheater area support grouptheater Army special operations commandtechnical bulletinto be determinedtime between overhaultechnical control and analysis elementtable(s) of distribution and allowancestechnical data master tiletemporary dutyturbine engine analysis checktechnical; technicianteamtechnical manualtest, measurement, and diagnostic equipment

Glosssary-15

FM 1-500

TMDE-SPtngTOCTOETRADOCtranstrpTSTSOTUFMISTWX

UHU/IUICULCULLSULLS-AUMARKUMCPUMNIPSUNDUSUSAMCCUSAPSLUSASCUSATSGUSSUTM

vvehVHFVSP

WARCOwowpnWSROwveh

xoXPD

test, measurement, and diagnostic equipment–support programtrainingtactical operations centertable(s) of organization and equipmentTraining and Doctrine Commandtransport; transportationtroopterminal serviceTMDE support officeTactical Unit Financial Management Information Systemteletypewriter exchange

utility helicopterunit of issueunit identification codeunit-level computerUnit-Level Logistics SystemUnit-Level Logistics System-Aviationunit maintenance aerial recovery kitunit maintenance collection pointUniform Materiel Movement and Issue Priority Systemurgency of needUnited StatesUnited States Army Metrology and Calibration CenterUS Army Primary Standards LaboratoryUS Army Safety CenterUS Army TMDE Support Groupunit supply systemuniversal transverse Mercator (grid)

voltvehiclevery high frequencyvertical stores pylon

warranty control officewarrant officerweapon(s)weapons system replacement operationswheeled vehicle

executive officerexpediter

Glossary-16

FM 1-500

REFERENCES

SOURCES

These are the sources quoted or paraphrased in this publication.

ADSM 18-L21-AHN-BUR-FM. SAMS-1 End User Manual.AR 12-1. Security Assistance-Policies, Objectives, and Responsibilities. 7 Oct 88.AR 12-8. Security Assistance – Operations and Procedures. 21 Dec 90.AR 25-36. Interservicing of Technical Manuals and Related Technology. 12 May 89.AR 25-50. Preparing and Managing Correspondence. 21 Nov 88.AR 25-400-2. The Modem Army Record Keeping System (MARKS). 6 Feb 93.AR 40-5. Preventive Medicine. 15 Oct 90.AR 58-1. Management, Acquisition and Use of Administrative Use Motor Vehicles. 15 Dec 79.AR 70-1. Army Acquisition Policy. 31 Mar 93.AR 95-1. Army Aviation: Flight Regulations. 30 May 90.AR 95-2. Air Traffic Control, Airspace, Airfields, Flight Activities and Navigation Aids. 10 Aug 90.AR 95-3. Aviation: General Provisions, Training Standardization, and Resource Management. 27 Sep 90.AR 95-30. Participation in a Military or Civil Aircraft Accident Safety Investigation. 26 Apr 76.AR 95-87. Aircraft Hurricane Evacuation. 18 Jul 86.AR 200-1. Environmental Protection and Enhancement. 3 Apr 90.AR 220-1. Unit Status Reporting. 31 Jul 93.AR 220-10. Preparation for Overseas Movement of Units. 15 Jan 73.AR 310-10. Military Orders. 3 Nov 75.AR 310-49. The Army Authorization Documents System (TAADS). 15 Dec 80.AR 310-50. Authorized Abbreviations and Brevity Codes. 15 Nov 85.AR 350-35. Army Modernization Training. 30 May 90.AR 380-5. Department of the Army Information Security Program. 25 Feb 88.AR 385-10. Army Safety Program. 23 May 88.AR 385-11. Ionizing Radiation Protection (Licensing Control, Transportation, Disposal, and Radiation Safety).

1 May 80.AR 385-30. Safety Color Code Markings and Signs. 15 Sep 83.AR 385-32. Protective Clothing and Equipment. 31 Oct 85.AR 385-40. Accident Reporting and Records. 1 Apr 87.AR 385-95. Army Aviation Accident Prevention. 20 May 91.AR 570-2. Manpower Requirements Criteria. 15 May 92.AR 600-55. Motor Vehicle Driver and Equipment Operator Selection, Training Testing and Licensing. 26 Sep 86.AR 700-4. Logistic Assistance Program (LAP). 22 Apr 91.AR 700-120. Materiel Distribution Management for Major Items. 1 Feb 80.AR 700-138. Army Logistics Readiness and Sustainability. 16 Jun 93.AR 700-139. Army Warranty Program Concepts and Policies. 10 Mar 86.AR 710-1. Centralized Inventory Management of the Army Supply System. 1 Feb 88.AR 710-2. Supply Policy Below the Wholesale Level. 31 Jan 92.AR 725-50. Requisitioning Receipt, and Issue of Supplies and Equipment: Requisitioning Receipt, and Issue

System. 26 Jan 93.

References-1

FM 1-500

AR 735-5. Policies and Procedures for Property Accountability. 31 Jan 92.AR 746-1. Packaging of Army Materiel for Shipment and Storage. 8 Oct 85.AR 750-1. Army Materiel Maintenance Policy and Retail Maintenance Operations. 27 Sep 91.AR 750-43. Army Test, Measurement and Diagnostic Equipment Program. 29 Sep 89.AR 750-55. Inspection and Preparation of Army Aircraft for Transfer to Foreign Governments as Grant Aid or

Foreign Military Sales. 16 JuI 73.DA Pam 25-33. The Standard Army Publication System (STARPUBS): Revision of the DA 12-Series Forms,

Usages and Procedures. 1 Jun 88.DA Pam 25-400-2. The Modern Army Recordkeeping System (MARKS) for TOE and Certain Other Units of the

Army. 1 Jan 87.DA Pam 310-10. The Standard Army Publications System (STARPUBS): Users Guide. 1 Oct 82.DA Pam 310-13. Posting and Filing Publications. 10 Jun 68.DA Pam 385-1. Unit Safety Management. 15 Mar 73.DA Pam 385-95. Aircraft Accident Investigation and Reporting. 15 Jun 83.DA Pam 600-8. Management and Administrative Procedures. 25 Feb 86.DA Pam 710-2-1. Using Unit Supply System (Manual Procedures). 1 Jan 82.DA Pam 710-2-2. Supply Support Activity Supply System: Manual Procedures. 1 Mar 84.DA Pam 710-2-120. The Army Standardized Combat PLL/ASL Program Mission Profile Development List

Aircraft Mandatory Parts List. 91.DA Pam 738-750. Functional Users Manual for The Army Maintenance Management System (TAMMS).

