ENLISTED AVIATION WARFARE SPECIALIST

(EAWS) COMMON CORE TUTORIAL

Welcome to the EAWS Common Core PQS questions and answers. This study guide was to aid
instructors and students alike. All of the questions were answered from instructions and directives found
in NAVEDTRA 43902, Personnel Qualification Standard (PQS), Enlisted Aviation Warfare Specialist
(EAWS), Common Core.

The bulk of this material was researched and provided by AZ1(AW/NAC) Kimberly Herring.
Other changes were added from direct input by sailors like you.

EAWS qualification will be mandatory for all E5s and above serving on sea duty (Type 2 or 4) where
a qualifying program exists. You must qualify in the warfare specialty of our platform within 18 months
to be recommended for the FY00 advancement cycle to paygrade E6.

Qualification must be maintained current at follow-on commands. All personnel already qualified who
report from shore duty to an eligible Type 2 or 4 commands must re-qualify within 12 months of
reporting or their advancement recommendation will be withdrawn!

Advancement points presently awarded for warfare qualified Sailors will be eliminated by the
September 2000 advancement cycle.

Full implementation of the EAWS program will be completed by March 2000.

EAWS Program coordinators may obtain EAWS Certificates by going to Navy Forms Online. The
current Stock Number for EAWS Certificates is 0107LF984700, OPNAV Form 1414/1. Simply click
on the link marked "order forms", add the stock number to the search block, and it will give you
information on ordering forms for your command, squadron, or ship.

The EAWS (Core) program was designed to encompass basic areas of study applicable to the entire
Navy. Just click on the section of the PQS that you would like to review. Good luck and study hard!
For practice exam, inputs, or if you are interested in developing a web page for your communities
EAWS specific PQS, or comments, contact:

flygal46@yahoo.com
AZ1(AW/NAC) Kimberly Herring
DSN: 739-7800 ext: 212
817-782-7800 ext: 212

For more information on the Acrobat format, please contact

blackcat@iname.com
AE1 Thomas Coleman
DSN: 492-6804

Short History of the EAWS Program and Wings

In order to recognize enlisted personnel serving in Naval Aviation who were not aircrew
members, a new program and set of wings was established. The Operational Navy Instruction
(OPNAVINST) 1412.5 of 19 March 1980 established the Enlisted Aviation Warfare
Qualification Program and the new wing insignia. The Enlisted Aviation Warfare Specialist
wings are issued to enlisted personnel who acquired the specific professional skills, knowledge,
and military experience that resulted in unique qualification for service in the aviation activities
of the Navy. Back when the program was first established, EAWS wings were normally attained
from only the aviation ratings. General requirements included a 3.6 or better performance rating
out of a possible 4.0 evaluations, nomination by the Commanding Officer, and a minimum of 24
months of sea duty in an aviation assignment. Candidates had to be in direct or indirect support
of air-warfare missions. Administration, training, and testing were carried out at the command
level, and standards were kept high to maintain the integrity of the program. Individual
qualification requirements could only be approved by those who had themselves previously
qualified. Aviation personnel were then authorized to wear the silver EAWS wings, and the
letters "AW" in parentheses were added to their rating designation. The specialty was not, and
still is not, open to officers, but LDO and warrant officers who qualified prior to commissioning,
can retain the privilege of wearing their wings. The 1981 Uniform Regulations described the
Aviation Warfare wings as follows: “A silver embroidered or silver color metal pin (for
enlisted); winged, with a central device consisting of a shield with an anchor superimposed
thereon and a scroll at the bottom of the insignia.”
 EAWS Core JQR Sections

101 Professional Library

102: First Aid
103: General Safety
104: Chain of Command
105: Naval Aviation Heritage and Doctrine
106: Enlisted Ratings
107: Aviation Fundamentals
108: Airfield Familiarization
109: Naval Aircraft
110: Aviation Capable Ships
111: Other Ships and Submarines
112: Chemical, Biological, and Radiological Warfare
113: Naval Air Training and Operating Procedures
Standardization (NATOPS)
114: General Administration
115: Naval Aviation Maintenance Program (NAMP)
116: Naval Aviation Logistics Command Management
Information System (NALCOMIS)
117: Basic Aviation Supply
118: Hazardous Material (HM)/Hazardous Waste (HW)
 ACRONYMS USED IN THIS GUIDE

Not all acronyms or abbreviations used in this PQS are defined here. The Subject Matter Experts from the Fleet who wrote
this Standard determined the following acronyms or abbreviations may not be commonly known throughout their community
and should be defined to avoid confusion. If there is a question concerning an acronym or abbreviation not spelled out
on this page nor anywhere else in the Standard, use the references listed on the line item containing the acronym or
abbreviation in question.

AMO Aircraft Maintenance Officer

Assistant Maintenance Officer
ABO Aviators Breathing Oxygen
ACC Aircraft Controlling Custodian
AFM Aviation Fleet Maintenance
APU Auxiliary Power Unit
ASPA Aircraft Service Period Adjustment
AUL Authorized HM Use List
AVCAL Aviation Consolidated Allowance List
CDI Collateral Duty Inspector
CDQAR Collateral Duty Quality Assurance Representative
CINC Commander in Chief
CMC Command Master Chief
CMEO Command Managed Equal Opportunity
CNO Chief of Naval Operations
CTPL Central Technical Publications Library
DAPA Drug and Alcohol Program Advisor
DTG Date-Time-Group
EDVR Enlisted Distribution and Verification Report
EM End-user Manual
EMP Electromagnetic Pulse
EOPS Equal Opportunity Program Specialist
ESD Electro-Static Discharge
FCF Functional Check Flight
FOD Foreign Object Damage
HUMG Hazardous Materials Users Guide
IFF Identification Friend or Foe
IPB Illustrated Parts Breakdown
JCN Job Control Number
LOGREQS Logistics Requisitions
LOX Liquid Oxygen
MAF Maintenance Action Form
MCN Maintenance Action Form Control Number
MCPON Master Chief Petty Officer of the Navy
MI Maintenance Instruction
MIM Maintenance Instruction Manual
MMCO Maintenance/Material Control Officer
MMP Monthly Maintenance Plan
MO Maintenance Officer
MOV Material Obligation Validation
MOVEREP Movement Reports
MRC Maintenance Requirement Card
MSDS Material Safety Data Sheet
MTIP Maintenance Training Improvement Program
NALCOMIS Naval Aviation Logistics Command Management
Information System
NAMP Naval Aviation Maintenance Program
NAMPSOP Naval Aviation Maintenance Program Standard Operating
Procedures
NATO North Atlantic Treaty Organization
NATOPS Naval Air Training and Operating Procedures
Standardization
NAVOSH Navy Occupational Safety and Health
NDI Non Destructive Inspection
NRFI Non-Ready for Issue
OFC Operational Functional Category
OPREP Operation(al) Report
OPTAR Operating Target
ORM Operational Risk Management
PMCS Partial-Mission Capable Supply
PMIC Periodic Maintenance Information Card
PMS Planned Maintenance System
QA Quality Assurance
QAR Quality Assurance Representative
RF Radio Frequency
SCC Sequence Control Card
SECNAV Secretary of the Navy
SHORECAL Shore Consolidated Allowance List
SITREP Situation Report
SM&R Source, Maintenance, and Recoverability
SMQ Special Maintenance Qualification
SORTS Status of Requirements and Training Support
SSIC Standard Subject Identification Code
TACAN Tactical Airborne Navigation
TYCOM Type Commander
WUC Work Unit Code
 101 Professional Library
101.1 SUGGESTED READING

NO SINGLE BOOK OR GROUP OF BOOKS CONTAINED IN THIS FUNDAMENTAL SECTION IS INTENDED

TO BE A MANDATORY READING ITEM WHEN COMPLETING THIS PQS MANUAL.

101.1.1 RECOMMENDED READING:

NAVEDTRA 12000, Airman

OPNAVINST 3710.7Q, NATOPS General Flight and Operating Instructions
Naval Aviation Guide, Naval Institute Press

101.2 SUPPLEMENTAL READING:

THE FOLLOWING LISTS ARE INCLUDED AS A SOURCE OF SUPPLEMENTAL READING FOR

PERSONNEL WHO DESIRE TO OBTAIN ADDITIONAL INFORMATION WHICH SUPPORTS THE
HERITAGE AND DOCTRINE FUNDAMENTALS CONTAINED IN THIS COMMON CORE PQS MANUAL.
ADDITIONALLY, THE INFORMATION CONTAINED IN THESE SUGGESTED READING BOOKS SHOULD
NOT BE USED AS WRITTEN OR ORAL BOARD TESTING MATERIAL.

The MCPON’s “Naval Heritage and Core Values” Reading List, Parts “A” and “B”

AS THE MCPON READING LIST IS UPDATED ANNUALLY, THE MOST CURRENT VERSION CAN
BE FOUND IN THE MCPON DIRECTLINE PUBLICATION OR THROUGH THE INTERNET AT
EITHER OF THE FOLLOWING WEB ADDRESSES:

http://www.chinfo.navy.mil/navpalib/mcpon/readgide.htm
http://www.history.navy.mil/faqs/faq46-7.htm
 102 First Aid Fundamentals

References:
[a] NAVEDTRA 12043, Basic Military Requirements
[b] NAVEDTRA 10669-C, Hospital Corpsman 3 & 2

102.1 State the three objectives of first aid. [ref. a, ch. 20]
Save life, prevent further injury, and prevent infection.

102.2 State the methods of controlling bleeding. [ref. a, ch. 20]

Direct pressure, elevation, pressure points, and as a last resort, tourniquet.

102.3 Identify an example of a pressure point. [ref. a, ch. 20]

Bleeding can often be temporarily controlled by applying hand pressure to the appropriate pressure point. A pressure point is
a place where a main artery to the injured part lies near the skin surface and over a bone. Apply pressure to this point with the
fingers or with the heel of the hand.

There are 11 principal points on each side of the body.

Superficial temporal artery temple

Facial artery jaw
Common carotid artery neck
Subclavian artery collar bone
Brachial artery inner upper arm
Brachial artery inner elbow
Radial/Ulnar artery wrist
Femoral artery upper thigh
Iliac artery groin
Popliteal artery knee
Anterior/posterior tibial artery ankle

102.4 Describe the symptoms and treatment for shock. [ref. a, ch. 20]

Shock is a disruption of the circulatory system. Symptoms include vacant or lackluster eyes, shallow or irregular breathing,
cold, pale skin, nausea, and weak or absent pulse. Individuals usually faint do to the poor supply of oxygen to the brain.
Treatment is to lay the victim down with the feet elevated 6-12 inches. Cover them to maintain body heat. Reassure and calm
the victim, if conscious.

102.5 Describe the three classifications of burns. [ref. a, ch. 20]

First degree - mildest, producing redness, increased warmth, tenderness and mild pain.
Second degree - red and blistered skin; severe pain.
Third degree - destroyed tissue, skin and bone in severe cases. Severe pain may be absent due to nerve endings being
destroyed.

102.6 State the symptoms and treatment for the following heat related injuries: [ref. a, ch. 20]

a. Heat exhaustion

In heat exhaustion, there is a serious disturbance of blood flow to the brain, heart and lungs. The skin is cool, moist, and
clammy ad the pupils dilated and normal or subnormal body temperature. Usually the victim is sweating profusely.
Treatment: Move the victim to a cool or air conditioned area; loosen clothing; apply cool wet cloths to the head, groin, and
ankles; fan the victim; do not allow the victim to become chilled; if the victim is conscious, give a solution of one teaspoon
salt dissolved in a liter of cool water and transport to a medical facility.
b. Heat stroke
A very serious condition caused by a breakdown of the sweating mechanism of the body. The victim is unable to eliminate
excessive body heat build up. Symptoms may include hot and/or dry skin, uneven pupil dilation, and a weak, rapid pulse.
Treatment: Reduce the heat immediately by dousing the body with cold water. Apply wet, cold towels to the body and move
the victim to the coolest possible place. Maintain an open airway. Place the victim on his/her back with shoulders raised
slightly. Place cold packs or towels around the victim's shoulders and neck. Place additional cold packs on the ankles and
groin area. Use a fan if available. A cold water bath is very helpful.

102.7 State the difference between an "open" and "closed" fracture. [ref. a, ch. 20]

A "closed" or "simple" fracture is one, which is internal, that is, the bone is broken, but there is no break in the
skin. An "open" or "compound" fracture is one in which there is an open wound in the tissue or skin. The bone
may be protruding thru the skin.

102.8 State the following as applied to electric shock: [ref. a, ch. 20]

a. Personnel rescue

The rescue of a person who has received an electric shock is likely to be difficult and dangerous. Extreme caution must be
used, or the rescuer may also be electrocuted. YOU MUST NOT TOUCH THE VICTIM'S BODY, WIRE, OR ANY OTHER
OBJECT THAT MAY BE CONDUCTING ELECTRICITY. Look for the switch, first, and turn off the current immediately.
If you cannot find the switch, try to remove the wire from the victim with a dry broom, handle, branch, pole, oar, board or
other non-conducting object. It may be possible to use a dry rope or dry clothing to pull the wire away from the victim.

b. Treatment

Administer artificial ventilation immediately after freeing the person from the wire if the electric shock caused breathing to
stop. Check the pulse since electric shock may cause the heart to stop. If you feel no pulse, start CPR immediately. Get the
victim to a medical facility immediately.

102.9 Describe the methods for clearing an obstructed airway. [Ref. a, ch. 20]

Obstruction in the upper airway or throat is often caused by attempting to chew food and
talk at the same time. One of the most reliable indications of an airway obstruction is the
victim's inability to talk. Other indicators include grasping and pointing to the throat,
exaggerated breathing efforts, and the skin turning a bluish color. Your first action upon
encountering a victim with this problem is to clear the mouth of any food particles, foreign
objects, or loose dentures. If not effective use one of the following methods:

Stand behind the victim and wrap your arms around the victim's waist. Grasp your wrist and
place the thumb side of your fist against the victim's abdomen, above the navel and just
below the rib cage. Give 4 quick upward thrusts to the victim. (It is recommended 4 thrusts
by the American Heart Association and 5 recommended by the American Red Cross). The
obstruction should pop out like a cork. If unsuccessful, repeat until the obstruction is
dislodged.

Reclining Abdominal thrusts are used if the victim is lying down. Position yourself for the thrust by either straddling the
victim at the hips, straddling one leg, or kneeling at the hips. Place your hands one on top of the other in the area between the
lower end of the sternum (breast bone) and the navel, and give 4 quick upward thrusts into the abdomen. (5 thrusts
recommended by American Red Cross and 4 thrusts recommended by American Heart Assoc.)
102.10 Describe the effects of the following cold weather injuries: [ref. b, ch. 4]

a. Hypothermia

A general cooling of the whole body caused by exposure to low or rapidly falling temperature, cold moisture, snow or ice.
The victim may appear pale and unconscious, and may even be taken for dead. Breathing is slow and shallow, pulse faint or
even undetectable. The body tissues feel semi-rigid, and the arms and legs may feel stiff. First aid consists of bringing the
body temperature to normal. The patient should be wrapped in warm blankets in a warm room. Do not give him hot drinks or
other stimulants until he has regained consciousness. Get medical attention immediately.

b. Superficial frostbite

Ice crystals forming in the upper skin layers after exposure to a temperature of 32 degrees or lower.

c. Deep frostbite

Ice crystals forming in the deeper tissues after exposure to a temperature of 32 degrees or lower. Treatment is to get the
victim indoors, rewarm the area by placing them in warm water or with hot water bottles. Other methods include placing
them under the armpits, against the abdomen, or between the legs of a friend. Never rub the frostbite area. Seek medical
attention immediately.
 103 General Safety Fundamentals
References:
[a] OPNAVINST 5100.23D, Navy Occupational Safety and Health Program Manual
[b] OPNAVINST 3750.6Q, Naval Aviation Safety Program
[c] OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. I
[d] NAVEDTRA 12971, Naval Safety Supervisor
[e] OPNAVINST 3500.39, Operational Risk Management

103.1 Define the purpose of the Naval Aviation Safety Program [ref. b, ch. 1]

Their primary objective is to preserve human and material resources. The program enhances operational readiness by
preserving the resources used in accomplishing the naval aviation mission. The human resources include professional pride,
high morale, physical well being, and life itself, all of which are susceptible to damage and destruction caused by mishaps.
Material resources include property, which may be damaged by an aircraft mishap including naval aircraft, ships, facilities,
and weapons.

