114. O Level Production DivisionsPage 1 of 21

114. ORGANIZATIONAL LEVEL (O-LEVEL) PRODUCTION DIVISIONSFUNDAMENTALS

References:

[a] NAVAIR 01-1A-24, US Navy Aviation Vibration Analysis Manual

[b] OPNAVINST 4790.2H, Naval Aviation Maintenance Program (NAMP), Vol. I

[c] OPNAVINST 4790.2H, Naval Aviation Maintenance Program (NAMP), Vol. V

[d] NAVAIR 01-1A-509, Aircraft Weapons Systems Cleaning and Corrosion Control

[e] CMS-1, Communications Security Material System Manual

[f] Local Directives and Standard Operating Procedures

[g] COMNAVAIRPACINST 3500.85B, Conventional Weapons Technical Proficiency

Inspection (CWTPI) Guide

[h] OPNAVINST 8000.16A, Naval Ordnance Maintenance Management Program

(NOMMP),Vol. 2

[i] OPNAVINST 8000.16A, Naval Ordnance Maintenance Management Program

(NOMMP),Vol. 3

[j] OPNAVINST 5102.1C, Mishap Investigation and Reporting

[k] NAVAIR 00-80T-113, Aircraft Signals NATOPS Manual

[l] NAVAIR 01-1A-35, Aircraft Fuel Cells and Tanks

[m] OPNAVINST 8020.14, Department of the Navy Explosives Safety Policy

.1 Discuss the purpose of the Vibration Analysis Program. [ref. a]

* Definition from 4790.

* Vibration Analysis Program

a. Vibration analysis provides the capability to detect faults and degradation in aircraft, dynamic components, and engines by the analysis of their vibration characteristics. The objectives are to reduce vibration related material failures, reduce crew fatigue, and improve safety, reliability, and readiness.

b. The provisions of this process apply to all aircraft that require vibration analysis. Applicable aircraft MRCs and MIMs contain requirements and procedures for troubleshooting, performing vibration analysis, documenting and reporting the results, training, and record keeping requirements.

* Reference from A1-H60CA-VIB-000

1. NAVAL AVIATION VIBRATION ANALYSISPROGRAM.

a. The Naval Aviation Vibration Analysis Programwas officially established by the Naval Air SystemsCommand in December of 1981. The goals of this programare to use vibration analysis as a means to:

(1) Avoid catastrophic failures thereby increasingaircraft availability, reducing aircraft repair cost andimproving aviation safety.

(2) Provide insight and assistance introubleshooting vibration discrepancies thereby reducingmaintenance man-hours, removal of serviceablecomponents and help determine the cause of chronicfailures.

(3) Ultimately plan repairs/componentreplacement thereby improving repair quality, reducingoperating expenses and allowing timely ordering ofreplacement parts.

(4) Prevent unnecessary periodic disassembly forinspection.

b. Keys to a successful program are:

(1) properdocumentation and individual aircraft files,

(2) knowledgeof the aircraft,

(3) good vibration limits,

(4) adequateinstrumentation, and

(5) properly trained/qualifiedpersonnel. Each of these will be individually covered in thefollowing paragraphs.

(1) MMHISST recommends that fleet operators ofNavy H-60 aircraft maintain historical vibration data attheir own discretion for the purposes of tracking changes inthe performance of individual aircraft and components.This historical data should be maintained only to the extentthat it aids in maintenance troubleshooting. There is norequirement to forward data to MMHISST as sufficientdata has been obtained for the H-60 vibration database.

(2) This program assumes that troubleshootersutilizing this program are well trained in traditionaltroubleshooting methods and procedures for the type of H-60 aircraft they are working on. The vibration analysisprogram is an aid to this troubleshooting. However, theremay be times when assistance is required. You areencouraged to contact the MMHISST with any problemsyou might have.

(3) For the MMHISST to set valid limits, goodvibration data must be obtained. The quality of theincoming data determines the quality and accuracy of thevibration limits. The incoming data must be markedproperly as to the station location and flight profile. TheVibration Analysis Test Set (VATS) makes this easy aseach data set is marked by the software. The limits in eachindividual aircraft test are based on statistics andexperience with the H-60 aircraft. Limits are definedaccording to frequency. When vibration levels are abovethe non-operational limit, maintenance troubleshooting inaccordance with the appropriate section of this manual shallbe performed prior to next flight.

(4) A successful program is characterized bypeople properly trained and given a chance to developanalysis expertise. Training in vibration analysis iscurrently the responsibility of the Naval Air Technical Dataand Engineering Service Command (NATEC).