27 Sep 91.DA Pam 738-751. Functional Users Manual for the Army Maintenance System –Aviation (TAMMS-A).

15 Jun 92.DA Pam 750-1. Leader’s Unit Level Maintenance Handbook. 1 Feb 89.DA Pam 750-10. US Army Equipment Index of Modification Work Orders. 1 Aug 89.FM 1-100. Combat Aviation Operations. 28 Feb 89.FM 1-102.Army Aviation in an NBC Environment. 30 Sep 85.FM 1-103. Airspace Management and Army Air Traffic in a Combat Zone. 30 Dec 81.FM 1-300. Flight Operations Procedures. 22 Jun 93.FM 1-513. Battlefield Recovery and Evacuation of Aircraft. 20 May 93.FM 3-3. Chemical and Biological Contamination Avoidance (FMFM 11-17). 16 Nov 92.FM 3-4. NBC Protection (FMFM 11-9). 29 May 92.FM 3-5. NBC Decontamination (FMFM 11-10).17 Nov 93.FM 3-100. NBC Operations. 23 May 91.FM 9-35. Tests, Measurement, and Diagnostic Equipment Maintenance Support and Unit Operations. 12 Dec 91.FM 10-68. Aircraft Refueling. 29 May 87.FM 10-69. Petroleum Supply Point Equipment and Operations. 22 Oct 86.FM 10-70. Inspecting and Testing Petroleum Products. 9 May 83.FM 10-71. Petroleum Tank Vehicle Operations. 12 May 78.FM 11-60. Communications–Electronics Fundamentals: Basic Principles, Direct Current. 8 Nov 82.FM 11-61. Communications –Electronics Fundamentals: Basic Principles, Alternating Current. 8 Nov 82.FM 11-63. Communications–Electronics Fundamentals: Electronic Tube Theory and Circuits. 7 Sep 83.FM 21-60. Visual Signals. 30 Sep 87.FM 25-101. Battle Focused Training. 30 Sep 90.FM 34-10. Division Intelligence and Electronics Warfare Operations. 25 Nov 86.FM 54-23. Materiel Management Center, Corps Support Command. 28 Dec 84.

References-2

FM 1-500

FM 54-40. Area Support Group. 29 Jul 87.FM 55-9. Unit Air Movement Planning. 5 Apr 93.FM 55-12. Movement of Units in Air Force Aircraft. 10 Nov 89.FM 55-65. Strategic Deployment by Surface Transportation. 10 May 89.FM 55-450-2. Army Helicopter Internal Load Operations. 5 Jun 92.FM 55-450-3. Multiservice Helicopter External Air Transport: Basic Operations and Equipment. 11 Feb 91.FM 63-1. Support Battalions and Squadrons, Separate Brigades, and Armored Cavalry Regiment. 30 Sep 93.FM 63-2. Division Support Command, Armor, Infantry, and Mechanized Infantry Divisions. 20 May 91.FM 63-3. Combat Service Support Operations–Cops (How to Support). 24 Aug 83.FM 63-3J. Combat Service Support Operations–Cops. 12 Aug 83.FM 63-4. Combat Service Support Operations– Theater Army Area Command. 24 Sep 84.FM 100-10. Combat Service Support. 18 Feb 88.FM 101-5-1. Operational Terms and Symbols. 21 Oct 85.FORSCOM Reg 55-1. Unit Movement Planning.FORSCOM Reg 55-2. Unit Data Reporting and System Administration.SB 700-20. Army Adopted/Other Items Selected for Authorization/List of Reportable Items. 1 Mar 93.SB 708-21. Federal Supply Classification: Part 1, Groups and Classes (Cataloging Handbook H2-1). 1 Jan 89.SB 708-43. Cataloging Handbook H4/H8 Commercial and Government Entity (CAGE) Sections C and D.

1 Oct 89.SB 708-48. Cataloging Handbook H4/H8 Commercial and Government Entity (CAGE) Sections A and B.

1 Oct 89.SB 725-28. Issues of Supplies and Equipment: Regulated Aviation Major Items. 13 Oct 66.SC 5180-99-A09. Sets, kits, and Outfits, Tool Kit, Aircraft Inspection: Technical. 10 Jul 89.TB ORD 1032. Description, Use, Bonding Techniques and Properties of Adhesives. 25 Aug 61.TB 5-4200-200-10. Hand Portable Fire Extinguishers Approved for Army Users. 30 Sep 91.TB 9-6635-200-35. Calibration Procedure for Torque Testers, Pendulum-Type and Torsional-Type. 14 Feb 92.TB 11-6140-219-35/1. Shop Maintenance of Lead-Acid Aircraft Batteries. 5 Dec 69.TB 43-180. Calibration and Repair Requirements for the Maintenance of Army Materiel. 27 Nov 92.TB 43-181. Tables of Organization and Equipment (TOE) and Sets, Kits, and Outfits. 1 Jun 83.TB 43-182. Calibration Workload Requirements in Unit Identification Codes. 1 Jun 83.TB 43-0002-3. Maintenance Expenditure Limits for Army Aircraft. 29 May 92.TB 43-0106. Aeronautical Equipment Army Oil Analysis Program (AOAP). 10 Apr 87.TB 43-0108. Handling Storage and Disposal of Army Aircraft Components Containing Radioactive Materials.