103.2 Explain the safety responsibilities of the following personnel: [ref. d, ch. 1]

a. Commanding Officer

The CO will require that persons are instructed and drilled in all safety precautions and procedures that they are complied
with, and that applicable safety precautions are posted. In instances where safety precautions have not been issued, the CO
will issue or augment such safety precautions as deemed necessary.

b. Aviation Safety Officer

The Aviation Safety Officer is the principle advisor to the CO on all aviation safety matters. He/she will advise and assist the
CO in the establishment and management of a Command Aviation Safety Program, maintain appropriate aviation safety
records and mishap statistics. He/she will coordinate safety matters among the organization staff.

c. Ground Safety Officer

The Ground Safety Officer is the principle advisor to the CO on all ground safety matters. He/she will advise and assist the
CO in the establishment and management of a Command Ground Safety Program, maintain appropriate ground safety
records and mishap statistics. Additionally, he/she will coordinate safety matters among the organization staff.

d. Department Head

The Department Head coordinates the department's safety program with the unit's Safety Officer and supervise the
Department's Division Safety Officer. They ensure that all safety precautions are strictly observed by all persons within the
department and all others concerned. He/she will ensure that safety precautions are kept posted and personnel are frequently
and thoroughly instructed and drilled.

e. Division Officer

The Division Officer will ensure that personnel comply with all safety instructions. He/she will prepare and submit for
publication additional safety instructions deemed necessary for Command safety.

f. Safety Petty Officer

The Safety PO will ensure that personnel are instructed in all safety matters and are familiar in safety instructions. He/she
will be a central point for all safety related matters or concerns within a work center.
g. All hands

All personnel will familiarize themselves with safety regulations and instructions applicable to themselves and their assigned
duties. They will comply with established safety standards, and report hazards and mishaps in accordance with their
Command Safety Program and OPNAVINST 3750.6.

103.3 Explain the functions of the Safety Council/Enlisted Safety Committee. [ref. b, ch. 2]

A Safety Council is formed to set goals, manage assets, and review safety related recommendations. These Councils are
formed in activities that are large in number such as an aircraft squadron or air station or larger. A record of meetings is kept.
The council will review command plans, policies, procedures, conditions, and instructions for accuracy, content, currency,
and responsiveness to corrective recommendations. The ground, aviation, and aero medical (flight surgeon) safety officers
must be standing members of the council. The Enlisted Safety Committee is formed of representatives from each work center
and other activities, such as AIMD, Medical, etc. They will meet once a month and discuss safety issues and provide
recommendations for improved safety procedures.

103.4 Discuss how the following contribute to aviation mishaps: [ref. d, ch. 3]

a. Human error

Human error causes an alarmingly high number of mishaps. Human error is part of nearly every mishap. It includes those
personnel who may have maintained or repaired equipment or even the worker at the factory where a part was manufactured.
Human error involves both physical and mental factors including ergonomics (design of the workplace), physical strength of
the individual, physical stress, and mental factors including the person's attitude, behavioral factors, etc.

b. Maintenance and support factors

Maintenance and support factors include improper maintenance, improper priority assignments on work requests, or lack of
proper quality assurance. Mishaps may occur from the way the manufacturer made, assembled, or installed the equipment.
Material damage and personnel injury mishaps can result from improperly maintained equipment.

c. Administrative and supervisory factors

Reviewing whether regulations and their enforcement by all levels in the chain of command could have contributed to the
mishap is essential during a mishap investigation. Mishaps can result from an improper level of supervision or a failure to
require personnel to meet personnel qualification standards. They can result from a lack of formal and informal training.

d. Material failures or malfunctions

Consider all material failures and malfunctions thoroughly, whether the failures or malfunctions occurred because of faulty
design, defective manufacture, or repair. Most mishaps blamed on material failure may really involve maintenance factors or
human error.

e. Environmental factors
Very few mishaps are caused by "acts of God." The cause of a mishap may be excessive speed for existing sea conditions or
failure to secure for sea. Being struck by lightening may be an act of God, but being outside during a thunderstorm was a
contributing cause, therefore, the mishap was probably preventable. Environmental factors include extreme exposure to heat,
cold, vibration, noise, illumination, radiation, or atmospheric contaminants.

103.5 Define the following mishap classes: [ref. a, ch. 14]

a. Class A

The resulting total cost of reportable material property damage is $1,000,000 or more; or an injury or occupational illness
results in a fatality or permanent total disability.
b. Class B

The resulting total cost of reportable material or property damage is $200,000 or more, but less than $1,000,000; or an injury
or occupational illness results in permanent partial disability; or three or more personnel are inpatient hospitalized.

c. Class C

The resulting total cost of reportable material or property damage is $10,000 or more, but less than $200,000; a non-fatal
injury that causes any loss of time beyond the day or shift on which it occurred; or a non-fatal illness or disease that causes
loss of time from work or disability at any time (lost time case). For reporting purposes, reportable lost workday Class C
mishaps are those which result in 5 or more lost workdays beyond the date of injury or onset of illness (exceptions apply).

d. Class D

The resulting total cost of reportable material or property damage is less than $10,000 or a non-fatal injury (no lost time or
first aid case) that does not meet the criteria of a Class C mishap.

103.6 State the objective of the Aviation Gas-Free Engineering Program. [ref. c, ch. 14]

The objective of the AVGFE Program is to ensure a safe environment is maintained when working on aeronautical
equipment fuel systems. AVGFE requirements are outlined in NA 01-1A-35. An AVGFE technician shall be a QAR or
CDQAR and must be a graduate of an AVGFE course. Gas free engineering technical guidance will be provided by the
supporting ship, MALS, or station. OMAs not having a sufficient demand for AVFGE and feel an organic technician is
impractical may use the services of the supporting command. IMA AVGFE technicians shall provide support to tenant
squadrons not having sufficient demand to maintain their own technician. Insufficient demand is defined as less than 3 GFE
requirements in 6 months.

103.7 Explain the hazards associated with Radio Frequency (RF) energy. [ref. a, ch. 22]

Radio frequency energy can generate electrical currents and/or voltage large enough to cause life-threatening electric shock,
burns, biological changes, and cataracts. Premature or unwanted activation of electro-explosive devices (EED) in ordnance
can cause sparks and arcs, which may ignite flammable materials.

103.8 State the purpose of the Laser Safety Hazard Control Program. [ref. a, ch. 22]

The program is to design a series of safety factors established when using lasers. These include appointing a Laser System
Safety Officer, establishing safety regulations and standard operating procedures, eyewear, posting warning signs, training,
safety surveys, medical surveillance, etc.

103.9 State the purpose of a safety stand down. [ref. b, ch. 2]

Safety stand downs are used to devote time to safety training, awareness, and enhancement of the command safety climate.

103.10 Discuss the concept of Operational Risk Management (ORM) [ref. e]

Operational Risk Management is a systematic, decision-making process used to identify and manage hazards that endanger
naval resources. ORM is a tool used to make informed decisions by providing the best baseline of knowledge and experience
available. Its purpose is to increase operational readiness by anticipating hazards and increase the potential for success to gain
the competitive advantage in combat. ORM is not just related to naval aviation; it applies across the warfighting spectrum
103.11 Explain the following terms as they apply to ORM: [ref. e]

a. Identify hazards

Begin with an outline or chart of the major steps in the operation or operational analysis. Next, conduct a preliminary hazard
analysis by listing all of the hazards associated with each step in the operational analysis along with possible causes for those
hazards.

b. Assess hazards

For each hazard identified, determine the associated degree of risk in terms of probability and severity. Although not
required, the use of a matrix may be helpful in assessing hazards.

c. Make risk decisions

Develop risk control options. Start with the most serious risk first and select controls that will reduce the risk to a minimum
consistent with mission accomplishment. With selected controls in place, decide if the benefit of the operation outweighs the
risk. If risk outweighs benefit or if assistance is required to implement controls, communicate with higher authority in the
chain of command.

d. Implement controls

The following measures can be used to eliminate hazards or reduce the degree of risk. These include: Engineering controls,
administrative controls, and personnel protective equipment.

e. Supervise

Conduct follow-up evaluations of the controls to ensure they remain in place and have the desired effect. Monitor for
changes, which may require further ORM. Take corrective action when necessary.
 104 Chain Of Command Fundamentals
References:
[a] The Bluejackets' Manual, (Twenty-First Edition)
[b] NAVEDTRA 12000, Airman
[c] OPNAVINST 1306.2, Fleet, Force, and Command Master Chief Program
[d] OPNAVINST 3120.32, Standard Organization and Regulations of the U.S. Navy

104.1 Discuss the dual chain of command for operating forces. [ref. a, app. A]

There is a dual chain of command to the operating forces:

An operational chain from the President, through the Secretary of Defense to a commander of a unified or specified
command to the assigned operational forces.

An administrative chain through the Secretary of the Navy and the Chief of Naval Operations to the operating forces.

In some cases, as with the Military Sealift Command, a portion of the operating forces may operate or be temporarily
assigned directly under the CNO and outside the chain of command of the unified command structure.

Operating forces are organized in a permanent fashion in the administrative chain of command. The operational chain of
command is task-oriented and can be structured as necessary to meet operational requirements.

104.2 Discuss the following as they apply to the operational chain of command: [ref. a, app. A]

a. Unified/specified

Unified and specified commanders operate under the control and direction of the Joint Chiefs of Staff.

A unified command is composed of elements of two or more services. It has a broad continuing mission, and has a single
commander. The unified commands are:

Atlantic Command
Pacific Command
European Command
Southern Command
Central Command
Readiness Command

Strategic Command (STRATCOM)

The men and women of STRATCOM come from all four services -- Air Force, Navy, Army, and Marines. Thus,
STRATCOM is a unified command. This concept allows STRATCOM to adapt to the changing international political and
military landscape with all military branches providing key input and recommendations.
The command totals more than 2,100 people, with the greatest concentration being Air Force, followed by the Navy, Army
and Marines. Included are more than 340 full-time civilians, performing their day-to-day duties and charged with maintaining
continuity in our programs as military people are transferred in and out of STRATCOM. The men and women of
STRATCOM continually enhance their education through advanced degrees, military courses and other avenues. This keeps
our people at the forefront of the latest technological developments, and management and planning techniques.

A specified command has a broad continuing mission, but it is composed of forces from one service. They are:

North American Aerospace Defense Command (NORAD)

Air Mobility Command (AMC)
b. Fleet Commanders

Pacific and Atlantic Fleets include ships and craft classified and organized into commands by types, the titles of which are:
training commands, surface forces, fleet marine forces, naval air forces, and submarine forces. Below is a list of Fleet
Commanders:

CINCPACFLT...........Commander-in-Chief, U.S. Pacific Fleet; commands the Third and Seventh Fleets

CINCLANTFLT..........Commander-in-Chief, U.S. Atlantic Fleet; commands the Second Fleet

CINCUSNAVEUR.........Commander-in-Chief, U.S. Naval Forces Europe commands the Sixth Fleet

c. Task Force Commander

This system, developed during World War II, further divides fleets into forces, groups, units, and elements. Each subdivision
has a numbered designation and an appropriate communication call sign. A fleet numbering system is used. The Commander
Sixth Fleet would assign certain numbered task forces. This may include: A striking force, TF 60; an amphibious force, TF
61; a service force, TF 62, etc. Within each task force, there may be further subdivisions, called task groups (TG). With this
system, the task commander has a task force that is adaptable to any change in size.

d. Task Unit Commander

Task groups may be further subdivided into task units (TU). For example, TG 60.1 (the carrier group) may have a carrier unit
designated TU 60.1.1.

104.3 Discuss the following as they apply to the administrative chain of command: [ref. a, app. A; ref. b, ch. 2]

Secretary of the Navy (SECNAV) Currently: Gordon R. England

A civilian in charge of the Department of the Navy. SECNAV is responsible for the policies and
control of the Department of the Navy, including its organization, administration, operation, and
efficiency.

b. Chief of Naval Operations (CNO) Currently: Adm. Vern Clark

The CNO is the senior military officer of the Department of

theNavy and outranks all other naval officers (unless a
naval officer is serving as chairman of the Joint Chiefs of Staff). The CNO is the
principal advisor to the President and SECNAV on the conduct of war, and he/she is
the principal naval advisor and executive of the Secretary of the Navy on conduct of
Department of the Navy activities. As the Navy representative on the Joint Chiefs of
Staff, the CNO keeps the SECNAV informed on the Joint Chiefs of Staff activities
and is responsible to the President and the Secretary of Defense for duties external to
the Department of the Navy as prescribed by law. The CNO commands the Chiefs of
the Naval Material Command and Bureaus, the operating forces of the Navy, and
shore activities as assigned by the SECNAV.
c. Fleet Commander in Chief (CINC)

The Commander-in-Chief, U.S. Pacific Fleet (CINCPACFLT), commands the Third and Seventh Fleets.

The Commander-in-Chief, U.S. Atlantic Fleet (CINCLANTFLT), commands the Second Fleet.

The Commander-in-Chief, U.S. Naval Forces, Europe (CINCUSNAVEUR), commands the Sixth Fleet.

Pacific and Atlantic Fleets include ships and craft classified and organized into commands by types, the titles of which are:
training commands, surface forces, fleet marine forces, naval air forces, and submarine forces.

d. Naval Air Force Commander (Type Commander/Aircraft Controlling Custodian)

The Naval Air Force Commander, U.S. Pacific Fleet (CDRAIRPAC) and Naval Air Force Commander U.S. Atlantic Fleet
(CDRSIRLANT), are directly below Commander-in-Chief, Pacific or Atlantic Fleet, in the organizational chain of command.
The Commander is usually a Vice Admiral in rank.

Type Commanders are in command of a certain type of squadron. They may be in command of VA, VAW, VS, VR, HS, HC,
VX, etc. type commands.

Aircraft Controlling Custodians: The term applied to air commands and COMNAVAIRSYSCOM for exercising
administrative control of assignment, employment, and logistics support of certain aircraft and aircraft engines as specified
by the CNO. The following ACC's have been designated by CNO: COMANVAIRLANT, COMNAVAIRPAC, CNATRA,
COMNAVAIRESFOR, and COMNAVAIRSYSCOM

e. Functional Wing Commander

Wing Commanders are responsible for the aircraft material readiness, administration, training, and inspection of squadrons
under their command.

f. Type Squadron Commander

Type Squadron Commanders are responsible for the maintenance and material condition of aeronautical equipment assigned
to their cognizance for the operation and support of the naval aviation mission. Additionally, they coordinate the Naval
Aviation Maintenance Plan (NAMP) in the operating and training forces.