.2 Discuss the purpose and requirements for taxi/turn-up qualification.

[ref. b, ch. 10]

* Taxi/Turn-up/Auxiliary Power Unit Licensing Program

a. Taxi Licensing. COs may issue Taxi/Turn-up/APU License (OPNAV 4790/162)to senior enlisted personnel under the following conditions:

(1) Fixed Wing. The nominee has undergone a comprehensive training program using the applicable NATOPS manual and has satisfactorily completed a written and operational test developed by the unit NATOPS Officer and administered by a unit pilot NATOPS instructor.

(2) Helicopter. Only individuals authorized to fly helicopters shall be permitted to taxi.

WARNING: AIRCRAFT SHALL BE PROPERLY SECURED PRIOR TO ANY MAINTENANCE TURNS PER T/M/S MIM/NATOPS. HELICOPTER ROTORS MUST NOT BE ENGAGED DURING ENGINE TURNS.

b. Turn-up (low/full power turn-up) Authorization. COs may issue engine/APU turn-up authorizationor either function to enlisted personnel. The CO may not delegate the authority to sign Taxi/Turn-up/APU authorizations. Upon recommendation of the unit MO, the nominee will undergo a comprehensive training program. The nominee must be qualified per the applicable NATOPS manual andsatisfactorily complete a written and operational examination developed by the unit's NATOPS officer and administered by a unit pilot NATOPS instructor or qualified FCF pilot. QARs may administer written examinations. For activities that have flight engineers/crew chiefs, the unit's flight engineer/crew chief NATOPS evaluator/instructor, under the direction of the NATOPS officer, may administer a written and operational examination. NATOPS qualified flight engineers/crew chiefs must satisfactorily complete the written and operational examination to be considered qualified to turn-up aircraft.

c. As a minimum, annual re-qualification is required to maintain authorization for taxi licensing and engine/APU low/full power turn-up authorization.

.3 Discuss the following Egress/Explosive System Checkout Program elements:[ref. c, ch. 16; ref. m]

a. Program manager

* The Program Manager shall:

(1) Recommend qualified AME/PR or MOS 628X/6048 personnel for designation as egress/explosive system checkout instructors for each specific T/M/S.

NOTE: Marine Corps aviation units with attack helicopters are authorized to use qualified PR/MOS 6048 personnel to give egress/explosive system checkouts on attack helicopters only.

(2) Be knowledgeable of applicable T/M/S MIMs/MRCs and this instruction.

(3) Ensure egress/explosive system training and checkout for all maintenance personnel upon reporting aboard and every 6 months thereafter prior to the last day of the requalification month. Any personnel removed from aircraft maintenance responsibilities for 90 days or longer will receive an egress/explosive system checkout before performing any aircraft maintenance

(4) Maintain a MO approved comprehensive guide/check sheet for use during egress/explosive system training and checkout

(5) Maintain a program file to include:

(a) Applicable POCs.

(b) A master copy of the guide/check sheet used for training and checkout.

(c) Program related correspondence and messages.

(d) Applicable references or cross reference locator sheets.

(6) Ensure only qualified, certified AME/PR or MOS 628X/6048 personnel administer egress/explosive system checkouts.

(7) Monitor completion of egress/explosive system checkouts and inform work center supervisors if any personnel are overdue.

(8) Use CSEC information and reports (provided by the Program Monitor) to aid in identifying specific areas of concern and to determine what steps are required for program/process improvement

(9) Submit a list of all personnel due requalification during the next month to the MMCO for publication in the MMP.

b. Training/qualification requirements

(1) Ensure Egress/Explosive System Checkout Program indoctrination and follow-on training is provided to personnel. Training shall include personnel responsibilities and shall be documented on the NAMP Indoctrination Training sheet and the individual's qualification/certification record.

(2) Ensure all work center personnel receive an egress/explosive system safety checkout by a designated AME/PR or MOS 628X/6048 prior to being assigned to work on/around aircraft.

c. Documentation required

(1) Ensure all checkouts are documented on the Egress/Explosive System Checkout Certification and maintained in the individual’s qualification/certification record.

.4 Discuss the purpose and requirements for the ALSS Program. [ref. b, ch. 16]

* The maintenance of ALSS is an integral part of maintaining aircraft. It is essential that the procedures and the assigned responsibilities for these systems be clearly understood and complied with to ensure maximum safety/survivability as well as aircraft readiness is achieved. ALSS is defined as those items of equipment and clothing needed to allow aircrew members and aircraft passengers to:

(1) Function within all parameters of the flight environment.