2 Feb 79.TB 43-0123. Aviation Electronics Conjuration Directory. 22 Oct 81.TB 43-0142. Safety Inspection and Testing of Lifting Devices. 31 Mar 93.TB 43-0151. Inspection and Test of Air and Other Gas Compressors. 17 Mar 89.TB 43-0209. Color, Marking and Camouflage Painting of Military Vehicles, Construction Equipment, and

Materials Handling Equipment. 31 Oct 90.TB 55-46-1. Standard Characteristics (Dimensions, Weight, and Cube) for Transportability of Military Vehicles and

Other Outsize/Overweight Equipment. 15 Jan 93.TB 55-1500-337-24. Phased Maintenance System for Army Aircraft. 18 May 84.TB 55-1520-238-23. AH64A Components Requiring Maintenance Management and Historical Data. 4 Jun 84.TB 55-9150-200-24. Engine and Transmission Oils, Fuels and Additives for Army Aircraft. 30 Jul 76.TB 385-4. Safety Precautions for Maintenance of Electrical and Electronic Equipment. 1 Aug 92.

References-3

FM 1-500

TB 750-25. Maintenance Of Supplies And Equipment: Army Test, Measurement And Diagnostic Equipment(TMDE) Calibration And Repair Support Program. 9 Nov 84.

TB 750-258-24. Army Equipment Record System: Equipment Component Breakdown Code; Reporting ofMaintenance Actions Performed on All Helicopter Armament Subsystems in Accordance with TM 38-750.24 Nov 72.

TC 1-1500-204-23-4. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Electrical and Instrument Maintenance Procedures and Practices), Vol 4. 31 Jul 92.

TC l-1500-204-23-5. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Propeller, Rotor, and Powertrain Maintenance Practices), Vol 5. 31 Jul 92.

TC 1-1500-204-23-6. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Hardware and Consumable Materials), Vol 6. 31 Jul 92.

TC 1-1500-204-23-7. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Nondestructive Testing and Flaw Detection Procedures and Practices), Vol 7. 31 Jul 92.

TC 1-1500-204-23-8. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Machine and Welding Shop Practices), Vol 8. 31 Jul 92.

TC 1-1500-204-23-9. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Tools and Ground Support Equipment), Vol 9. 31 Jul 92.

TC 1-1500-204-23-10. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Sheet Metal Shop Practices), Vol 10. 31 Jul 92.

TC 1-1500-344-23. Aircraft Weapons Systems Cleaning and Corrosion Control (NAVAIR 01-1A-509; TO 1-1-691).Jan 92.

TM 1-1500-204-23-1. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (General Maintenance Practices), Vol 1. 31 Jul 92.

TM 1-1500-204-23-2. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Pneudraulics Maintenance and Practices), Vol 2. 31 Jul 92.

TM 1-1500-204-23-3. Aviation Unit (AVUM) and Intermediate Maintenance (AVIM) for General AircraftMaintenance (Maintenance Practices for Fuel and Oil Systems), Vol 3. 31 Jul 92.

TM 1-1500-328-23. Aeronautical Equipment Maintenance Management Policies and Procedures. 28 Feb 91.TM 5-315. Firefighting and Rescue Procedures in Theaters of Operations. 20 Apr 71.TM 5-678. Repairs and Utilities: Petroleum, Oils, and Lubricants (POL). 7 Oct 65.TM 9-243. Use and Care of Hand Tools and Measuring Tools. 12 Dec 83.TM 9-1370-203-20&P. Organizational Maintenance Manual (Including Repair Parts and Special Tools List) for

Military Pyrotechnics. 17 Nov 78.TM 9-1370-203-34&P. Direct Support and General Support Maintenance Manual (Including Repair Parts and

Special Tools List) for Military Pyrotechnics. 21 Jan 76.TM 9-1370-206-10. Operator’s Manual: Pyrotechnic Signals. 31 Mar 91.TM 11-664. Theory and Use of Electronic Test Equipment. 28 Feb 52.TM 11-684. Principles and Applications of Mathematics for Communications Electronics. 6 Oct 61.TM 11-4000. Troubleshooting and Repair of Radio Equipment. 2 Apr 58.TM 11-4920-215-15. Organizational, Direct Support, General Support and Depot Maintenance Manual: Electronic

Blade Trackers WM-1A, WM-IB, and Electronic Rotary Blade Tracker.... 20 Nov 63.TM 11-4920-292-15. Operator’s, Organizational, Direct Support, General Support, and Depot Maintenance

Manual for Magnetic Compass Calibrator Set, AN/ASM-339 (V) 1 and Magnetic Compass Calibrator Set AdapterKit, MK-1040A/ASN. 2 Aug 68.

TM 11-6140-203-14-1. Operator’s, Organizational, Direct Support, and General Support Maintenance Manual forAircraft and Nonaircraft Nickel-Cadmium Batteries (General). 14 Oct 80.

.

References-4

FM 1-500

TM 11-6140-203-14-2. Aviation Unit and Intermediate Maintenance Manual for Aircraft Nickel-CadmiumBatteries. 24 Mar 78.

TM 11-6625-247-15. Organizational, Direct Support, General Support, and Depot Maintenance Manual: Test Set,Gyro Magnetic Compass, AN/ASM-61. 21 Apr 65.