104.4 Discuss the role of the following:

a. Master Chief Petty Officer of the Navy (MCPON) Currently: James L. Herdt [ref. a, ch. 9]

The MCPON is the Navy's senior enlisted member. Assigned to the office of the CNO for a three-year
duty, he or she serves as senior enlisted representative of the Navy and acts as the senior enlisted advisor to
the CNO and the Chief of Naval Personnel in all matters pertaining to enlisted personnel.

b. Fleet Master Chief [ref. c, sec. E]

The Fleet Master Chief serves as the principle enlisted advisor to the Fleet Commander in Chief. He or she
keeps the Fleet Commander up-to-date on situations, procedures, and practices that affect the welfare, morale, and well being
of the enlisted crew. Presently there are 6 Fleet Master Chiefs. These are: Fleet M/C Pacific Fleet, Atlantic Fleet, Naval
Forces Europe, Material Command, Shore Activities, and Naval Education and Training.
 c. Force Master Chief Currently: Master Chief Chris Glennon [ref. c, sec. E]

The Force Master Chief serves as principle enlisted advisors to various Force Group Commanders. They
keep the Force Group Commanders up-to-date on situations, procedures, and practices that affect the
welfare, morale, and well being of the enlisted crew. Presently there are 22 Force Master Chiefs. These
include Force Master Chief of:

Naval Security Group Command Military Sealift Command Naval Air Systems Command Naval Medical
Command Fleet Air Mediterranean Naval Supply Systems Command Naval Logistics Command, Pacific
Fleet Chief of Naval Reserves Naval Air Training Submarine Force, Pacific Fleet Naval Facilities
Engineering Cmd Naval Air Force, Pacific Fleet Naval Surface Force, Atlantic Fleet Naval Sea Systems Command Training
Command, Atlantic Fleet Naval Technical Training Naval Telecommunications Command Naval Surface Force, Pacific
Naval Recruiting Command Mine Warfare Command Naval Air Force, Atlantic Fleet Submarine Force Atlantic Fleet

d. Command Master Chief (CMC) [ref. c, sec. E; ref. d, ch. 3]

The criterion for a command to have a CMC is based on the number of personnel assigned to that command. Navy
commands with 250 or more personnel assigned are eligible to have a CMC billet. Commands that do not meet these criteria
may designate a Master CPO from within the command to serve as a collateral duty CMC. The CMC is the principle advisor
on enlisted matters to the Commanding Officer. He or she keeps the CO advised on situations, procedures, and practices that
affect the welfare, morale, and well being of the enlisted crew.

My appreciation is extended to PR2 Ingersoll, HC-5, for providing the corrective information for question 104.2
 105 Naval Aviation Heritage And Doctrine Fundamentals

References:
[a] Naval Doctrine Publication, 1 Naval Warfare
[b] Naval Doctrine Publication, 2 Naval Intelligence
[c] Naval Doctrine Publication, 4 Naval Logistics
[d] Naval Doctrine Publication, 5 Naval Planning
[e] NAVEDTRA 12000, Airman

105.1 State the six areas of naval doctrine. [ref. a, Introduction]

1. Naval Warfare, describes the inherent nature and enduring principles of naval forces.

2. Naval Intelligence, points the way for intelligence support in meeting the requirements of both regional conflicts and
operations other than war.

3. Naval Operations, develops doctrine to reaffirm the foundation of U.S. Navy and Marine Corps expeditionary maritime
traditions.

4. Naval Logistics, addresses the full range of logistical capabilities that are essential in the support of naval forces.

5. Naval Planning, examines force planning and the relationship between our capabilities and operational planning in the
joint and multinational environment.

6. Naval Command and Control, provides the basic concepts to fulfill the information needs of commanders, forces, and
weapon systems.

105.2 Discuss how naval aviation supports the following warfare areas: [ref. e]

a. Reconnaissance/surveillance [ch. 1]

Reconnaissance and surveillance includes the search for and interception, recording, and analysis of radiated electromagnetic
energy, used in support of military operations and tasks. Certain select commands serve as elements of the Worldwide
Airborne Command Post System and provide relay services.

b. Antisubmarine [ch. 1]

Used to locate and destroy submarines.

c. Amphibious Assault [ch. 1]

An amphibious assault involves the taking of an area of land where the land and sea meet. This may include the landing of
troops and equipment. Aircraft provide bombardment by missiles, bombs, and other ordnance. Helicopters may be employed
to transport troops and their equipment to be moved from the ship to the shore.

d. Logistics Support [ch. 1]

Involves the transport of troops, personnel, and cargo or equipment where needed by the military.

e. Search and Rescue [ch. 1]

Naval aircraft and helicopters may be assigned to search and rescue of downed, stranded, or disabled military personnel by
either land or sea. They provide search data and surveillance of an area where the rescue is to take place. Helicopters or
aircraft may provide the actual rescue actions required once the member in need is identified. These may include rescue by a
rescue swimmer, litter rescue, helicopter hoist, etc.
f. Mine warfare [ch. 2]
The use of ships, aircraft, submarines, and helicopters to locate and destroy enemy mines.

105.3 Discuss the conditions that led to the formation of the U.S. Navy. [ref. a, ch. 1]

The areas of our country that became the 13 original states were colonies of England in the mid-1700's. The king of England
allowed the colonies to trade only with England. Problems arose between the colonists and England as the years passed.
English Parliament passed several tax laws that affected the colonists in a problem known as "taxation without
representation". The colonists formed Committees of Correspondence to communicate the problems to England. They
convened a Continental Congress to discuss these problems. This first congress met in 5 September 1774. At the meeting, the
Congress produced a statement of rights it believed England should grant to the colonists. Then in October of 1774, the
statement of rights was presented to the king. A second Continental Congress convened on 10 May 1775. The colonists
appointed George Washington as Commander in Chief of the Continental American army on 15 June 1775. The Continental
Congress felt forced to act as the provisional government for the colonies. They issued money, established a postal service,
and created a Continental navy. The U.S. Navy has its birth on 13 October 1775. On this date, the Second Continental
Congress authorized the purchase of two vessels. The first commander in chief was Esek Hopkins, who put the first squadron
of the Continental Navy to sea in February 1776.

105.4 State the qualities that characterize the Navy/Marine Corps team as instruments to support national policies.
[ref. a, ch. 1]

Naval forces have been organized for fighting at sea - or from the sea - for more than two thousand years. The qualities that
characterize most modern naval forces as political instruments in support of national policies are the same as those that define
the essence of our naval Services today. These qualities are readiness, flexibility, self-sustainability, and mobility. They
permit naval forces to be expeditionary - that is, being able to establish and maintain a forward-based, stabilizing presence
around the world. Naval expeditionary operations are offensive in nature, mounted by highly trained and well-equipped
integrated task forces of the Navy and Marine Corps, organized to accomplish specific objectives. Naval expeditionary forces
draw upon their readiness, flexibility, self-sustainability, and mobility to provide the National Command Authorities the tools
they need to safeguard such vital national interests as the continued availability of oil from world producers and maintenance
of political and economic stability around the globe. Through these qualities, naval forces reassure allies and friends, deter
aggressors, and influence uncommitted and unstable regimes.

105.5 State the three levels of war. [ref. a, ch. 2]

The concept of "levels of war" can help us visualize the relative contribution of military objectives toward achieving overall
national goals and offer us a way to place in perspective the causes and effects of our specific objectives, planning, and
actions. There are three levels: tactical, operational, and strategic - each increasingly broader in scope. Although the levels
do not have precise boundaries, in general we can say that the tactical level involves the details of individual engagements;
the operational level concerns forces collectively in a theater; and the strategic level focuses on supporting national goals.
World War II, for example, a strategic-level and global war, included operational-level combat in the Pacific theater
consisting primarily of U.S. led maritime, air, and supporting allied land campaigns. Within each specific campaign were a
series of important and often decisive battles. At the tactical level, each contributed to the achievement of that campaign's
objectives. The culmination of these campaign objectives resulted in overall victory in the Pacific theater.

105.6 Explain how Naval Intelligence Operations, more than any other service, support peace time operational
decision making. [ref. b, ch. 3]

Intelligence is central to the decision making process. Proliferation of technology increases the complexity of joint
battlespace information management, and compresses the time cycle for decision making. Space systems rapidly collect and
distribute large volumes of information. They also provide services that link widely separated forces and provide an
important advantage to naval forces in all areas of the world. Intelligence estimates, disseminated in a timely fashion, center
on the focus of effort, identify critical vulnerabilities, and enhance combat effectiveness.
105.7 State the mission of Naval Logistics. [ref. c, ch. 1]

Sustained naval and joint operations are made possible by a logistic support system that has two major components: fleet-
based sustainment assets and strategic sustainment assets. Fleet-based sustainment assets include replenishment ships of the
combat logistics force providing direct fleet support, combat service support units, mobile repair facilities, and advanced
logistic support hubs. Strategic sustainment is provided by air and sea assets that are shared by all Services. Successful global
response to contingencies depends upon our ability to project and sustain U.S. forces in all theaters of operations.

Integrated support resources in the form of fleet-based sustainment assets and strategic assets provide naval expeditionary
forces and joint and multinational forces the ability to operate in peacetime and in war wherever and whenever our national
interests demand. Our ability to move and sustain forces at great distances from our shores is critical to the forward presence
component of our military strategy.

105.8 State the importance of planning to Naval Operations. [ref. d, ch. 1]

When military action is one of the potential responses to a situation threatening U.S. interests, a plan is prepared using either
the joint deliberate-planning process or crisis-action procedures. Although military flexibility demands a capability to
conduct short-notice crisis planning when necessary, U.S. military strength is best enhanced by deliberate peacetime analysis,
planning, and exercises. An operation plan is a commander's complete description of a concept of operation. It is based on the
commander's preparation of the battlespace, a formal evaluation, supported by intelligence, that integrates enemy doctrine
with such factors as physical and environmental conditions. From this evaluation, the commander identifies the forces and
support needed to execute the plan within a theater of operations. Naval forces operation plans are integrated into the
complete inventory available to the Joint Force Commander. For execution, plans become operation orders. Operation plans
include: the theater strategy or general concept and the organizational relationships; the logistics plan shows ways the force
will be supported; and the deployment plan sequences the movement of the force and its logistical support into the theater.
Elements of planning that produce a concept of operations include the commander's estimate, deciding possible courses of
action, preparation of the mission statement and it's execution strategy, situation analysis, and formulation of the
commander's intent. These elements are applicable up, down, and across chains of command.

105.9 Discuss the importance of the following conflicts as they relate to naval aviation: [ref. e, ch. 1]

a. Coral Sea

7-8 May 1942: Thanks to the breaking of the Japanese Navy code, the U.S. was alerted to a large Japanese force moving to
the Coral Sea to seize Port Moresby on the southwest coast of New Guinea. It was to be the first step of a planned invasion of
Australia. The Japanese operation centered around three aircraft carriers and dozens of troop transports, but the Americans
met them with two carriers of their own. On May 7, the Japanese planes sank two minor ships, while U.S. planes sank an
isolated enemy carrier. The next day, both sides launched all their planes against the other. The aircraft passed each other
unseen in the clouds, in the world's first carrier verses carrier battle. One Japanese carrier was damaged. The U.S. carrier
Lexington was sunk, and the carrier Yorktown was damaged. After this action, both sides withdrew. Although a tactical
victory, Coral Sea was a strategic setback for the Japanese who never again threatened Australia.

b. Midway

3-5 June 1942: Midway was the turning point of the Pacific war. The U.S. breaking of the Japanese naval code was again the
key element as it had been at Coral Sea a month earlier. A huge Japanese armada of 160 warships was involved, but
commander-in-chief Admiral Yamamoto split his force, sending some ships north to the Aleutian Islands in a diversionary
attack. The Japanese retained superior numbers approaching Midway which included 4 aircraft carriers and 11 battleships. At
Midway the U.S. had 3 carriers and no battleships. The Americans knew what was coming because of the broken codes, and
Admiral Nimitz positioned his 3 carriers, the Hornet, Enterprise, and Yorktown, out of Japanese reconnaissance range. As the
Japanese carriers launched their planes to assault the Midway defenses, the U.S. planes headed for the enemy carriers. It took
attack after attack, but finally the U.S. crews got through and sank 3 Japanese carriers. The next day the fourth carrier was
sunk. Japanese planes sank the Yorktown. In one day Japan lost its bid for control of the Pacific.
c. Guadalcanal

13-15 November 1942: After three days of bitter fighting, the Japanese naval forces retreated and U.S. Marines were able to
secure the island of Guadalcanal. The Japanese lost 2 cruisers and 6 destroyers. The U.S.S. Juneau was involved in the battle.
Navy policy was to place members of the same family on different ships, but the five Sullivan brothers,
from Waterloo, Iowa, insisted on staying together. An exception was made and they all became crewmen onboard the Juneau.
The Juneau was damaged during the battle in a close-range night encounter. As it limped off for repairs, it was torpedoed.
The Sullivan's along with 700 others were lost. Because of this tragedy, Navy policy concerning family member separations
was reinstated. A ship was later named in their honor. With the fall of the island, the southern Solomon's came under Allied
control and Australia was in less danger of attack.

105.10 Discuss the significance of 8 May 1911, as it applies to naval aviation. [ref. e, ch. 1]

Captain W. I. Chambers prepared requisitions for two Glenn Curtiss biplanes. One, the Triad, was to be equipped for arising
from or alighting on land or water; with a metal tipped propeller designed for a speed of at least 45 miles per hour; with
provisions for carrying a passenger alongside the pilot; and with controls that could be operated by either the pilot or the
passenger. The machine thus described, later became the Navy's first airplane, the A-1. Although these requisitions lacked the
signature of the Chief of the Bureau of Navigation, necessary to direct the General Storekeeper to enter into a contract with
the Curtiss Company, they did indicate Captain Chambers' decision as to which airplanes the Navy should purchase. The
planes were purchased for $5,500 each. From this, May 8 has come to be considered the date upon which the Navy ordered
its first airplane and has been officially proclaimed to be the birthday of naval aviation.

105.11 State the name of the first aircraft carrier. [ref. e, ch. 1]

20 March 1922: U.S.S. Langley.

The Jupiter, a former collier or coal-carrier, was recommissioned after conversion to the Navy's first carrier, the Langley
(CV-1).

105.12 What was the first jet powered naval aircraft? [ref. e, ch. 1]

10 March 1948, FJ-1 Fury

The Navy jet made it's first carrier landing on the USS Boxer (CV 21).

105.13 Who was the first naval aviator in space? [ref. e, ch. 1]

5 May 1961: Alan Shepard

Flew a 15-minute sub orbital flight onboard the Mercury capsule, Freedom 7. A special thanks goes to LIC
Jose Obregon, USS Theodore Roosevelt, who helped provide essential reference material needed for this
section.
 106 Enlisted Ratings Fundamentals

References:
[a] The Bluejackets’ Manual, (Twenty-First Edition)
[b] NAVEDTRA 12000, Airman

106.1 Identify and explain the purpose of the following aviation community ratings: [ref. a, ch. 2; ref. b, ch. 1]

A. AB:

Aviation Boatswain's Mate (AB): ABs operate, maintain and repair aircraft catapults, arresting gear and barricades
They operate and maintain fuel and lube oil transfer systems. ABs direct aircraft on the flight deck and in hanger bays
before launch and after recovery. They use tow tractors to position planes and operate support equipment used to start
aircraft.

B. AC:

Air Traffic Controller (AC): ACs assist in the essential safe, orderly and speedy flow of air traffic
by directing and controlling aircraft. They operate field lighting systems, communicate with aircraft, furnish
pilots with information regarding traffic, navigation and weather conditions, as well as operate and adjust
ground-controlled approach (GCA) systems and interpret targets on radar screens and plot aircraft positions.
A five-year enlistment is required to become an AC.