(2) Safely egress from disabled aircraft and descend/ascend to the surface.

(3) Survive on land or water and interface with rescue forces.

* ALSS include such items as escape systems, environmental systems, fire extinguishing systems, aircrew clothing, survival kits, personnel parachutes and the associated hardware, life rafts and life preservers, anti-exposure suits, survival radios and other emergency signaling equipment, flight helmets, oxygen equipment, anti-G suits and associated hardware, and other miscellaneous survival and life support items.

* Inspection Requirements

(1) Acceptance/post depot inspections are performed at the time a reporting custodian accepts a newly assigned aircraft or aircrew personnel mounted equipment, from any source, including return of an aircraft from off-site depot facility. It includes an inventory of all equipment listed in the AIR, verification of CADs and PADs, and a configuration verification. For acceptance inspection purposes, verification of CADs, PADs, and configuration is accomplished by visual external inspection and record examination only. Disassembly beyond the daily inspection requirements of applicable PMS publications is not required. Activities may elect to increase the depth of inspection if equipment condition, visual external inspection, or record examination indicates such action is warranted. On acceptance of an aircraft, load the SEATS/ICAPS module data disk received with the aircraft logbook. SEATS/ICAPS data shall be updated in CM.

(2) Transfer/pre-depot inspections are performed at the time a reporting custodian transfers an aircraft or aircrew personnel mounted equipment, including delivery to an off-site facility. It includes an inventory of all equipment listed in the AIR, verification of CADs and PADs, and a configuration verification. For transfer inspection purposes, verification of CADs, PADs, and configuration is accomplished by visual external inspection and record examination only. Disassembly beyond the daily inspection requirements of applicable PMS publications is not required. Verify flight hours are correct on the Monthly Flight Summary (OPNAV 4790/21A) or CM ALS Flight Summary by checking the Period and Since New blocks. In addition, verify operating hours on the Equipment Operating Record (OPNAV 4790/31A) or CM ALS Equipment Operating Record by checking the ACCUM block. Activities may elect to increase the depth of inspection if equipment condition, visual external inspection, or record examination indicates such action is warranted. On transfer of an aircraft, download the SEATS/ICAPS module data on a disk and transfer with the aircraft logbook. SEATS/ICAPS data shall be updated in CM.

(3) Inspections will be conducted as specified by the applicable technical manuals.

114.5 Discuss the personnel (source ratings) make up of the Emergency ReclamationTeam. [ref. d]

The ERT is responsible for reclaiming and preventing further damage to aircraft and their components in the event an aircraft experiences any of the following:

a. Salt water immersion.

b. Exposure to fire extinguishing agents.

c. Aircraft accident or situation as directed by competent authority.

The Corrosion Control Officer has the responsibility to organize and supervise an emergency reclamation team. The size and composition of the team depends on the urgency of the situation and/or workload. If required, additional squadron personnel shall be selected and placed under the direction of the Corrosion Prevention and Control Program Manager. The team will consist of all corrosion control work center personnel and the Corrosion Control Petty Officer from the following work centers: AF, PP, AT, AE, AME, PR, AO and PH. The use of an AZ may be required to issue job control numbers and manage paperwork. An AK may also be required to ensure proper packaging, identification and ordering of affected parts. The AZ and AK, although team members, do not require formal NAMTRADET Corrosion schooling. Emergency Reclamation Team Training in the squadron is sufficient for their responsibilities.

Team Responsibilities:

1) Team Leader. Will organize and coordinate the ERT effort and will be responsible for the security of all classified components.

2) Team Supervisor. Advise team members on the method of cleaning and preservation to be applied to each recovered item by referring to references (a) through (c).

3) Ordnance. De-arm and download all ordnance.

4) AME. Ensure that canopies and ejection seats are made safe. This will include removal of explosive and actuating devices associated with the escape system

* AM / Corrosion control

* EMERGENCY RECLAMATION TEAM.

NOTE: In cases involving aircraft accidents,permission must be obtained from seniormember of the accident investigation boardprior to start of emergency procedures.

1. GOAL OF EMERGENCY RECLAMATIONTEAM: The primary goal of the emergency reclamationteam is to accomplish the necessary salvageoperations after an aircraft accident. This includes theassociated corrosion control efforts.

2. EMERGENCY RECLAMATION TEAMORGANIZATION: Each reporting custodian shalldesignate a Corrosion Control Officer, whose dutiesinclude organizing and supervising the emergencyreclamation team. Maintenance control will direct theteam to accomplish salvage operations or corrosioncontrol action. The size and composition of the teamdepends on the urgency of the situation and/orworkload. Additional personnel, if required, will beselected and placed under the direction of the CorrosionControl Officer. In case of fire damage, the MaterialsEngineering Division of the cognizant activity must becontacted. This group will determine the effects of heator excessive salt water contamination prior to continueduse/repair of affected parts.