TM 11-6625-363-15. Operator’s, Organizational, Field and Depot Maintenance Manual for Tester, Fuel QuantityGage, Type MD-1 Gage, Type MD-1. 16 Jun 60.

TM 38-230-1. Packaging of Materiel: Preservation (Vol I). 1 Aug 82.TM 38-230-2. Packaging of Materiel: Packing (Vol II). 15 Jun 77.TM 38-250. Packaging and Materials Handling: Preparation of Hazardous Materials for Military Air Shipment.

15 Jan 88.TM 55-1500-322-24. Maintenance of Aeronautical Antifriction Bearings for Organizational, Intermediate and

Depot Maintenance Levels. 31 Dec 88.TM 55-1500-323-24. Installation Practices for Aircraft Electric and Electronic Wiring. 15 Feb 82.TM 55-1500-335-23. Nondestructive Inspection Methods (TO 33B-1-1; NAVAIR 01-1A-16). 1 Mar 90.TM 55-1500-345-23. Painting and Marking Army Aircraft. 12 Jun 86.TM 55-1510-209-23-1. Aviation Unit and Aviation Intermediate Maintenance Manual For: Army Models U-21A,

RU-214, and RU-21D. 31 Dec 76.TM 55-1510-209-23-2. Aviation Unit and Aviation Intermediate Maintenance Manual: Army Models U-21A,

RU-21A, and RU-21D. 31 Dec 76.TM 55-1520-210-23-1. Aviation Unit and Intermediate Maintenance Instructions for Army Model UH-1H/F/EH-

1H/X. 30 Sep 87.TM 55-1520-210-23-2. Aviation Unit and Intermediate Maintenance Instructions: Army Model UH-1/V/EH-1H/X

Helicopters. 30 Sep 87.TM 55-1520-210-23-3. Aviation Unit and Intermediate Maintenance Instructions for Army Model UH-1H/H/F/EH-

1H/X Helicopters. 30 Sep 87.TM 55-1520-228-23P. Aviation Unit and Intermediate Maintenance Repair Parts and Special Tools List (Including

Depot Maintenance Repair Parts and Special Tools): For Helicopter Observation, OH-58A and OH-58C. 8 Sep 88.TM 55-1520-234-23-1. Aviation Unit and Aviation Intermediate Maintenance Manual for Helicopter, Attack

AH-lS (MOD). 30 Sep 76.TM 55-1520-234-23-2. Aviation Unit and Aviation Intermediate Maintenance Manual for Helicopter, Attack

AH-1S (MOD). 30 Sep 76.TM 55-1520-238-10. Operator’s Manual for Army Model AH-64A Helicopter. 28 Jun 84.TM 55-1520-238-23-1. Aviation Unit and Aviation Intermediate Maintenance Manual for Army AH-64A

Helicopter: Chapter 2–Airframe, Chapter 3–Landing Gear System. 7 Jun 80.TM 55-1520-238-23P-L Aviation Unit and Intermediate Maintenance Repair Parts and Special Tools List for

Helicopter Attack. 28 May 93.TM 55-1520-238-23P-2. Aviation Unit and Intermediate Maintenance Repair Parts and Special Tools List for

Helicopter, Attack. 28 May 93.TM 55-1520-400-14. Transportability Guidance: Marine Transport of US Army Helicopters. 28 Apr 78.TM 55-2620-200-24. Inspection, Maintenance Instructions, Storage, and Disposition of Aircraft Tires and Inner

Tubes. 9 Nov 72.TM 55-4920-201-14. Operator’s Organizational, Direct Support, and General Support Maintenance Manual

(Including Repair Parts and Special Tool Lists): Balancing and Adapter Kits (Marvel).... 20 May 71.TM 55-4920-217-15. Operator’s Organizational, Field and Depot Maintenance Manual for Shop Set, Aircraft

Maintenance, Semitrailer Mounted, Set C-8, Instrument Shop. 9 Oct 61.

References-5

FM 1-500

TM 55-4920-231-14. Operator’s Organizational, Direct Support and General Support Maintenance Manual(Including Repair Parts and Special Tools Lists): Tester, Pitot and Static Systems. 15 Jul 69.

TM 55-4920-244-14. Operator’s Organizational, Direct Support, and General Support Maintenance Manual(Including Repair Parts and Special Tools List) for Tester, Exhaust Gas Temperature (Model BH112JA-36).28 Feb 74.

TM 55-4920-325-14&P. Operator’s Organizational, Direct Support and General Support Maintenance ManualIncluding Repair Parts and Special Tools List for Fuel-Quantity-Gage Test Set, Capacitance Type (Model TF579).18 Jun 76.

TM 55-4920-326-40. General Support Maintenance Manual (Including Repair Parts and Special Tools Lists) forVibration Analyzer, Part No. 2784.23 Mar 71.

TM 55-4920-413-13&P. Operator and Aviation Unit Maintenance Manual Including Repair Parts and SpecialTool Lists for Instrument Display System Line Test Set 476-853. 1 Nov 86.

TM 55-6670-200-14&P. Organizational, Direct and General Support Maintenance Manual (Including Repair Partsand Special Tools Lists) for Aircraft Electronic Weighing Kit. 31 Dec 75.

TM 743-200-1. Storage and Materials Handling. 15 Jan 58.TM 750-244-1-2. Procedures for the Destruction of Life Support Equipment to Prevent Enemy Use. 22 Oct 71.TM 750-244-1-3. Procedures for the Destruction of Aviation Ground Support Equipment...to Prevent Enemy Use.

14 Dec 1971.TM 750-244-1-4. Procedures for the Destruction of Aviation Ground Support Equipment...to Prevent Enemy Use.

12 Nov 71.TM 750-244-1-5. Procedures for the Destruction of Aircraft and Associated Equipment to Prevent Enemy Use.

12 Nov 71.TM 750-245-4. Direct Support and General Support for Quality Control Inspector’s Inspection Criteria. 25 Jan 71.