C. AD:

Aviation Machinist's Mate (AD): Usually, ADs are assigned to billets concerned with maintaining turbo-jet
aircraft engines and associated equipment or to any one of several types of aircraft maintenance activities.
ADs maintain, service, adjust and replace aircraft engines and accessories, as well as perform the duties of
flight engineers.

D. AE:

Aviation Electrician's Mate (AE): AEs maintain, adjust and repair aircraft electrical power generating
and converting systems; lighting, control and indicating systems; and can install and maintain wiring and
flight and engine instrument systems.

E. AG:

Aerographer's Mate (AG): AGs are the Navy's weather forecasters. They are trained in meteorology and the
use of aerological instruments that monitor air pressure, temperature, humidity, wind speed and direction.
They also prepare weather maps and forecasts and analyze atmospheric conditions to determine the best flight
levels for aircraft. An AG may also measure wind and air density to aid the accuracy of anti-aircraft firing,
shore bombardment and delivery of weapons by aircraft.

F. AK:

Aviation Storekeeper (AK): AKs ensure that materials and equipment needed by naval aviation activities
are available and in good order. They take inventories, estimate future needs and make purchases. AKs store
and issue flight clothing; aeronautical materials and spare parts; ordnance; electronic; and structural and
engineering equipment.

G. AM:

Aviation Structural Mechanic (AM): AMs maintain and repair aircraft parts(wings, fuselage, tail, control
surfaces, landing gear and attending mechanisms) working with metals, alloys and plastics. They also maintain
and repair safety equipment and hydraulic systems.
H. AO:

Aviation Ordnanceman (AO): Navy planes carry guns, bombs, torpedoes, rockets and missiles to attack the
enemy on the sea, under the sea, in the air and on land. AOs maintain, repair, install, operate and handle
aviation ordnance equipment. Their duties also include the handling, stowing, issuing and loading of munitions
and small arms.

I. AS:

Aviation Support Equipment Technician (AS): AS's perform intermediate maintenance on aviation accessory
equipment -"yellow gear" - at naval air stations and aboard carriers. They maintain gasoline and diesel engines;
hydraulic and pneumatic systems; liquid, gaseous oxygen and nitrogen systems; gas turbine compressor units; and
electrical systems.

J. AT:

Aviation Electronics Technician (AT): Modern aircraft depend on radio, radar and other electronic devices
for rapid communications, effective navigation, controlled landing approaches and neutralizing enemy equipment
and tactics. ATs are responsible for the test, maintenance and repair of this equipment.

K. AW:

Aviation Warfare Systems Operator (AW): AWs operate airborne radar and electronic equipment used in
detecting, locating and tracking submarines. AWs also operate radars to provide information for aircraft and
surface navigation and act as helicopter-rescue crewmen, as well as part of the flight crew on long-range and
intermediate-range aircraft. A five-year enlistment is required.

L. AZ:

Aviation Maintenance Administrationman (AZ): The many clerical, administrative and managerial duties
necessary to keep aircraft maintenance activities running smoothly are handled by the AZs. They plan, schedule
and coordinate the maintenance workload, including inspections and modifications to aircraft and equipment.

M. PR:

Aircrew Survival Equipmentman (PR): Parachutes are the lifesaving equipment of aircrewmen when they have
to bail out. In time of disaster, a parachute may also be the only means of delivering badly needed medicines,
goods and other supplies to isolated victims. PRs must pack and care for parachutes, as well as service, maintain and repair
flight clothing, rubber life rafts, life jackets, oxygen-breathing apparatus, protective clothing and air-sea rescue equipment.

N. PH:

Photographer's Mate (PH): PHs photograph actual and simulated battle operations and make photo records of
historic and newsworthy events for the Navy. They expose and process light-sensitive negatives and positives,
maintain cameras, related equipment, photo files and records and perform other photographic services for the
Navy. A five-year enlistment is required.
 107 Aviation Fundamentals
References:
[a] NAVEDTRA 12000, Airman
[b] NAVEDTRA 12390, Air Traffic Controller
[c] OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. I
[d] NAVEDTRA 10401, Aviation Structural Mechanic E 2
[e] NAVEDTRA 12338, Aviation Structural Mechanic (H & S) 3 & 2
[f] NAVEDTRA 12300, Aviation Machinist’s Mate 3 & 2
[g] NAVEDTRA 10348-G, Aviation Electrician’s Mate 3 & 2

107.1 Describe the following terms pertaining to motion: [ref. a, ch. 3]

a. Inertia

The willingness of an object to remain at rest or to continue is motion unless acted upon by an outside force.

b. Acceleration

The rate of change of the speed and/or velocity of matter with time. If our ship, which is presently moving at 10 knots, is
moving at 18 knots one hour from now and 21 knots 2 hours from now, it is said to be accelerating at a rate of 3 knots per
hour.

c. Speed

The rate of movement or motion in a given amount of time. Speed is the term used when only the rate of movement is meant.
If the rate of movement of a ship is 14 knots, we say its speed is 14 knots per hour.

d. Velocity

The quickness or speed of an object in a given time and direction. For example: 200 mph due north.

107.2 Define the following laws of motion: [ref. a, ch. 3]

a. Newton's First Law:

According to Newton's first law of motion (inertia), an object at rest will remain at rest, or an object in motion will continue
in motion at the same speed and in the same direction, until acted upon by an outside force. For example, once an airplane is
moving, another force may act on it to bring it to a stop, otherwise it will continue in its motion.

b. Newton's Second Law:

The second law of motion (force) states that if an object moving with uniform speed is acted upon by an external force, the
change of motion, or acceleration, will be directly proportional to the amount of force and inversely proportional to the mass
of the object being moved. Simply stated, an object being pushed by 10 pounds of force will travel faster than it would if it
were pushed by 5 pounds of force.

c. Newton's Third Law:

The third law of motion (action and reaction) states that for every action there is an equal and opposite reaction. This law is
demonstrated with a balloon. if you inflate a balloon and release it without securing the neck, as the air is expelled the
balloon will move in the opposite direction of the air rushing out of it.
107.3 Define Bernoulli's principle. [ref. a, ch. 3]

The principle states that when a fluid flowing through a tube reaches a constriction or narrowing of the tube, the speed of the
fluid passing through the constriction is increased and its pressure decreased. The general lift of an airfoil is dependent upon
the airfoil's being able to create circulation in the air stream and develop the lifting pressure over the airfoil surface. As the
relative wind strikes the leading edge of the airfoil, the flow of air is split. Part is deflected upward and aft, and the rest is
deflected down and aft. Since the upper surface of the wing has camber or a curve on it, the flow over its surface is disrupted,
and this causes a wavelike effect to the wing. The lower surface is relatively flat. Lift is accomplished by the difference in the
airflow across the airfoil.

107.4 Discuss the following weather warnings and their effect on naval aviation: [ref. b, ch. 2]

a. Wind warning

Please note: one knot equals approximately 1.1 mile-per-hour. Destructive weather poses a significant threat to personnel,
aircraft, ships, installations, and other resources. Adequate and timely weather warnings, coupled with prompt and effective
action by commanders concerned, will minimize loss and damage from destructive weather.

1. Small craft

Harbor and inland waters warning for winds, 33 knots or less, of concern to small craft. The lower threshold for issuing such
warnings is set by local authority.

2. Gale

Warning for harbor, inland waters, and ocean areas for winds of 34 to 47 knots.

3. Storm

Warning for harbor, inland waters, and ocean areas for winds of 48 knots or greater.

b. Tropical cyclone warnings

Tropical cyclones are systems of cyclonically rotating winds characterized by a rapid decrease in pressure and increase in
winds toward the center of the storm. Their size may vary from 60 nautical miles to over 1000 nautical miles. Three stages of
intensity are associated with tropical cyclones:

1. Tropical depression

Warning for land, harbor, inland waters, and ocean areas for winds of 33 knots or less.

2. Tropical storm

Warning for land, harbor, inland waters, and ocean areas for winds of 34 to 63 knots.

3. Hurricane/typhoon

Warning for land, harbor, inland waters, and ocean areas for winds of 64 knots or greater.

c. Thunderstorm/tornado warnings

Thunderstorms are small scale storms, invariably produced by a cumulonimbus cloud

and always accompanied by lightening and thunder. A tornado
is a violently rotating column of air, usually in the form of a funnel, extending from a thunderstorm cloud to the ground. A
tornado is one of the most violent and destructive storms known. Its winds can reach from 100 to 250 knots, although their
winds have never been measured directly.
1. Thunderstorm warning

Thunderstorms are within 3 miles of the airfield, or in the immediate area.

2. Severe thunderstorm warning

Thunderstorms with wind gusts to 50 knots or greater and/or hail of 3/4 inch in diameter or greater is forecast to impact the
warning area.

3. Tornado warning

Tornadoes have been sited or detected by RADAR in or adjacent to the warning area, or have a strong potential to develop in
the warning area.

107.5 Describe the following aerodynamic terms: [ref. a, ch. 3]

a. Lift

The force that acts, in an upward direction, to support the aircraft in the air. It counteracts the effects of weight. Lift must be
greater than or equal to weight if flight is to be sustained.

b. Weight

The force of gravity acting downward on the aircraft and everything on the aircraft.

c. Drag

The force that tends to hold an aircraft back. Drag is caused by the disruption of the air about the wings, fuselage or body,
and all protruding objects on the aircraft. Drag resists motion.

d. Thrust

The force developed by the aircraft's engine, and it acts in the forward direction. Thrust must be greater than or equal to the
effects of drag in order for flight to begin or be sustained.

e. Longitudinal axis

An imaginary reference line running down the center of the aircraft between the nose and tail. The axis about which roll
occurs.

f. Lateral axis

An imaginary reference line running parallel to the wings and about which pitch occurs.

g. Vertical axis

An imaginary reference line running from the top to the bottom of the aircraft. The movement associated with this axis is
yaw.

107.6 State the three primary movements of aircraft about the axis. [ref. a, ch. 3]

a. Pitch - The movement of the aircraft about its lateral axis. The up and down motion of the nose of the aircraft. b. Yaw -
The movement of the aircraft about its vertical axis. The drift, or right or left movement of the nose of the aircraft. c. Roll -
The movement of the aircraft about its longitudinal axis. The movement of the wing tips; one up and the other down.
107.7 Identify and state the purpose of the primary flight controls for: [ref. a, ch. 3]

a. Fixed wing aircraft

The ailerons provide control about the longitudinal axis, the elevators provide control about the lateral axis, and the rudder
provides control about the vertical axis.

b. Rotary wing aircraft

The collective stick controls the pitch of the rotor blades which translates to "up and down". The cyclic stick tilts the plane of
the rotor blades forward, aft or sideways, giving the helicopter its directional motion. Lateral control is provided using the
foot pedals to control the blades on the tail rotor.

107.8 State the purpose of the following flight control surfaces: [ref. a, ch. 4]

a. Flap

Gives the aircraft extra lift. The purpose is to reduce the landing speed, thereby shortening the length of the landing rollout.
They also facilitate landing in small or obstructed areas by permitting the gliding angle to be increased without greatly
increasing the approach. The use of flaps during takeoff serves to reduce the length of the takeoff run. Some flaps are hinged
to the lower trailing edges of the wings inboard of the ailerons. Leading edge flaps are in use on the Navy F-4, Phantom II.

b. Spoiler

Used to decrease wing lift. However, the specific design, function, and use vary with different aircraft. On some aircraft, the
spoilers are long narrow surfaces, hinged at their leading edge to the upper surfaces of the wings. In the retracted position,
they are flush with the wing skin. In the raised position, they greatly reduce wing lift by destroying the smooth flow of air
over the wing surfaces.

c. Speed brakes

Hinged or moveable control surfaces used for reducing the speed of aircraft. On some aircraft, they are hinged to the sides or
bottom of the fuselage; on others they are attached to the wings. They keep the speed from building too high in dives. They
are also used to slow the speed of the aircraft prior to landing.

d. Slats

Slats are movable control surfaces attached to the leading edge of the wing. When the slat is retracted, it forms the leading
edge of the wing. When open, or extended forward, a slot is created between the slat and the wing leading edge. High-energy
air is introduced into the boundary layer over the top of the wing. At low airspeeds, this improves the lateral control handling
characteristics, allowing the aircraft to be controlled at airspeeds below the normal landing speed. This is known as boundary
layer control. Boundary layer control is intended primarily for use during operations from carriers; that is, for catapult
takeoffs and arrested landings.

e. Horizontal stabilizer

Provides stability of the aircraft about its lateral axis. This is longitudinal stability. It serves as the base to which the elevators
are attached. On some high-performance aircraft, the entire vertical and/or horizontal stabilizer is a movable airfoil. Without
the movable airfoil, the flight control surfaces would lose their effectiveness at extremely high speeds.

f. Vertical stabilizer

Maintains the stability of the aircraft about its vertical axis. This is known as directional stability. The vertical stabilizer
usually serves as the base to which the rudder is attached.
g. Tail rotor

Mounted vertically on the outer portion of the helicopter's tail section. The tail rotor counteracts the torque action of the main
rotor by producing thrust in the opposite direction. The tail rotor also controls the yawing action of the helicopter.

107.9 Explain the term angle of attack. [ref. a, ch. 7]

The angle at which a body, such as an airfoil or fuselage, meets a flow of air. Defined as the angle between the chord line of
the wing (an imaginary straight line from the leading edge to the trailing edge of the wing) and the relative wind. The relative
wind is the direction of the air stream in relationship to the wing. For example, an aircraft in straight and level flight has the
relative wind directly in front of it and has zero angle of attack since the relative wind is directly striking the leading edge of
the wing. An aircraft flying parallel to the ground which has the nose trimmed significantly up, now has the leading edge of
the wing (chord line) pointed at an upward angle; however, the relative wind is striking the bottom of the wing. An analogy is
to hold your hand out of the car window with your palm facing the ground (zero angle of attack), and then to rotate your hand
slightly in either direction. Angle of attack is measured in "units" as opposed to degrees.

107.10 Explain the term autorotation. [ref. b, app. 1]

A method of allowing a helicopter to land safely from altitude without using engine power by making use of the reversed
airflow up through the rotor system to reduce the rate of descent. Accomplished by lowering collective pitch lever to
maintain rotor rpm while helicopter is decreasing in altitude, then increasing collective pitch at a predetermined altitude to
convert inertial energy into lift to reduce the rate of descent and cushion the landing.

107.11 State the components of a basic hydraulic system. [ref. e, ch. 7]

a. A reservoir to hold a supply of hydraulic fluid.

b. A pump to provide a flow of fluid.
c. Tubing to transmit the fluid.
d. A selector valve to direct the flow of fluid.
e. An actuating unit to convert the fluid pressure into useful work.

107.12 Describe and explain the purpose of the main components of landing gear. [ref. a, ch. 4]

a. Shock Strut Assembly - Absorbs the shock that otherwise would be sustained by the airframe.
b. Tires - Allows the aircraft to roll easily and provides traction during takeoff and landing.
c. Wheel brake assembly - Used to slow and stop the aircraft. Also used to prevent the aircraft from rolling while parked.
d. Retracting and extending mechanism - All the necessary hardware to electrically or hydraulically extend and retract the
landing gear.
e. Side struts and supports - Provides lateral strength/support for the landing gear.

107.13 State the safety precautions used when servicing aircraft tires on aircraft. [ref. e, ch. 11]

Modern aircraft wheels and tires are among the most highly stressed parts of the aircraft. High tire pressure, cyclic loads,
corrosion and physical damage contribute to failure of aircraft wheels. The wheel fragments can be propelled several hundred
feet. Always approach the tires from fore and aft. When inflating, stand off to the side. Deflate when removing from the
aircraft.