.6 Discuss the security/accountability procedures for COMSEC equipment. [ref. e]

* General. COMSEC material consists of aids and hardware that secure telecommunications or ensure the authenticity of such communications. COMSEC material includes, but is not limited to, COMSEC key, items that embody or describe COMSEC logic, and other items that perform COMSEC functions. COMSEC material can be divided into three categories:

A. Keying Material – A type of COMSEC aid that supplies either encoding means for manual and automanual cryptosystems or key for machine cryptosystems. Keying material may or may not be marked or designated “CRYPTO.” Keying material includes paper (which may be extractable or non-extractable), electronic (e.g. LMD/KP produced key, keying material on magnetic media), and other non-paper items.

1. Paper Keying Material includes keylists, keytapes, codes, authenticators (includes Identify Friend or Foe (IFF)), one-time tapes, and one-time pads. The majority of keying material bears the following type of short titles:

Keylists(AKAK/USKAK)

KeyTapes(ATAT/USKAT)

Codes(AKAC/USKAC)

Authenticators(AKAA/USKAA)

One-time Pads(AKAP/USKAP)

2. Extractable keying material is designed to permit the extraction and removal of individual segments of key for hourly, daily, weekly, etc., use

3. Electronic keying material includes electronically generated key, either produced by a LMD/KP or other key generating device, magnetic media (e.g., floppy disk, magnetic tape), and key loaded onto a fill device (KSD 64).

4. Non-paper keying material includes keying plugs, keyed microcircuits, and keying material in solid state form such as programmable read-only memories (PROMs), read-only memories (ROMs), metallic oxide semi-conductor (MOS) chips, and micro-miniature tamper protection systems (micro-TPS).

* COMSEC Equipment – Equipment designed to provide security to telecommunications by converting information to a form unintelligible to an unauthorized interceptor and subsequently reconverting such information to its original form for authorized recipients, as well as equipment designed specifically to aid in, or as an essential element of the conversion process.

* COMSEC-Related Information – Includes policy procedural, and general doctrinal publications (e.g., CMS 21A, CMS 5A), equipment maintenance manuals (e.g., KAM-410_ and operating instructions (e.g., KAO-207), call signs, frequency systems, and miscellaneous material not listed above (e.g., CMSR, NAG 16, DCMS-generated SF 153).

* Safeguard General. Each person involved in the use of COMSEC material is personally responsible for:

  1. Safeguarding and properly using the material they use or for which they are responsible.
  2. Promptly reporting to proper authorities any occurrence, circumstance, or act which could jeopardize the security of COMSEC material.

* Security Clearance and Access Requirements. The handling of COMSEC material requires both a security clearance (unless it involves UNCLASS COMSEC material) and a need-to-know. An explanation of these terms follows:

* COMSEC Material Classification. The classification of COMSEC material is indicated by the standard classification markings: Top Secret (TS), Secret (S), Confidential (C), or Unclassified (U). The security classification assigned to COMSEC material determines the storage and access requirements.

  1. Accountability Legend (AL) Codes. Accountability Legend (AL) codes determine how COMSEC material is accounted for within the CMCS. Five AL codes are used to identify the minimum accounting controls required for COMSEC material.
  2. CRYPTO Marking. The marking or designator identifying COMSEC material which is used to secure or authenticate telecommunications carrying classified or sensitive U.S. government or U.S. government-derived information. The marking "CRYPTO" is not a security classification.
  3. Controlled Cryptographic Item (CCI). A secure telecommunications or information handling equipment, or associated cryptographic component, that is unclassified but governed by a special set of control requirements.
  4. Status of COMSEC Material.
  1. The usability of COMSEC material is determined by its status (i.e., ROB, Effective or Superseded). Status of COMSEC material is assigned at the direction of the controlling authority or originator of the material.
  2. The status for equipment and non-keying material items is changed infrequently as they are used for extended periods of time. This material is in effect until it is replaced or superseded.
  3. The status of COMSEC keying material is promulgated repeatedly as its life span can vary from hours to an indefinite period of time. Most keying material is superseded on a regular or routine basis due to operational use. COMSEC keying material will, at all times, be in one of three status conditions:

.7 Discuss the concepts, composition of, and training for the Ordnance Load Team.[refs. f, m]