REQUIRED DOCUMENTS

These documents must be available to intended users of this publication.

AFTO Form 43. Air Force Technical Order.AFTO Form 187. Resupply and Initial Distribution Form.DA Form 17. Requisition for Publications and Blank Forms. Oct 79.DA Form 17-1. Requisition for publications and Blank Forms (Continuation Sheet). Oct 79.DA Form 581. Request for Issue and Turn-In of Ammunition. Aug 89.DA Form 1296. Stock Accounting Record. Jan 82.DA Form 1297. Stock Accounting Record Title Insert. Jan 82.DA Form 1298. Due Out Record. Jan 82.DA Form 1300-2. Computation Card. Jan 82.DA Form 1300-4. Reorder Point Record. Jan 82.DA Form 1352. Army Aircraft Inventory, Status and Flying Time. Apr 93.DA Form 1352-1. Daily Aircraft Status Record. Apr 93.DA Form 1687. Notice of Delegation of Authority-Receipt for Supplies. Jan 82.DA Form 2028. Recommended Changes to Publications and Blank Forms. Feb 74.DA Form 2063-R. Prescribed Load List. Jan 82.DA Form 2064. Document Register for Supply Actions. Jan 82.DA Form 2402. Exchange Tag. Dec 85.DA Form 2404. Equipment Inspection and Maintenance Worksheet. Apr 79.

References-6

FM 1-500

DA Form 2405. Maintenance Request Register. Apr 62.DA Form 2406. Material Condition Status Report (MCSR). Apr 93.DA Form 2407. Maintenance Request. Aug 88.DA Form 2407-1. Maintenance Request-Continuation Sheet. Aug 89.DA Form 2408-4. Weapon Record Data. Jan 79.DA Form 2408-5. Equipment Modification Record (Aircraft). Oct 91.DA Form 2408-9. Equipment Control Record. Oct 72.DA Form 2408-12. Army Aviator’s Flight Record. Jan 92.DA Form 2408-13. Aircraft Status Information Record. Oct 91.DA Form 2408-13-1. Aircraft Inspection and Maintenance Record. Oct 91.DA Form 2408-13-2. Related Maintenance Actions Record. Nov 91.DA Form 2408-13-3. Aircraft Technical Inspection Worksheet. Nov 91.DA Form 2408-14. Uncorrected Fault Record (Aircraft). Oct 91.DA Form 2408-15. Historical Record for Aircraft. Oct 91.DA Form 2408-16. Aircraft Component Historical Record. Oct 91.DA Form 2408-17. Aircraft Inventory Record. Nov 91.DA Form 2408-18. Equipment Inspection List. Nov 91.DA Form 2408-19. Aircraft Engine Turbine Wheel Historical Record. Nov 91.DA Form 2408-20. Oil Analysis Log. Dec 91.DA Form 2410. Component Removal and Repair/Overhaul Record. Jan 92.DA Form 2416. Calibration Data. Jan 70.DA Form 2417. US Army Calibration System Rejected Instrument. Dec 77.DA Form 2715-R. Unit Status Report (LRA). Jun 93.DA Form 2765. Request for Issue or Turn-In. Apr 76.DA Form 2765-1. Request for Issue or Turn-In. Apr 76.DA Form 3161. Request for Issue or Turn-In. May 83.DA Form 3254-R. Oil Analysis Recommendation and Feedback (LRA). Jun 78.DA Form 3266-1. Army Missile Materiel Readiness Report. Apr 93.DA Form 3266-2-R. Missile Materiel Condition Status Report Worksheet (LRA). Aug 85.DA Form 3318. Records of Demands–Title Insert. Jan 82.DA Form 4569. USAPC Requisition Code Sheet. Aug 77.DA Form 4676-R. Phased Maintenance Checklist Supplemental Sheet. Dec 84.DA Form 4949. Administrative Adjustment Report. Jan 82.DA Form 4999. Due In Record. Jan 82.DA Form 5504. Maintenance Request. Jun 93.DA Form 5504-1. Maintenance Request (Continuation Sheet). Sep 88.DA Label 80. US Army Calibrated Instrument. Dec 77.DA Label 163. US Army Limited or Special Calibration. Dec 77.DD Form 173/1. Joint Messageform. Mar 79DD Form 173/2 (OCR). Joint Messageform (Red). Mar 79.DD Form 173/3 (OCR). Joint Messageform (Blue). Mar 79.DD Form 314. Preventive Maintenance Schedule and Record. Dec 53.DD Form 362. Statement of Charges for Government Property Lost, Damaged or Destroyed. Mar 74.DD Form 365. Record of Weight and Balance Personnel. Feb 90.DD Form 365-1. Chart A–Basic Weight Checklist Record. Feb 90.DD Form 365-2. Form B–Aircraft Weighing Record. Feb 90.