107.14 State the 5 basic sections of a jet engine. [ref. a, ch. 6]

a. The intake which is an opening in the front of the aircraft engine that allows outside or ambient air to enter the engine. b.
The compressor which is made of a series of rotating blades and a row of stationary stator vanes. The compressor provides
high-pressure air to the combustion chamber (or chambers). c. The combustion chamber where fuel enters and combines with
the compressed air. d. The turbine section which drives the compressor and accessories by extracting some of the energy and
pressure from the combustion gases. e. The exhaust cone which is attached to the rear of the engine assembly and eliminates
turbulence in the emerging jet, thereby giving maximum velocity.
107.15 Describe the following engine systems: [ref. a, ch. 6]

a. Turbojet

Projects a column of air to the rear at an extremely high velocity. The resulting effect is to propel the aircraft in the opposite
or forward direction.

b. Turboshaft

Delivers power through a shaft to drive something other than a propeller. The power take off may be coupled directly to the
engine, but in most cases it is driven by it's own free turbine located in the exhaust stream that operates independently on the
engine. They have a high power-to-weight ratio and are currently used in helicopters.

c. Turboprop

Propulsion is accomplished by the conversion of the majority of the gas-energy into mechanical power to drive a propeller.
This is done by the addition of more turbine stages. Only a small amount of jet thrust is obtained on a turbo prop engine.

d. Turbofan

Basically the same as a turbo prop except that the propeller is replaced by a duct-enclosed axial-flow fan. The fan can be part
of the first stage compressor or mounted as a separate set of fan blades driven by an independent turbine depending on the fan
design, it will produce somewhere around 50 percent of the engine's total thrust.

107.16 State the purpose of an afterburner. [ref. a, ch. 6]

Used during takeoff and combat maneuvering to boost the normal thrust rating of a gas turbine engine through additional
burning of the remaining unused air in the exhaust section.

107.17 State the NATO symbols for the following fuels and briefly explain the characteristics and reasons for the use
of each: [ref. f, ch. 4]

a. JP4-NATO Code F-40

Has a flame spread rate of 700-800 feet per minute and a low flashpoint of -10 degrees F or -23 degrees C. Never used on
ships. Use of JP4 will normally cause an engine to operate with a lower exhaust gas temperature (EGT), slower acceleration,
and lower engine RPM.

b. JP5-NATO Code F-44

Has a flame spread rate of 100 feet per minute, and a flashpoint of 140 degrees F or 60 degrees C. JP-5 is the only approved
fuel for use aboard naval vessels. The lowest flashpoint considered safe for use aboard naval vessels is 140 degrees F. This is
the Navy's primary jet fuel.

c. JP8-NATO Code F-34

Has a flame spread rate of 100 feet per minute, and a flashpoint of 100 degrees F or 40 degrees C.

107.18 Describe the 3 hazards associated with jet fuel. [ref. f, ch. 4]

Explosion from fuel fumes, vapor inhalation, and toxic contact with skin, eyes, or swallowing can cause illness or death.

107.19 Describe the symptoms of fuel vapor inhalation. [ref. f, ch. 4]

The symptoms include nausea, dizziness, and headaches. Fuel vapor inhalation can cause death.
107.20 Explain the purpose of the Auxiliary Power Unit (APU). [ref. a, ch. 7]

These power units furnish electrical power when engine-driven generators are not operating or when external power is not
available. Most units use a gas turbine to drive the generator. The gas turbine provides compressed air for air conditioning
and pneumatic engine starting. This makes the aircraft independent of the need for ground power units to carry out its
mission.

107.21 Identify the reasons for and methods of Non-Destructive Inspection (NDI) [ref. c, ch. 10]

It is essential that defects be found and corrected before they reach catastrophic proportion. NDI can provide 100 percent
sampling with no affect to the use of the part or system being inspected. Methods used may include visual, optical, liquid
penetrate, magnetic particle, eddy current, ultrasonic, radiographic, etc. NDI is the practice of evaluating a part or sample of
material without impairing its future usefulness.

107.22 Discuss icing and its effects on the performance of naval aircraft. [ref. d, ch. 1]

Ice on the airframe decreases lift and increases drag, weight, and stalling speed. The accumulation of ice in exterior movable
surfaces affects the control of the aircraft. If ice begins to form on the blades of a propeller, the propeller's efficiency is
decreased or further power is demanded of the engine to maintain flight. Most aircraft have sufficient reserve power to fly
with a heavy load of ice, but airframe icing is a serious problem because it results in increased fuel consumption and
decreased range. The possibility always exists that engine system icing may result in loss of power. Icing can cause: loss of
engine power, aerodynamic efficiency, loss of proper operation of control surfaces, brakes and landing gear, loss of outside
vision, false instrument indications, and loss of radio.

107.23 State the purpose of the following: [ref. a, ch. 7]

a. Pitot-static

The pitot-static system in an aircraft includes some of the instruments that operate on the principle of the barometer. It
consists of a pitot-static tube and 3 indicators, all connected with tubing that carries air. The three indicators are the altimeter,
airspeed indicator, and the rate-of-climb indicator. Each operates on air taken from outside the aircraft during flight. The tube
or line from the pitot tube to the airspeed indicator applies the pressure of the outside air to the indicator. The indicator is
calibrated so various air pressures cause different readings. The pitot tube is mounted on the outside of the aircraft at a point
where air is least likely to be turbulent. It points in a forward direction parallel to the aircraft's line of flight. Static means
stationary or not changing. The static port introduces outside air, at its normal outside atmospheric pressure, as though the
aircraft were standing still in the air. The static line applies this outside air to the airspeed indicator, altimeter, and rate-of-
climb indicator.

b. Airspeed indicator

The airspeed indicator displays the speed of the aircraft in relation to the air in which it is flying. In some instances, the speed
of the aircraft is shown in Mach numbers. The Mach number gives the speed compared to the speed of sound in the
surrounding medium (local speed). For example, if an aircraft is flying at a speed equal to one-half the local speed of sound,
it is flying at Mach 0.5. If it moves at twice the speed of sound, its speed is Mach 2.

c. Altimeters

The altimeter shows the height of the aircraft above sea level. The face of the instrument is calibrated so the counter or
pointer displays the correct altitude of the aircraft.

d. Rate-of-climb

The rate-of-climb indicator shows the rate at which an aircraft is climbing or descending.
e. Attitude indicator

A pilot determines aircraft attitude by referring to the horizon. Often, the horizon is not visible. When it is dark, overcast,
smoky, or dusty, the earth's horizon may not be visible. When one or more of these conditions exists, the pilot refers to the
attitude indicator. It is also called the vertical gyro indicator or VGI. The instrument shows the pilot the relative position of
the aircraft compared to the earth's horizon.

f. Turn and bank indicator

Shows the correct execution of a turn and bank. It also shows the lateral attitude of the aircraft in straight flight. It consists of
a turn indicator and a bank indicator. The turn indicator is a gyro mounted in a frame that is pivoted to turn on a longitudinal
axis. The direction of the turn is shown on the dial by a pointer. The gyro consists of a glass ball that moves in a curved glass

tube filled with a liquid. When the pilot is executing a properly banked turn, the ball stays in the center position. If the ball
moves from the center, it shows the aircraft is slipping to the inside or outside of the turn.

g. Navigation systems

Navigation systems and instruments direct, plot, and control the course or position of the aircraft. These may include the
radios, transmitters, TACAN, LORAN, etc.

h. Identification Friend or Foe (IFF)

IFF is an electronic system that allows a friendly craft to identify itself automatically before approaching near enough to
threaten the security of other naval units. A transponder in the friendly aircraft receives a radio-wave challenge. The
transponder transmits a response to a proper challenge. All operational aircraft and ships of the armed forces carry
transponders to give their identity when challenged.

i. Radio Detection and Ranging (RADAR)

A radio device used to detect objects at distances much greater than is visually possible. Detectable objects include aircraft,
ships, land, clouds, and storms. Radar also shows their range and relative position. Radar works on a echo principle. Sound
waves travel out and by knowing the speeds and the time it takes for them to return as an echo, the distance can be measures.
One radar range mile is 12.36 microseconds. That is the time it takes for a radio wave to travel out and return back for one
mile.

j. Magnetic (standby) compass

A direct-reading magnetic compass is mounted on the instrument panel. The face of the compass is read like the dial of a
gauge.

k. Communication systems

Radio equipment does not require interconnecting wires between the sending and receiving stations. It is the only practical
means of communication with moving vehicles, such as ships or aircraft. Modern aircraft use navigation aids such as simple
radio direction finders to complex navigational systems.

107.24 State the purpose of the following armament: [ref. a, ch. 8]

a. Bombs

Any weapon other than a torpedo, mine, rocket or missile, dropped from an aircraft. Bombs are free-falling explosive
weapons and may be unguided or "smart" or guided. Designed for release over enemy targets to reduce and neutralize the
enemy's war potential by destructive explosion, fire, nuclear reaction, etc.
b. Rockets

A weapon containing an explosive section and a propulsion section. A rocket is unable to change its direction of movement
once fired. It can be launched from an aircraft without the need of heavy or complex gun platforms and without violent recoil.
Since rockets are usually launched at close range, it's accuracy as a propelled projectile is higher than that of a free-falling
bomb dropped, from high altitude.

c. Missiles

A vehicle containing an explosive section, propulsion section, and guidance section. A missile is able to change direction or
movement after being fired. Missiles are classified according to their range, speed, launch environment, mission and vehicle
type.

d. Mines

An underwater explosive put into position by surface ships, submarines, or aircraft. A mine explodes only when a target
comes near or in contact with it. Their primary objective is to effectively defend or control vital straits, port approaches,
convoy anchorages and seaward coastal barriers.

e. Torpedoes

Self-propelled underwater missiles used against surface and underwater targets. Torpedoes are the primary weapon employed
in antisubmarine warfare. They are designed to search, detect, attack and destroy submarines and surface ships.

107.25 Explain the purpose of the following: [ref. g, app. 1]

a. Circuit breaker

A protective device that opens a circuit when the current exceeds a predetermined value. Circuit breakers can be reset.

b. Fuse

A protective device inserted in-line with a circuit. It contains a metal that will melt or break when current is increased beyond
a specified value, thus disconnecting the circuit from its power source to prevent damage.

107.26 Explain the following avionics terms: [ref. g, app. 1]

Note: Ohm's Law states E=IR

a. Voltage

The "driving force" behind current. Voltage, as applied to Ohm's Law, can be stated to be the base value in determining
unknown circuit values. Designated by the letter (E).

b. Current

The flow of electrons. Ohm's Law states that current is directly proportional to the applied voltage and inversely proportional
to the circuit resistance. Designated by the letter (I).

c. Resistance

The opposing force to the flow of electrons. As stated in Ohm's Law, current is inversely proportional to resistance. This
means, as the resistance in a circuit increases, the current decreases proportionally. Designated by the letter (R).
 108 Airfield Familiarization Fundamentals
References:
[a] NAVEDTRA 12390, Air Traffic Controller
[b] NAVEDTRA 12368, Aviation Boatswain’s Mate H 3 & 2
[c] NAVEDTRA 12000, Airman
[d] NAVAIR A1-NAOSH-SAF-000/P-5100-1, NAVAIROSH Requirements for the Shore Establishment
[e] OPNAVINST 3710.7Q, NATOPS General Flight and Operating Instructions
[f] NAVFAC P-80, Facility Planning Criteria For Navy and Marine Corps Shore Installations

108.1 Define the term aircraft handling. [ref. c, ch. 9]

Aircraft handling is a general term that describes any movement of aircraft or associated equipment.

108.2 State the purpose of standard aircraft taxi signals. [ref. b, ch. 3]

Used by all branches of the Armed Forces so that there will be no misunderstanding when a taxi signalman of one service is
signaling a pilot of another.

108.3 State the vehicle speed limits on the flight line and around the aircraft. [ref. b, ch. 11]

The speed limit within 50 feet of aircraft is 5 mph. Along runways, taxiways, parking ramps and work areas it is 10 mph.

108.4 State the maximum towing speed of an aircraft. [ref. c, ch. 9]

As fast as the slowest walker.

108.5 Name the 4 categories of tie down requirements. [ref. c, ch. 9]

a. Initial b. Intermediate c. Permanent d. Heavy weather

108.6 State the purpose of the emergency shore based recovery equipment. [ref. c, ch. 9]

In an emergency situation, such as a blown tire, an indication that the landing gear has not locked, the pilot is sick, or any one
of the numerous emergencies that could arise-you must arrest the aircraft and stop it in the shortest distance possible. This is
to minimize the chance of an accident that could cause injury to the pilot and crew or damage to the aircraft.

108.7 State the purpose of the MA-1A overrun barrier. [ref. c, ch. 9]

Designed to stop aircraft not equipped with tail hooks but the aircraft must have a nose wheel for the barrier to be effective.
The MA-1A is always in a standby status, in case there is an aborted takeoff or an emergency overrun landing.

108.8 State the minimum personal protective equipment required on the flight line and ramp areas during the
following operations: [ref. d, ch. 6]

a. Routine maintenance

The work area shall be assessed as to hazards which may be present. Each worker shall be given and briefed on the use of the
proper PPE for that area.

b. Flight operations

All personnel whose duties require them to work on the flight deck shall wear: a. Cranial b. Jersey, with the appropriate color
as noted by the position of the individual; i.e. Plane Captains wear brown jerseys. c. Goggles d. Sound attenuators e. Flight
deck shoes f. Flotation gear g. Survival light h. Whistle
108.9 Identify the safety hazard areas associated with the following:

a. Intakes [ref. b, ch. 11]

The air intake ducts of operating jet engines are an ever present hazard to personnel working near the ducts of the aircraft.
They are also a hazard to the engine itself if the area around the front of the aircraft is not kept clear of debris. The air intake
duct may develop enough suction to pull an individual or hats, glasses, etc., into the intake. The hazard is greatest during
maximum power settings.

b. Exhaust (engine and APU) [ref. b, ch. 11]

Jet engine exhausts create many hazards to personnel. The 2 most serious hazards of jet engine exhaust are the high
temperature and high velocity of the exhaust gases from the tailpipe. High temperatures can be found up to several hundred
feet from the tailpipe. The closer you get to the aircraft, the higher the exhaust temperatures. When a jet engine is starting,
sometimes excess fuel can accumulate in the tailpipe. When the fuel ignites, long flames shoot out of the tailpipe. Personnel
should be clear of this danger area at all times.

c. Propellers [ref. e, ch. 7]

Personnel should NOT approach or depart an aircraft with the propellers turning. Personnel should walk well around the
propeller area at all times.

d. Rotor blades [ref. e, ch. 7]

Personnel should NOT approach or depart a helicopter while the rotors are being engaged or disengaged.

e. Hot brakes [ref. g, ch. 6]

Never face the side of the wheel, as an explosion of the wheel will follow the line of the axle, which may be outboard
depending on the landing gear configuration. Always approach the wheel from fore or aft, never from the side.

108.10 Explain the significance of:

a. Runway numbering system [ref. a, ch. 7]

Runways are normally numbered in relation to their magnetic heading rounded off to the nearest 10 degrees, i.e. Runway 01:
A runway heading of 250 degree is runway 25. If there are 2 runways whose centerline is parallel, the runway will be
identified as L (left) and R (right) or 36L or 36R, if there are 3 parallel runways, they are identified as L (left), R (right), or C
(center).

b. Threshold markings [ref. a, ch. 7]

Runways 200 feet wide have 10 stripes marking the landing threshold, each 12 feet wide by 150 feet long. For runways that
are less than 200 feet wide, the markings cover the width of the runway less 20 feet on both sides. These markings designate
the landing area.

c. Airfield lighting system [ref. a, ch. 7]

Procedures for the operation of airport lighting are in FAA Handbook 7110.65. Operation of the airport lighting at controlled
airports is normally the responsibility of the tower. When the airfield is closed, all associated lighting is shut down with the
following exceptions: 1. Navigable airspace obstruction lights 2. Rotating beacons used as a visual orientation aid in a
metropolitan area. Airport lighting systems are standardized by the Air Force, Navy, and FAA to present a uniform and
unmistakable appearance. These standards specify the location, spacing, and color of lighting components in use.
d. Runway/Taxiway marking system [ref. a, ch. 7]

Runway lights are installed to provide visual guidance at night under low-visibility conditions during aircraft takeoff and
landing operations. Taxiway lights are blue. Their spacing is variable. Two blue lights, called entrance-exit lights, are spaced
5 feet apart and are placed on each side of a taxiway entrance to or exit from a runway or parking area. The taxi lights are
turned on as soon as the pilot of an aircraft is cleared to taxi out. They are turned off when the aircraft is on the runway or
another taxiway. For inbound aircraft, they are turned on as the aircraft approaches the taxiway and turned off when the
aircraft is parked.

e. Arm/dearm areas [ref. f, sec. 116-35]

An area where ordnance is changed from a state of a safe condition to a state of readiness and vice versa. All evolutions are
conducted using the individual stores loading manual/checklist. The area ahead of or behind and/or surrounding the aircraft
shall be kept clear until all weapons/ordnance are completely safe. When aircraft are being taxied from the landing area to the
dearm area, care must be taken to minimize exposure of the armed ordnance to personnel and equipment.

f. Overrun area [ref. a, ch. 7]

Provides a reasonably effective deceleration area for aborting or overshooting aircraft. The area may also serve as an
emergency all-weather access for fire-fighting, crash, and rescue equipment. Some are paved and some have yellow chevrons
across them. An area with this type marking is a nontouchdown area for aircraft.

g. Parking apron [ref. a, ch. 7]

Required for parking, servicing, and loading aircraft. They are connected to the runways by taxiways or tow ways. Parking
sizes are based on the type and number of aircraft to be parked and requirement for squadron integrity.

108.11 Explain the purpose of the following:

a. Wind indicator [ref. a, ch. 7]

Provides a method for prompt issuance of wind directions and velocities to pilots.

b. Airfield rotating beacon [ref. a, ch. 7]

When the airport is below VFR weather conditions, the airport rotating beacon is used to identify the airport's location during
darkness and daylight hours. Rotation is in a clockwise direction when viewed from above. The beacon is always rotated at a
constant speed, which produces the visual effect of flashes at regular intervals. The flashing rate is 12 to 15 flashes per
minute.

c. Tower visual communications [ref. a, ch. 7]

A coordination device between the radar controller and the control tower. Visual communication provides a sequence of
lights and switches that supplement other circuits on the interphone system and serve to reduce the number of voice contacts
between the tower and radar controller.

d. Tactical Air Navigation (TACAN) system [ref. a, ch. 5]

TACAN uses a bearing determining system to determine aircraft position and distance from a TACAN station. The primary
navigation aid used by carrier based aircraft.

e. Crash/rescue [ref. a, ch. 11]

Within the ship damage control organization is the Crash, Salvage, and Rescue Team. This team is the flight deck repair
team. From its station in the island structure it serves to effect rescue of personnel from damaged aircraft on the flight deck,
clear away wreckage, fight fires on and make minor emergency repairs to the flight deck and associated equipment.
f. Compass calibration pad [ref. a, ch. 7]

A paved area in a magnetically quiet area where the aircraft compass is calibrated. A minimum of one area is provided at
each airport.

g. Liquid Oxygen (LOX) exchange area [ref. f, sec. 121]

A designated area which is used for the servicing of aircraft which require Liquid Oxygen (LOX). Liquid Oxygen is a light
blue liquid that flows like water and is extremely cold (-297 degrees F). It has an expansion rate of 860 to 1. It is a strong
oxidizer and vigorously supports combustion. The area must be kept free of flammable or combustible materials such as
wood, cloth, paper, oil, or kerosene.
 109 Naval Aircraft Fundamentals
References:
[a] NAVEDTRA 12000, Airman

109.1 State the primary mission of the following aviation communities: [ch. 2]

a. HC Helicopter Combat Support - Rotary Wing

They perform duties such as plane guard, sea-air rescue, mail delivery, and personnel transfer
Aircraft: H-1, H-3, C-HH-46D, CH-53E

b. HCS Helicopter Combat Support Special Squadron - Rotary Wing

Provides dedicated deployable combat rescue detachments in support of aircraft carrier and amphibious operations for quick
reaction contingencies.
Aircraft: HH-60H

c. HM Helicopter Mine Countermeasures - Rotary Wing

Provides aerial mine hunting and minesweeping by deploying into and towing through the water, sleds designed to detect or
clear minefields.
Aircraft: CH/RH-53, MH-53

d. HS Helicopter Antisubmarine - Rotary Wing

Used for carrier based anti-submarine warfare, plane guard, search and rescue and logistics. RegNav flies the SH-60F
Oceanhawk and reserves fly the SH-3H Sea King.
Aircraft: SH-3, SH-60F

e. HSL Helicopter Antisubmarine Light

Fly smaller helicopters from ships such as DDG's or FFG's. They also perform search and rescue and logistics. RegNav
flies SK-60B Seahawk and reserves flies SH-2G Sea Sprite.
Aircraft: SH-2G, SK-60B

f. HT Helicopter Training

Provides basic and advanced training of student Naval Aviators in rotary wing aircraft.
Aircraft: TH-57

g. VAQ Tactical Electronic Warfare - Fixed Wing

Tactically exploits, suppresses, degrades and deceives enemy electromagnetic defensive and offensive systems including
communication, in support of air strike and fleet operations. The EA-6B Prowler is used from carriers and EP-3A is land
based.
Aircraft: EA-6B, EA-7, EP-3A

h. VAW Carrier Airborne Early Warning - Fixed Wing

Carrier based and provide early warning against weather, missiles, shipping and aircraft.
Aircraft: E-2C

i. VC Fleet Composite - Fixed Wing

Perform duties such as utility and air services for the fleet such as simulations and target towing.
Aircraft: TA-4J, S/UH-3A, CH-53E, VP-3A
j. VF Fighter - Fixed Wing

Fighter squadrons are used against aircraft and ground installations to defend surface units. They escort attack aircraft and
give close air support to landing forces. They use maximum firepower with speed.
Aircraft: F-14, F-16N, T-38

k. VFA Strike Fighter - Fixed Wing

Employed for both fighter and attack missions.

Aircraft: F/A-18

l. VMFA Marine Fighter Attack - Fixed Wing

Marine Corps Strike Fighter squadrons employed for both fighter and attack missions.
Aircraft: F/A-18, AV-8B

m. VP Patrol - Fixed Wing

Land based squadrons that perform anti-submarine warfare, anti-submarine warfare, anti-surface warfare, reconnaissance
and mining.
Aircraft: P-3

n. VQ Fleet Air Reconnaissance - Fixed Wing

Electronic warfare support including search for, interception, recording, and analysis of radiated electromagnetic energy.
Selected squadrons serve as elements of the Worldwide Airborne Command Post System and provide communications relay
services.
Aircraft: ES-3, EP-3, E-6, EC-130

o. VR Aircraft Logistics Support - Fixed Wing

Transport of personnel and supplies.

Aircraft: C-9, C-12, C-20, CT-39, C-130, C-131

p. VRC Carrier Logistics Support - Fixed Wing

Transports personnel and supplies including carrier onboard delivery aircraft such as the C-2 Greyhound or US-3
Aircraft: C-2, US-3

q. VS Carrier Antisubmarine Warfare - Fixed Wing

Perform surface search and sea control. Referred to as "Sea Control" squadrons even though their letter designation is VS.
Note: As of 1998 VS no longer is employed in the ASW role.
Aircraft: S-3

r. VT Training - Fixed Wing

Provide basic and advanced training for student naval aviators and flight officers.
Aircraft: T-2, TA-4, T-34, T-44, T-47, T-45

s. VX/VXE VX - Air Test and Evaluation - Fixed Wing

Tests and evaluates the operational capabilities of new aircraft and equipment in an operational environment. They
develop tactic and doctrines for their most effective use.

Aircraft: A4M/T, TA-4J, A-6, AV-8, F/A-18A/B, S-3A/B, P-3A/C, UH-1N, AH-1J/T/W, SH-2F, SH-3H, SH-60B/F,
OV-10A/D

VXE - Antarctic Development - Fixed Wing Supports operation Deep Freeze.

Aircraft: LC-130, UH-1H
109.2 Identify the mission of the following naval aircraft: [ch. 2]

Click on the aircraft for details and pictures:

a. AV-8 Harrier
- Fighter attack

b. C-130 Hercules
- Logistics support

c. C-2 Greyhound
- Carrier logistics support

d. C-20 Gulfstream
- Logistics support

e. C-9 Sky Train

- Logistics support

f. EA-6B Prowler
- Tactical electronic warfare

g. E-2 Hawkeye
- Airborne early warning

h. C-12 Huron
- Logistics support

i. E-6 Mercury
- Fleet air reconnaissance

j. F/A-18 Hornet
- Fighter/attack

k. F-14 Tomcat
- Fighter

l. H-2 Seasprite
- Helicopter antisubmarine light

m. H-3 Sea King

- Helicopter antisubmarine

n. H-46 Sea Knight

- Helicopter combat support

o. H-53 Sea Stallion

- Helicopter mine countermeasures

p. SH-60B Seahawk
- Helicopter antisubmarine light

q. SH-60F Oceanhawk
- Helicopter Anti-Submarine

r. HH-60H Seahawk
- Helicopter Anti-Submarine

s. P-3 Orion
- Patrol
t. S-3 Viking
- Carrier antisubmarine warfare

u. TA-4 Sky Hawk

- Training

v. T-2 Buckeye
- Training

w. T-45 Goshawk
- Training

x. UH-1N Iroquois
Helicopter combat support

y. T-34 Mentor
- Training

z. T-44 Pegasus
- Training

aa. F-5 Tiger II

- Fighter

bb. AH-1 Cobra

- Helicopter combat support
110 Aviation Capable Ships Fundamentals
References:
[a] The Bluejackets’ Manual, (Twenty-First Edition)

PLEASE NOTE: Photo links are listed below

101.1 State the mission of each of the following classes of aviation capable ships: [ch. 13]

a. AE - Ammunition Ship

They operate with replenishment groups to deliver ammunition and missiles to ships at sea. These ships are handle all types
of missiles. They carry two H-46 helicopters for vertical replenishment and support.

b. AD - Destroyer Tender

ADs provide Destroyers and Destroyer Escorts with mobile base and repair facilities, supplying fuel, ammunition and other
stores.

c. AFS - Combat Stores Ship

perform underway replenishment services for Navy battle groups and deliver food, fuel, spare parts and ammunition.

d. AS - Submarine Tender

e. AO/AOE - Oilers/Oiler and Ammunition Support Ships

AO: These ships carry fuel, jet fuel, and other petroleum products. They operate with replenishment groups and deliver their
cargo to ships at sea. They can service from both sides of the ship simultaneously.

AOE: The largest and most powerful auxiliary ship in the Navy. AOE ships carry missiles, fuel, ammunition and general
cargo. They can also carry refrigerated cargo and supplies. They carry two H-46 helicopters for vertical replenishment and
support.

f. CG - Guided Missile Cruiser

These ships serve provide protection against surface and air attacks, and gunfire support for land operations. They have a
large cruising range and are capable of speeds over 30 knots. Some cruisers are capable of conducting antiair warfare,
antisubmarine warfare, and antisurface ship warfare at the same time. They carry a LAMPS Mk III SH-60B helicopter.

g. CV/CVN - Carrier/Nuclear Powered Carrier

Carriers are designed to carry, launch, retrieve and handle combat aircraft quickly and efficiently. It can approach the enemy
at high speed, launch planes, recover them, and retire before its position can be determined. Attack carriers are excellent
long-range offensive weapons and are the center of the modern naval task force or task group.

h. DD/DDG - Destroyer/Guided Missile Destroyer

Multipurpose ships used in any kind of naval operation. Fast ships with a large variety of armament and little or no armor.
They depend on their speed and mobility for protection. They operate offensively and defensively against subs and surface
ships. They can take defensive action against air assaults. They provide gunfire support for amphibious assaults. They can
perform patrol, search and rescue missions, if needed. They can accommodate two SH-60B or 2 SH2G helicopters.

i. FFG - Guided Missile Frigates

Frigates are used for open-ocean escort and patrol. They resemble destroyers in appearance, but are slower, have only a
single screw, and carry less armament. They can carry two SH-60B helicopters.
j. LCC - Amphibious Command Ship

Provides accommodations and command and communication facilities for various commanders and their staffs. They can
serve as a command ship for an amphibious task force, landing force, and air support commanders during amphibious
operations. They are the most modern and capable command facilities afloat.

k. LHA - Amphibious Assault Ship

These ships are able to embark, deploy, and land a Marine battalion landing team by helicopters, landing craft, amphibious
vehicles, and combinations of these methods. They are versatile and combine the same features of the Amphibious Assault
ship (LPH), Amphibious Transport Dock (LPD), Amphibious Cargo Ship (LKA), and Dock Landing Ship (LSD) in a single
ship.

l. LHD - Amphibious Warfare Ship

They are designed based on that of an Amphibious Assault Ship, but are intended to be convertible from an Assault Ship to
an Anti-submarine Warfare ship with Harrier fighters for ground assault.

m. LPD - Amphibious Transport Dock

Combines the features of a Dock Landing Ship (LSD), with the features of an Amphibious Assault Ship (LPH). They can
transport troops and equipment in the same ship. It has facilities for 8 helicopters.

n. LPH - Amphibious Assault Ship Designed to embark, transport, and land 1,800 troops and their equipment via transport
helicopters in conjunction with a beach assault. They can also assist with antisubmarine warfare.

o. LSD - Dock Landing Ship

Can transport and launch a variety of loaded amphibious craft and vehicles. Provides limited docking and repair services to
small ships and craft and equipped to refuel helicopters. In order to launch craft, the LSD must have the well flooded for the
craft to move out on their own power. It has one CH-53 helicopter landing spot.

p. MCS - Mine Countermeasures Support Ship

There is only one of these in the naval inventory - the USS Inchon.
 Click Here for detailed ship information according to classification.

Aviation Capable Ships Photos

AE: Ammunition Ship

AD - Destroyer Tender
AFS - Combat Stores Ship
AS - Submarine Tender
AOE/AO Ammunition Oiler/Oiler Ship:
CG: Cruiser
CV/CVN: Carrier/Nuclear Powered Carrier
DD/DDG: Destroyer/Guided Missile Destroyer
FFG: Guided Missile Frigate
LCC: Amphibious Command Ship
LHA: Amphibious Assault Ship
LHD: Amphibious Assault Ship
LPD: Amphibious Dock Ship
LPH: Amphibious Assault Ship
LSD: Amphibious Dock Ship
MCS: Mine Countermeasures Support Ship

Special thanks to AME1(AW) Paul Jung who submitted information used in this guide.
 111 Other Ships And Submarines Fundamentals
References:
[a] The Bluejackets’ Manual, (Twenty-First Edition)

111.1 Identify the primary mission of the following non-aviation capable ships: [ch. 13]

a. ATF - Fleet Ocean Tugs

b. ARS - Rescue and Salvage Ship

c. ASR - Submarine Rescue Ship

d. AR - Repair Ship

e. MCM - Mine Countermeasures Ship

f. MHC - Coastal Mine Hunters

g. PC - Patrol Craft

h. SSBN - Ballistic Missile Submarine (Nuclear propulsion)

i. SSN - Submarine (Nuclear propulsion)

Click Here for detailed ship information according to classification.