References-7

FM 1-500

DD Form 365-3. Chart C–Basic Weight and Balance Record. Feb 90.DD Form 365-4. Weight and Balance Clearance Form F–Transport. Apr 89.DD Form 518. Accident Identification Card. Oct 78.DD Form 1131. Cash Collection Voucher. Apr 57.DD Form 1348. DOD Single Line Item Requisition System Document (Manual). Jun 86.DD Form 1348-6. DOD Single Line Item Requisition System Document (Manual Long-Fore). Feb 85.DD Form 1387-2. Special Handling Data/Certification. Jun 86.DD Form 1425. Specifications and Standards Requisition. Mar 86.DD Form 1574. Serviceable Tag–Materiel. Oct 66.DD Form 1574-1. Serviceable Label–Materiel. Oct 66.DD Form 1575. Suspended Tab –Materiel. Oct 66.DD Form 1575-1. Suspended Label–Materiel. Oct 66.DD Form 1576. Test/Modification Tag-Materiel. Oct 66.DD Form 1576-1. Test/Modification Label-Materiel. Oct 66.DD Form 1577. Unserviceable (Condemned) Tag-Materiel. Oct 66.DD Form 1577-1. Unserviceable (Condemned) Label–Materiel. Oct 66.DD Form 1577-2. Unserviceable (Repairable) Tag-Materiel. Oct 66.DD Form 1970. Motor Equipment Utilization Record. Apr 81.DD Form 2026. Oil Analysis Request. Nov 77.SF 91. Operator Report on Motor Vehicle Accidents. Oct 76.SF 364. Report of Discrepancy (ROD). Feb 80.SF 368. Product Quality Deficiency Report. Oct 85.

RECOMMENDED READINGS

These publications contain relevant supplemental information.

ADSM 18-L21-AHN-BUR-UN. Automated Data Systems Manual. SAMS–1 End User Manual.AR 70-50. Designating and Naming Defense Equipment Military Aerospace Vehicles. 18 May 90.AR 380-5. Department of the Army Information Security Program. 25 Feb 88.AR 385-64. Ammunition and Explosives Safety Standards. 22 May 87.AR 420-90. Fire Protection. 25 Sep 92.AR 600-55. Motor Vehicle Driver and Equipment Operator Selection, Training Testing and Licensing. 26 Sep 86.AR 600-200. Enlisted Personnel Management System. 5 Jul 84.AR 611-201. Enlisted Career Management Fields and Military Occupational Specialties. 30 Apr 92.AR 700-141. Hazardous Material Information System (HMIS). 20 Jan 87.AR 735-5. Policies and Procedures for Property Accountability. 31 Jan 92.CDA Pam 18-1. User Level Code Reference Guide for the ARMS Monthly AMDF and I&S History File. 1 Oct 88.CTA 8-100. Army Medical Department Expendible/Durable Items. 1 Aug 90.DA Pam 25-30. Consolidated Index of Army Publications and Blank Forms. 1 Oct 93.DA Pam 310-20. Administrative Publications: Action Officers Guide. 1 Dec 81.DOD 41-45.19-R-1. Storage and Materials Handling. 15 Sep 79.FM 5-25. Explosives and Demolitions. 10 Mar 86.FM 9-13. Ammunition Handbook. 4 Nov 86.FM 10-69. Petroleum Supply Point Equipment and Operations. 22 Oct 86.FM 20-3. Camouflage. 14 Nov 90.

References-8

FM 1-500

FM 31-70. Basic Cold Weather Manual. 12 Apr 68.FM 31-71. Northern Operations. 21 Jun 71.FM 41-10. Civil Affairs Operations. 11 Jan 93.FM 90-3. Desert Operations (FMFM 7-27). 24 Aug 93.FM 90-5 (HTF). Jungle Operations (How to Fight). 16 Aug 82.FM 90-6. Mountain Operations. 30 Jun 80.FM 90-10 (HTF). Military Operations on Urbanized Terrain (MOUT) (How to Fight). 15 Aug 79.FM 90-14. Rear Battle. 10 Jun 85.FM 100-5. Operations. 14 Jun 93.FM 100-20. Military Operations in Low-Intensity Conflict (AFP 3-20). 5 Dec 90.FM 100-103. Army Airspace Command and Control in a Combat Zone. 7 Oct 87.FM 101-5. Staff Organization and Operations. 25 May 84.

Guide to Aviation Resources Management for Aircraft Mishap Prevention (USASC publication).MIL-STD-129H. Marking for Shipment and Storage.MIL-STD-254. Weight and Balance, Reporting Forms for Aircraft.MIL-STD-451. Weight and Balance, Reporting Forms for Rotorcraft.MIL-W-25140. Weight and Balance Control Data.NAV Sup 2002. Navy Index of Publications.NEC 500,513. National Electrical Code.NFC 410-8. National Fire Code.NFPA STD 410. National Fire Protection Association Standard.OSHA Standard 1910,1926. Occupational Safety and Health Act Standards.OSHA Standard 1910.244. Other Portable Tools and Equipment.STANAG 2113. Destruction of Military Technical Equipment.STANAG 2861/QSTAG/AS. Procedures for the Recovery of Downed Aircraft/Helicopter While Engaged in

Airmobile Operations.TB Med 501. Occupational and Environmental Health: Hearing Conservation. 15 Mar 80.TB Med 524. Occupational and Environmental Health: Control of Hazards to Health From Laser Radiation.

20 Jun 85.TB 9-1300-385. Munitions Restricted or Suspended. 1 Jul 93.TB 43-0142. Safety Inspection and Testing of Lifting Devices. 31 Mar 93.TB 385-4. Safety Precautions for Maintenance of Electrical and Electronic Equipment. 1 Aug 92.TB 385-10. Safety Manual for Operating and Maintenance Personnel. 20 Dec 73.TB 600-1. Procedures for Selection, Training Testing and Qualifying Operators of Equipment/Systems, Excluding

Selected Watercraft and Aircraft Managed/Supported by US Army Troop Support and Aviation Materiel. 25 Jul 77.TM 9-1005-224-24. Organizational, Direct Support, and General Support Maintenance Manual for 7.62-MN

M60.... 8 Jul 87.TM 9-1005-224-24P. Organizational, Direct Support, and General Support Maintenance Repair Parts and Special

Tools List (Including Depot Maintenance Repair Parts) for Machine Gun 7.62-MM, M60.... 23 Jul 87.TM 9-1005-246-24. Organizational, Direct Support and General Support Maintenance Manual (Including Repair

Parts and Special Tools List) for Gun, 20-MM Automatic, M139. 18 Nov 71.TM 9-1005-262-13. Operator’s, Aviation Unit and Aviation Intermediate Maintenance Manual for Armament

Subsystem, Helicopter, 7.62MM Machine Gun Mounts.... 29 Dec 86.TM 9-1005-298-12. Aviation Unit Maintenance Manual: Armament Subsystem, Helicopter, 7.62-MM Machine

Gun, High Rate, M27E1. 7 Aug 69.

References-9

FM 1-500

TM 9-1005-298-20P. Aviation Unit Maintenance Repair Parts and Special Tool Lists: Armament Subsystem,Helicopter, 7.62-MM Machine Gun, High Rate, M27E1. 28 Feb 73.

TM 9-1005-298-34. Aviation Intermediate Maintenance Manual: Armament Subsystem, Helicopter, 7.62-MMMachine Gun, High-Rate, M27E1. 30 Jul 69.

TM 9-1005-298-35P. Aviation Intermediate and Depot Maintenance Repair Parts and Special Tool Lists:Armament Subsystem, Helicopter, 7.62-MM Machine Gun, High-Rate, M27E1. 12 Jul 69.

TM 9-1005-298-E5C. Equipment Serviceability Criteria for Armament Subsystem, Helicopter 7.62-MM MachineGun, High Rate, XM27E1. 12 Dec 70.

TM 9-1055-217-35P. Direct Support, General Support, and Depot Maintenance Repair Parts and Special ToolsList for Helicopter Armament Subsystem, 2.75-Inch Rocket Launcher, XM3. 23 Mar 70.

TM 9-1055-460-13&P. Operator’s, Aviation Unit and Intermediate Maintenance Manual Including Repair Partsand Special Tools List for Hydra 70 Rocket Launchers (Formerly 2.75-Inch Rocket Launchers). 8 May 81.

TM 9-1270-212-14&P. Operator’s, Organizational, Direct Support and General Support Maintenance Manual(Including Repair Parts and Special Tools List and Depot Maintenance Repair Parts and Special Tools) for FireControl Subsystem, Helmet-Directed, XM128 and XM136. 10 Jul 81.

TM 9-1270-218-13&P. Operator’s, Aviation Unit and Aviation Intermediate Maintenance Manual with RepairParts and Special Tools List Including Depot Maintenance Repair Parts and Special Tools for Digital Fire ControlComputer, XM22. 15 May 81.

TM 9-1270-219-13&P. Operator’s Aviation Unit and Intermediate Maintenance Instructions With Repair Parts andSpecial Tools List Including Depot Maintenance Repair Parts and Special Tools List for Fire and Flight Air DataSubsystem, Helicopter Armament: XM143. 1 Jun 81.

TM 9-1270-220-23&P. Aviation Unit and Aviation Intermediate Maintenance Manual With Repair Parts andSpecial Tools List (Including Depot Maintenance Repair Parts and Special Tools) for Sight, Helicopter; Heads-UpDisplay Subsystem, XM76. 10 May 89.

TM 9-1300-200. Ammunition, General. 3 Oct 69.TM 9-1300-206. Ammunition and Explosives Standards. 30 Aug 73.TM 9-1330-208-25. Organizational, Direct Support, General Support, and Depot Maintenance Manual (Including

Repair Parts and Special Tools List): Dispenser, Grenade: Smoke XM118. 28 Jun 71.TM 9-1340-222-20. Organizational Maintenance Manual (Including Repair Parts and Special Tools List): 2.75-

Inch Low Spin, Folding Fin Aircraft Rockets: 66-MM, Light Antitank Weapon Systems; 3.5-Inch Rockets andM3A2E1 Rocket Motor (JATO). 13 Jun 73.

TM 9-1340-222-34. Direct Support and General Support Maintenance Manual (Including Repair Parts and SpecialTools List) for 2.75-Inch Low Spin, Folding Fin Aircraft Rockets; 66-MM, Light Antitank Weapon Systems; 3.5-Inch Rockets and M3A2E1 Rocket Motor (JATO). 21 Aug 74.

TM 9-1345-201-12. Operator’s and Organizational Maintenance Manual for Mine Dispersing Subsystem, Aircraft:M56 and Mine Dispersing Subsystem, Aircraft, Practice, M132. 28 Jan 77.

TM 9-1345-201-30&P. Direct Support Maintenance Manual (Including Repair Parts and Special Tools List) forMine Dispensing Subsystem, Aircraft, M56. 4 Apr 77.

TM 9-1345-207-23. Organizational and Direct Support Maintenance Manual (Including Repair Parts and SpecialTools List) for Dispenser Control Panel (With Aircraft Wiring Harness). 10 Apr 75.

TM 9-1425-473-20. Maintenance Instructions Aviation Unit Maintenance for Armament Subsystem, HelicopterTOW Guided Missile, M65.... 4 Nov 92.

TM 9-1425-473-34. Direct and General Support Maintenance Manual for Armament Subsystem, Helicopter, TOWGuided Missile, M65. 30 Sep 75.

TM 9-1425-473-L. List of Applicable Publications (LOAP) for Armament Subsystem, Helicopter, TOW GuidedMissile, M65. 16 Apr 90.

References-10

FM 1-500

TM 9-4931-363-14&P. Operator’s, Organizational, Direct Support and General Support Maintenance ManualIncluding Repair Parts and Special Tools Lists for Fire Control Subsystem Test Set, AN/GSM-249. 11 May 81.