OTHER SHIPS AND SUBMARINES PHOTO LINKS

ATF - Fleet Ocean Tug

ARS - Rescue and Salvage
ASR - Submarine Rescue Ship
AR - Repair Ship
MCM - Mine Countermeasures Ship
MHC - Coastal Mine hunter
PC - Patrol Craft
SSBN - Ballistic Missile Submarine (Nuclear)
SSN - Submarine (Nuclear)
 112 Chemical, Biological, And Radiological Warfare
Fundamentals

References:
[a] OPNAV P-86-1-95, USN Chemical, Biological & Radiological (CBR) Defense/USMC Nuclear, Biological &
Chemical (NBC) Defense Handbook
[b] NWP 3-20-31, Surface Ship Survivability

112.1 Explain the following:

a. Chemical warfare [ref. a, ch. 2]

Intentional use of lethal or nonlethal chemical agents to produce casualties; harass or temporarily incapacitate, and
demoralize personnel; or contaminate or destroy areas, equipment, and supplies.

b. Biological warfare [ref. a, ch. 3]

Intentional use of living organisms to disable or destroy people or their domestic animals, to damage their crops, and/or to
deteriorate their supplies.

c. Radiological warfare [ref. a, ch. 4]

Radiological warfare is the deliberate use of radiological weapons to produce injury and death in man.

112.2 Describe the purpose of the following:

a. MCU-2/P protective mask [ref. a, ch. 6]

The mask, or gas mask, is the most important piece of protective equipment against CBR agents. It protects your face, eyes,
nose, throat and lungs. Inhaling CBR agents is much more dangerous than getting them on the outside of the body. Without
filtration, a large amount of contamination could be inhaled in a short time. The mask filters the air, removing particles of
dust that may be radioactive or contaminated; and it purifies the air of many poisonous gases. The mask does not provide
oxygen, protection against smoke or against toxic gases such as carbon monoxide, carbon dioxide, and ammonia; however, it
may be used for emergency escape as a last resort.

b. Chemical protective overgarment [ref. a, ch. 6]

The overgarment is treated with chemicals that neutralize blister agent vapors and sprays, but do not stop penetration by
liquid agents. It also gives limited protection against other types of CBR contaminants. The suit consists of trousers, hip-
length jumper with attached hood, and associated gloves and foot coverings. Except in unusual circumstances, you do not
have to wear outer wet-weather clothing over the CBR suit. The danger of heat prostration is significantly reduced. Wear
wet-weather clothing during heavy seas. Wear the CBR suit for up to one hour in engineering spaces. Gloves afford hand
protection against nerve and blister agent liquids and gases. Foot covers are worn over your own shoes. Boots come in 2 sizes
and can be worn on either foot. They are made of black butyl rubber, are impermeable, and have a non-slip rubber sole.

c. Wet-weather clothing [ref. a, ch. 6]

Worn over other types of clothing, wet-weather clothing protects impregnated and ordinary clothing and skin from
penetration by liquid agents and radioactive particles. It also reduces the amount of vapor that penetrates to the skin. Wet-
weather gear, which includes a parka, trousers, rubber boots, and gloves, is easily decontaminated.

d. Atropine/2 Pan chloride (Oxime) auto injector [ref. a, ch. 8]

Used for specific therapy for nerve agent casualties. Issued in automatic injectors for intramuscular injection self-aid or first
aid.
e. IM-143 pocket dosimeter [ref. a, ch. 5]

The self-reading pocket dosimeter is an instrument about the size and shape of a fountain pen and comes in several ranges: 0
to 5, 0 to 200, and 0 to 600 roentgens; and 0 to 200 mill roentgens. These instruments measure exposure to radiation over a
period of time, not dose rates at any given time. By holding the dosimeter up to a light source and looking through the
eyepiece, the total radiation dose received can be read directly on the scale. After each use, the dosimeter must be recharged
and the indicator line set to zero.

f. DT-60 personnel dosimeter [ref. a, ch. 5]

Is in the Nonself-reading category; the DT-60 is the high-range casualty dosimeter, which must be placed in a special radiac
computer-indicator to determine the total amount of gamma radiation to which the wearer has been exposed. Its range is 0 to
600 roentgens.

112.3 List the 4 types of chemical casualty agents and their physical symptoms. [ref. a, ch. 8]

a. Chocking agents - immediate dryness of the throat, coughing, choking, tightness across the chest, headache, nausea, and
at times, smarting and watering of the eyes.

b. Nerve agents - a runny nose, tightness of chest with difficulty in breathing, contraction of eye pupils, nausea, cramps,
headache, coma, and convulsion.

c. Blood agents - HYDROGEN CYANIDE causes death rapidly. Breathing becomes more deeply within a few seconds, has
violent convulsions over 20 to 30 seconds, stops breathing regularly after 1 minute, then gives occasional shallow gasps, and
finally the heart stops only a few minutes after the onset of exposure.

d. Blister agents - redness of the skin follows in one-half to 36 hours after exposure to MUSTART VAPOR/LIQUID
MUSTARD. Intense itching, and blisters may appear. Stiffness, throbbing pain, and swelling may also be observed.

112.4 Describe the following types of nuclear explosions: [ref. a, ch. 4]

a. High altitude air burst

One in which the point of detonation is at an altitude in excess of 100,000 feet. Above this level, air density is so low that
interaction of the weapon energy with the surroundings is markedly different from that at lower altitudes and varies with the
altitude. High-altitude nuclear explosions create spectacular visible effects that can be seen both locally and at great
distances. Detonation causes widespread disturbances in the ionosphere, which effects the propagation of radio waves and
similar electromagnetic radiations of relatively long wavelengths (EMP).

b. Air burst

Immediately after a nuclear explosion, a huge, intensely hot fireball is formed. An airburst is one in which the fireball does
not touch the earth's surface. All materials within the fireball are vaporized. As the fireball rises, it cools to the point where
the vapor condenses to form a highly radioactive cloud. At sufficiently low altitudes, the rising fireball creates strong
circulating winds that suck up dust and other debris from the surface. This debris combines with the condensed vapor to form
the familiar mushroom-shaped cloud. Detonation of the nuclear bomb creates a blast wave that travels out in all directions at
an initial speed greater than the speed of sound. When the wave strikes the earth's surface, another wave is formed by
reflection. At some distance from ground zero, the primary and reflected waves combine to form a reinforced blast wave.
Pressure at the wave front, called overpressure, is many times that of normal atmospheric pressure and is what causes most of
the physical damage. Overpressure decreases as distance from the blast increases. Initial radiation occurs within the first
minute after an explosion; residual radiation occurs thereafter. The greatest danger from residual radiation is fallout or the
return to earth of radioactive particles of the cloud. In an airburst, most of the particles are carried high into the air where they
are scattered by the winds and returned to the earth slowly. Fallout from low-altitude airburst presents a greater hazard
because the heavy particles of debris picked up from the surface settle rapidly and are highly radioactive, but the hazard is not
so great as that from surface and subsurface bursts.
c. Surface burst

Produces the worst fallout. The fireball touches the ground. Vast amounts of surface material is vaporized and taken into the
fireball. As the fireball rises, the debris is sucked up by the strong after winds. Much of this debris returns to earth as
radioactive fallout. The area endangered by fallout is much larger than the area affected by heat and shock.

d. Shallow underwater burst

A fireball is formed, but is smaller than an airburst and normally is not visible. The explosion creates a large bubble or cavity
which, upon rising to the surface, expels steam, gases, and debris into the air with great force. Water rushing into the cavity is
thrown upward in the form of a hollow column that may reach a height of several thousand feet. When the column collapses,
a circular cloud of mist, called the base surge, is formed around the base of the column. Practically all thermal radiation is
absorbed by the surrounding water, but a highly destructive shock wave is formed and is many times greater than the blast
wave from an airburst. large water waves are created, some reaching heights of 90 feet within a few hundred feet of the blast.

e. Deep underwater burst

Produce the same effects as the shallow underwater burst, but with more of the impact absorbed by the deep ocean currents.
The visual effects will be less, but the amount of contaminated water will be greater.

112.5 Describe the following effects of nuclear explosions: [ref. a, ch. 4]

a. Blast

Injuries caused by blast can be divided into primary injuries and secondary injuries. Primary blast injuries result from the
direct action of the air shock wave on the body. The greater the weapon's size, the greater the blast wave's effective range will
be, with an increase in casualties. Secondary blast injuries are caused by collapsing buildings and by timber and other debris
flung about by the blast. Personnel may be hurled against objects or thrown to the ground. At sea, the shock wave produced
by an underwater burst, can produce various secondary injuries.

b. Flash burn/blindness

Burns caused by a nuclear explosion are primary and secondary. Primary burns are a direct result of the thermal radiation
from the bomb. Secondary burns are the result of fires caused by the explosion. Flash burns are likely to occur on a large
scale as a result of an air or surface burst of a nuclear weapon. Thermal radiation travels in straight lines, so it burns primarily
on the side facing the explosion. Under hazy atmospheric conditions a large proportion of the thermal radiation may be
scattered, resulting in burns received from all directions. Depending on the size of the weapon, second-degree burns may be
received at distances of 25 miles or more. The intense flash of light that accompanies a nuclear blast may produce flash
blindness at a range of several miles. Flash blindness is normally of a temporary nature, though, as the eye can recover in
about 15 minutes in the daytime and 45 minutes at night. A greater danger lies in receiving permanent damage to the eyes
caused by burns from thermal radiation, which may occur 40 miles or more from the nuclear weapon.

c. Radiation

Radiation hazards are alpha and beta particles, gamma and neutron radiation. Alpha particles have little skin penetrating
power and must be taken into the body through ingestion or cuts. Beta particles can present a hazard to personnel if the
emitters of these particles, such as dust or dirt, come in contact with the skin or inside the body. Beta particles with enough
intensity will cause skin burns. Gamma rays, which are pure energy, are not easily stopped. They can penetrate every region
of the body. Gamma rays can pass right through a body without ever touching it. Gamma rays that do strike atoms in the
body cause ionization of these atoms, which may result in any number of possible chemical reactions that damage the cells of
the body. Neutrons, which have the greatest penetrating power of the nuclear radiation hazards, create hazards to personnel
when the neutron is captured in atoms of various elements in the body, atmosphere, water or soil. As a result of this neutron
capture, the elements become radioactive and release high-energy gamma rays and beta particles. Initial radiation contains
both gamma and neutron radiation. Residual radiation, our greatest concern, contains both gamma and neutron radiation.
d. Electromagnetic Pulse (EMP)

Produced by high altitude, air and surface bursts. The initial nuclear ionizing radiation will ionize the atmosphere around the
burst point and produce the EMP, which will contain frequency components in the range from a few to several hundreds of
kilocycles per second. The EMP has magnetic and electric field components which exist for only fractions of a second. The
magnetic field component is significant inside the radius of the ionized atmosphere and can induce large currents in cables
and long-lead wires. These large transient currents may burn out electronic or electrical equipment. The electric field
component may also produce transient signal overloads and spurious signals on communication nets and in computer-driven
systems. At ranges where ships suffer minor damage from other weapon effects, the major effect of the EMP is expected to
be the tripping of circuit breakers and blowing of fuses in protective circuits. At close ranges, there is a good probability of
permanent damage to electronic and electrical equipment. EMP can totally destroy entire phone and communication systems,
radios, vehicle ignition systems, etc. Conventional aircraft exposed to it can lose all navigation, communication, and
electronic flight control systems.

e. Blackout

The loss of lights or electrical power failure during a nuclear attack.

112.6 Define/discuss Mission Oriented Protective Posture (MOPP). [ref. b, ch. 11, apps. C thru E]

Defines the amount of protective CBR gear to wear or have readily available. There are several levels of protection
.
MOPP 1: Gas masks are issued to all hands and are kept at battle station. The gas masks are fitted for immediate use. An
inventory of stowed chemical/biological defense equipment and supplies is conducted.

MOPP 2: Gas masks are carried by each person onboard. Per-position decontamination supplies at decontamination stations.
Set material condition ZEBRA (modified).

MOPP 3: New filters are installed on the gas masks. Don Chemical Protective Overgarment smock with hood down,
trousers, and overbooks. Stow personal decontamination kit in the mask carrier. Stow chemical protective gloves and medical
supplies in the jumper cargo pocket. Go to General Quarters. Set material condition ZEBRA. Fill pre-positioned canteens
with potable water. Activate decontamination stations and Contamination Control Station (CCA) for operability. Post
detection and monitoring teams. Post and monitor detection equipment materials in accordance with the ship's Chemical,
Biological, Radiological bill. Activate the CMWD, Counter Measure Washdown System, intermittently.

MOPP 4: Don gas mask and secure the hood over the head and around the mask. Don gloves. Initiate continuous monitoring
of detection equipment. Set condition Circle William (security of air vents). Activate CMWD system continuously.
The levels are set to protect against overheating from wearing protective gear for long periods of time.
 113 Naval Air Training And Operating Procedures
Standardization (NATOPS) Fundamentals
References:
[a] OPNAVINST 3710.7Q, NATOPS General Flight and Operating Instructions

113.1 Discuss the purpose of the Naval Air Training and Operating Procedures Standardization (NATOPS) Program.
[ch. 1]

The NATOPS program is a positive approach towards improving combat readiness and achieving a substantial reduction in
aircraft mishaps. It is issued by the Chief of Naval Operations (CNO). NATOPS instructions prescribe general flight and
operating instructions and procedures applicable to the operation of all naval aircraft and related activities.

113.2 Explain general aircraft prestart precautions. [ch. 7]

a. Before starting an engine, the wheels of the aircraft shall be chocked and the parking brake set unless a deviation from this
requirement is specifically authorized by the applicable model NATOPS manual. b. Where applicable, intake screens shall be
installed on jet aircraft. c. Prior to starting jet engines, intakes and surrounding ground/deck shall be inspected to eliminate
the possibility of Foreign Object Damage (FOD). d. When an engine is started by nonpilot personnel for testing and warmup
purposes on aircraft other than transport and patrol class equipped with parking brakes, the plane shall be tied down. e.
Whenever an engine is started, personnel with adequate fire extinguishing equipment, if available, shall be stationed in the
immediate vicinity of the engine but safely clear of intakes or propellers.

113.3 State the meaning of the following terms as they apply to NATOPS: [ch. 1]

a. Warning
An operating procedure, practice, or condition, etc., that may result in injury or death if not carefully observed or followed.

b. Caution
An operating procedure, practice, or condition, etc., that may result in damage to equipment if not carefully observed or
followed.

c. Note
An operating procedure, practice, or condition, etc., that must be emphasized.

d. Shall
Means a procedure that is mandatory.

e. Should
Means a procedure that is recommended.

f. May
"May" and "need not" mean procedure is optional.

g. Will
Indicates futurity and never indicates any degree of requirement for application of a procedure.