TM 9-4931-375-13&P. Operator's, Aviation Unit and Aviation Intermediate Maintenance Manual With RepairParts and Special Tools List Including Depot Maintenance Repair Parts and Special Tools for Fire ControlSubsystem Test Set, XM141. 19 May 81.

TM 9-4931-376-13&P. Operator’s, Aviation Unit and Aviation Intermediate Maintenance Manual With RepairParts and Special Tools List Including Depot Maintenance Repair Parts and Special Tools for BoresightController, XM34. 8 May 81.

TM 9-4931-377-13&P. Operator's, Aviation Unit and Aviation Intermediate Maintenance Manual With RepairParts and Special Tools List (Including Depot Maintenance Repair Parts and Special Tools) for Fire ControlSubsystem, Test Set M143. 1 May 89.

TM 9-4931-378-13&P. Operator’s, Aviation Unit and Intermediate Maintenance Instructions With Repair Partsand Special Tools List Including Depot Maintenance Repair Parts and Special Tools List for Test Set Fire andFlight Air Data Subsystem, XM142. 8 May 81.

TM 9-4931-583-30&P. Aviation Intermediate Maintenance Instructions Including Repair Parts and Special ToolsList for Boresight Assembly, Ground Support Equipment, T-102300-107. 30 Jun 83.

TM 9-4933-205-14. Aviation Unit and Aviation Intermediate Maintenance Manual (Including Repair Parts andSpecial Tools List) Test Set, Armament Subsystem: M5. 4 May 72

TM 9-4933-206-14. Aviation Unit and Intermediate Maintenance Manual (Including Repair Parts and SpecialTools List): Test Set, Armament Subsystem, M6. 6 Jan 72.

TM 9-4933-207-14. Aviation Unit and Aviation Intermediate Maintenance Manual (Including Repair Parts andSpecial Tools List): Test Set, Armament Subsystem: M16. 7 Feb 72.

TM 9-4933-211-14. Aviation Unit and Aviation Intermediate Maintenance Manual (Including Repair Parts andSpecial Tools List): Power Supply, Hydraulic/Electric, Portable.... 14 Mar 72.

TM 9-4933-211-34P. Direct Support and General Support Maintenance Repair Parts and Special Tools List(Including Depot Maintenance Repair Parts and Special Tools) for Portable Hydraulic/Electric Power Supply.3 Feb 72.

TM 9-4933-224-13&P. Operator's Aviation Unit and Intermediate Maintenance Manual With Repair Parts andSpecial Tools List (RPSTL) (Including Depot Maintenance Repair Parts and Special Tools) for Electronics SystemTest Set: XM137. 9 Jan 86.

TM 9-4933-227-13&P. Operator's, Aviation Unit and Intermediate Maintenance Manual With Repair Parts andSpecial Tools List Including Depot Maintenance Repair Parts and Special Tools for Test Set, Rocket ManagementSubsystem, XM135. 26 Oct 81.

TM 9-4935-473-14-1. Operator’s, Direct Support and General Support Maintenance Manual for Test Set, GuidedMissile System (TSGMS) (TOW Airborne System). 30 Sep 76.

TM 9-4935-473-14-2. Theory and Troubleshooting Maintenance Manual for Test Set, Guided Missile System(TSGMS) (TOW Airborne System). 30 Sep 76.

TM 9-4935-473-24P. Organizational and Intermediate Maintenance Repair Parts and Special Tools List (IncludingDepot Maintenance Repair Parts and Special Tools) for Test Set, Guided Missile System (TOW Airborne System).26 Dec 89.

TM 10-227. Fitting of Army Uniforms and Footwear. 1 Nov 81.TM 10-277. Chemical, Toxicological and Missile Fuel Handlers Protective Clothing. 1 Nov 80.TM 11-6140-203-14-1. Operator’s, Organizational, Direct Support and General Support Maintenance Manual for

Aircraft and Nonaircraft Nickel-Cadmium Batteries (General). 14 Oct 80.TM 11-6140-203-14-2. Aviation Unit and Intermediate Maintenance Manual for Aircraft Nickel-Cadmium

Batteries. 24 Mar 78.

References-11

FM 1-500

TM 38-L32-11. Functional Users Manual for Direct Support Unit Standard Supply System (DS4) Customer (User)Procedures.... 1 Jun 89.

TM 38-L32-12. Functional Users Manual for Direct Support Unit Standard Supply System (DS4): StorageOperations Procedures.... 31 Dec 89.

TM 38-L32-14. Functional Users Manual for Direct Support Unit Standard Supply System (DS4): ExecutiveManagement Procedures (Divisional and Nondivisional). 1 Jun 88.

TM 55-1500-342-23. Army Aviation Maintenance Engineering Manual for Weight and Balance. 29 Aug 86.TM 55-1520-236-T-2. Troubleshooting Instructions for Aviation Unit Maintenance (AVUM) Level and

Intermediate Maintenance (AVIM) Level, AH-1S (MC) Integrated Armament and Fire Control System. 15 Jun 83.TM 55-1520-236-T-3. Troubleshooting Instructions for Aviation Unit Maintenance (AVUM) Level and

Intermediate Maintenance (AVIM) Level, AH-1F Integrated Armament and Fire Control System, 15 Jun 83.

References-12

FM 1-500

Index

Index-1

FM 1-500

Index-2

FM 1-50027 JANUARY 1995

By Order of the Secretary of the Army:

Official:

GORDON R. SULLIVANGeneral, United States Army

Chief of Staff

Administrative Assistant to theSecretary of the Army

07752

DISTRIBUTION:

Active Army, USAR, and ARNG: To be distributed in accordance with DA Form12-11E, requirements for FM 1-500, Army Aviation Maintenance (Qty rqr. blockno. 3827).

✰ U.S. GOVERNMENT PRINTING OFFICE: 1995-628-027/20090