113.4 State the purpose of a NATOPS evaluation. [ch. 2]

The standard operating procedures prescribed in NATOPS manuals represent the optimum methods of operating various
aircraft and related equipment. The NATOPS evaluation is intended to evaluate individual and unit compliance by observing
and grading adherence to NATOPS procedures.
113.5 State the purpose of the naval Flight Records Subsystem (NAVFLIRS). [ch. 10]

The NAVFLIRS, OPNAV 3710/4, also known as the "yellow sheet", provides a standardized Department of the Navy flight
activity data collection system. NAVFLIRS is the single-source document for recording flight data and is applicable in
specific areas to aircraft simulators. The form shall be prepared for each attempt at flight of naval aircraft or training
evolution for simulators. The NAVFLIRS is a single-source document that collects flight activity data in support of the
maintenance data system (MDS). Data collected includes: 1. A statistical description of the flight pertaining to the aircraft
and crewmembers. 2. A record of all logistic actions performed during the flight. 3. A record of weapons proficiency. 4. A
record of training areas utilized and other miscellaneous data.

113.6 State the purpose of master flight files. [ch. 10]

The master flight files shall be the only official flight record of naval aircraft and shall be maintained in accordance with
OPNAVINST 3710.7 by every reporting custodian of naval aircraft as defined in OPNAVINST 5442.2.

113.7 Explain the aircraft visual identification system for the following Type Commanders (TYCOMs): [app. B]

The visual identification system for naval aircraft provides for the assignment of aircraft markings and side numbers that
identify aircraft of one unit from those of another using unit identification assigned by the CNO. The system provides a
means of rapid identification of Navy and marine aircraft that is simple, flexible, and readily adaptable to expansion in the
event of mobilization. Aircraft use the last 3 digits of their BUNO or aircraft number, as their side number or number. Side
numbers and colors they are painted in are based on unit type. For example, VAQ use maroon. HS use magenta, and VS use
dark green.

a. COMNAVAIRLANT
The first character shall be "A through M"; second character "A through Z".

b. COMNAVAIRPAC
The first character shall be "N through Z"; second character "A through Z".

c. CNATRA
The first character shall be "A through G"; there is no second character.
 114 General Administration Fundamentals
References:
[a] OPNAVINST 3120.32, Standard Organization and Regulations of the U.[b] NAVEDTRA 10047, Military
Requirements for Chief Petty Officer
[c] NAVPERS 15560, Naval Military Personnel Manual
[d] 1080#4 UM-01, Enlisted Distribution and Verification Report Users Manual
[e] BUPERSINST 1430.16, Advancement Manual
[f] SECNAVINST 1650.1, Navy and Marine Corps Awards Manual
[g] NAVPERS 15909, Enlisted Transfer Manual
[h] NAVEDTRA 12801, Radioman Communications
[i] NAVEDTRA 12609, Legalman
[j] SECNAVINST 5216.5D, Correspondence Manual
[k] BUPERSINST 1610.10, Evaluation and Fitness Reports
[l] OPNAVINST 5354.1D, Navy Equal Opportunity
[m] NWP 10-1-10 (A), Operational Reports
[n] OPNAVINST 3100.6F, Special Incident Reporting
[o] NWP 10-1-11, Status of Resources and Training System (SORTS)
[p] NAVPERS 15878H, Retention Team Manual

114.1 Discuss the organizational structure and the duties of the following personnel:

a. Commanding Officer (CO) [ref. a, ch. 3]

The duties and responsibilities of the Commanding Officer are established by U.S.Navy Regulations, general orders,
customs, and tradition. The authority of the Commanding Officer is commensurate with his responsibility, subject to the
limitations prescribed by law and U.S. Navy regulations. The CO is ultimately responsible for those under his or her
command and their actions.

b. Executive Officer (XO) [ref. a, ch. 3]

Is the direct representative of the Commanding Officer. The XO is primarily responsible for the organization, performance of
duty, and good order and discipline of the entire command. All orders issued by him will have the same force and effect as
though issued by the CO.

c. Command Master Chief/Senior/Chief [ref. a, ch. 3]

Is the enlisted advisor to the command on the formulation and implementation of policies pertinent to morale, welfare, job
satisfaction, discipline, utilization and training of all enlisted personnel.

d. Department Head [ref. a, ch. 3]

Is the representative of the CO in matters pertaining to the department. All persons assigned to the department will be
subordinate to him and all orders issued by him will accordingly be obeyed by them.

e. Command Managed Equal Opportunity Officer(CMEO)/Equal Opportunity Program Specialist(EOPS)

[ref. l, app. e]
Provides equal opportunity training to the command. This includes the education and emphasis on giving equal opportunity
to all members regardless of race, creed, or religious preference.

f. Division Officer [ref. a, ch. 3]

Is responsible under the Department Head, for the duties assigned to the division and for the conduct of subordinates,
following regulations and orders of the Commanding Officer and other superiors.

g. Leading Chief Petty Officer(LCPO)/Leading Petty Officer(LPO) [ref. a, ch. 3]

The CPO and LPO designated by the Division Officer. Normally will be the senior CPO/LPO in the division. The LCPO
assists the Division Officer in administering, supervising, and training division personnel. The LPO will assist the LCPO and
Division Officer.

h. Work Center Supervisor [ref. a, ch. 3]

His or her primary job is to respond to the hour-by-hour work center functions. This requires constant communication
throughout the chain of command. The W/C supervisor is responsible for the personnel under his supervision.
i. Command Career Counselor [ref. a, ch. 3]
Runs the ship or squadron's career counseling program, and makes sure that current programs and opportunities are available
to all crew members.

j. Ombudsman [ref. b, ch. 6]

The Ombudsman is the link between the command and families of command personnel. The CO appoints the Ombudsman
after consultations with various advisors. The Ombudsman performs varied services, such as keeping the CO informed about
family morale and problems families are facing. They assist families needing different services.

k. Financial Specialist [ref. b, ch. 5]

Provide financial counseling to members in their command. This may include budgets, financial planning, investment
opportunities, debt consolidation, etc.

l. Drug and Alcohol Program Advisor(DAPA) [ref. a, ch. 3]

Advises the CO/XO on drug and alcohol abuse aboard ship and the approaches necessary to cope effectively with the
problem. He or she will also coordinate Navy policies and procedures on drug and alcohol education, rehabilitation,
identification, and enforcement.

m. Security Manager [ref. a, ch. 3]

Keeps the CO/XO advised as to all matters of security. Works in close relation with Squadron Duty Officers and the entire
duty section.

n. Career Information Program Management(CIPM) Program Manager [ref. p, pp. 2-3, 2-33]
Provide career information to the squadron, work centers, and divisions. They act as divisional career counselors.

114.2 Discuss the purpose and general rules for the following types of counseling:

a. Personnel [ref. b, ch. 4]

There are times when a person has special problems that will require special help. These problems should be handled by
specialists such as the chaplain, legal, and/or medical officer. Effective personal counseling will recognize situations in which
referral is necessary. Your first duty in counseling is to recognize whether the problem is beyond your ability to help or not.
This can be determined during counseling.

b. Performance [ref. k, app. c]

Counsel your personnel on a regular basis to let them know how they are doing and where they need to improve.

114.3 Describe the effects of enlisted evaluations on the following:

a. Types of discharges [ref. c, sec. 3610200]

The basis for determining the type of discharge received by the member is called the type discharge. Honorable requires at
least an average of 2.7, conduct 3.0 average, otherwise a "general" discharge is awarded.

b. Advancement [ref. e, ch. 3]

Single most important factor in determining who will be selected for advancement. Eval marks are as follows: 4.0 = Early
Promote 3.8 = Must Promote 3.6 = Promotable 3.4 = Progressing 2.0 = Significant Problems

c. Good conduct awards [ref. f, ch. 4]

Will not be awarded to anyone with a performance evaluation mark below 3.0 or prior Non-Judicial Punishment (NJP) or
Courts Martial convictions. The award is given every 3 years.

d. Eligibility for reenlistment [ref. c, sec. 1040300]

A member with marks under 3.0 will not normally be able to reenlist. Decision weights on the discretion of the CO.

e. Assignment [ref. g, ch. 9]

Certain assignments require good evaluations. Some of these assignments may be Instructor duty, Recruit Company
Commander, Formal Schools, etc. However, an overall 3.0 average is required and approval is at the discretion of Naval
Military Personnel Command (NMPC).
114.4 Explain the use of the following:

a. Naval message [ref. h, ch. 6]

The principal means by which commanders communicate is the Naval message. Messages are written thoughts, ideas, or
information expressed briefly and to the point. It is transmitted electronically to avoid delays to that of the normal mailing
system.

b. E-mail [ref. j, sec. d]

The method of corresponding electronically by computers. E-mail can be used within individual activities and between
activities.

114.5 Explain the purpose of the following message components: [ref. h, ch. 6]

a. Date Time Group - Includes the date and time expressed in Greenwich Mean Time. The DTG is expressed in 6 digits.
The first 2 digits being the day. The next 4 digits being the time, followed by a zone suffix, usually expressed in Zulu, or
Greenwich time. The last part is the date and year. For a message that is sent out on 31 October 1998 at 0800 Zulu time, the
DTG would be as follows: 310800ZOCT98.

b. From line - The first line of the address component and contains the originator or drafter's plain language address. Note: a
message MUST have only ONE originator.

c. To line - Contains the address of the person or command who the message is going to.

d. Info line - Contains the addresses of those who you would like to look at or send the message for information purposes.

e. Classification/declassification line - The first line of text which must give the message's classification. It is listed as Top
Secret, Secret, or Confidential.

f. Standard Subject Identification Code(SSIC) - The 4 or 5 digit number that stands for the subject of a document. SSIC's
are required on all Navy and Marine Corps messages. The use of SSIC's provides a tested method for filing correspondence
documents consistently and retrieving them quickly. There are 14 SSIC groups dealing with particular subjects. Such as the
1000 series deals with personnel matters.

g. Subject line - The main topic of the message is listed here. These are always written in capital letters.

h. Passing instructions - Navy automated message processing system relay for the most part on certain elements at the
beginning of the text such as flagwords, codewords, subject lines, and outgoing or incoming message references. These
guides assist in the automatic internal routing of messages.

i. Reference line - An alternative to repeating lengthy reference material within the text of a message. References are always
lettered and used in the order that they are referred to. They are written: "As per reference (a), ....."

j. Amplifying information line -Used to amplify or supplement the data text.

k. Narrative information line - Used to provide amplifying information which pertains to the data text.

l. Text - That part of the message known as the "body" or that part which contains the thought or idea the drafter desires to
communicate; the reason for the existence of all other parts of the message.

114.6 Explain what each of the following enlisted service record pages are and what entries are made on each:
[ref. c, sec. 5030220]

a. Page 2
Record of Emergency Data; Used as a reference for beneficiary data should the service member die while on active or reserve
duty.
b. Page 4
Enlisted Qualifications History, for enlisted members. It is a chronological history of occupational and training related
qualifications, awards, and commendations. Entries should made as events occur.

c. Page 13
Administrative Remarks; Serves as a chronological record of significant miscellaneous entries which are not provided for
elsewhere or where detailed information may be required to clarify entries elsewhere in the service record.

114.7 State the purpose and discuss the contents of the Enlisted Distribution Verification Report(EDVR).
[ref. d, ch. 1]

A monthly statement of an activity's enlisted personnel. Lists all individuals assigned and provides a summary of the present
and future manning status. Used heavily by the Command Master Chief and detailers for billet assignment. Gives the
individual's name along with his rate, date assigned, Naval Enlisted Classifications (NECs), billet assigned to, date reported,
projected rotation date, etc.

114.8 Explain the use of a Report and Disposition of Offense(s)(NAVPERS Form 1626/7). [ref. i, ch. 5]

Court Memorandum; Page 7 of the enlisted service record. It shall be used to record court-martial and nonjudicial
punishment which affect pay.

114.9 Discuss the purpose of the following:

a. Operational Report(OPREP) [ref. n, ch. 2]

Used by any unit to provide the National Command Authorities (NCA) and appropriate naval commanders with immediate
notification of any accidental or unauthorized incident involving a possible detonation of a nuclear weapon which could
create the risk of outbreak of nuclear war. This message has the highest precedence.

b. Movement Report(MOVEREP) [ref. m, ch. 9]

A MOVREP is the primary source of location information concerning ships. A properly filed MOVREP will assist the chain
of command all the way up to National Command Authority in the knowledge of locations/tracks/destinations of all vessels
for emergency or operational use. Movement Report Centers and Movement Report Offices are part of the movement report
systems. Their task is to account for all ship and command movements.

c. Logistical Requirements(LOGREQ) [ref. m, ch. 7]

A LOGREQ is submitted by a ship prior to entering a port to notify the proper commands of its logistics requirements while
visiting that particular port. It should be transmitted to arrive at the destination port no later than 48 hours prior to the ship's
arrival.

d. Status of Requirement and Training Support(SORTS) [ref. o, ch. 1]

Reports the ship's status of conditions of readiness in all warfare areas in our ability to conduct operations.

e. Situation Report(SITREP) [ref. n, ch. 2]

Used by any unit commanding officer, officer-in-charge, or other commander to provide appropriate operational commanders
and higher authority with timely notification for any incident not meeting OPREP-3 special incident reporting criteria.
Submitted: When directed, when considered appropriate, when bomb threats have been evaluated as a hoax, when reporting
violent crime, including assault, robbery, abuse, etc by active or dependent personnel, discrimination or sexual harassment,
and incidents of suicide or attempted suicide.
 115 Naval Aviation Maintenance Program (NAMP)
Fundamentals

References:
[a] OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. I
[b] OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. V

115.1 State the objective of the Naval Aviation Maintenance Program(NAMP). [ref. a, ch. 2]

The aircraft maintenance department supports naval operations by the upkeep of aircraft and associated Support Equipment
(SE) to the assigned level of maintenance. This support is accomplished by complying with the NAMP. Principles of the
NAMP are found in volume 1 of the OPNAVINST 4790.2 series. Since all maintenance activities have similarities in
mission, operation, and administration, these areas have standardized organization and administration. The NAMP helps to
standardize operations of any naval aviation command. The Chief of Naval Operations is in charge of the NAMP.

115.2 State the titles and briefly describe the five volumes of the NAMP: [ref. a, ch. 1]

a. Vol. I
Concepts, policies, organizations, maintenance support procedures, and Organizational and Intermediate Level Maintenance.

b. Vol. II
Depot Level Maintenance.

c. Vol. III
Maintenance Data Systems (MDS).

d. Vol. IV
Aviation 3M data processing requirements.

e. Vol. V
Standard operating procedures.

115.3 Describe the three levels of aviation maintenance: [ref. a, ch. 7]

a. Organizational

Maintenance which is performed by an operating unit on a day-by-day basis in support of its own operations. The O-level
mission is to maintain assigned aircraft and aeronautical equipment in a full mission capable status while continually
improving the local maintenance process. Some O-level functions include servicing, inspections, handling, on-equipment
corrective and preventive maintenance, record keeping, reports preparation, etc.

b. Intermediate

Maintenance which is the responsibility of, and performed by, designated maintenance activities in support of using
organizations. Their mission is to enhance and sustain the combat readiness and mission capability of supported activities by
providing quality and timely material support at most approximate location with the lowest practical resource expenditure. I-
level maintenance consists of on and off equipment material support.

c. Depot

Maintenance performed at naval aviation industrial establishments to ensure continued flying integrity of airframes and flight
systems during subsequent operational service periods or Special Depot Level Maintenance (SDLM) inductions. They
perform what is commonly referred to as "overhaul" maintenance. They also perform maintenance on material requiring
major overhaul, rebuilding of parts, assemblies, subassemblies, and end items. They provide rework and repair of engines,
components, weight and balance, etc.
115.4 Discuss the general responsibilities of the following personnel: [ref. a, ch. 11]

a. Maintenance Officer(MO)

The Maintenance Officer is responsible for the accomplishment of the department mission. He or she shall administer
procedures in accordance with the NAMP, employ sound management practices in handling of personnel, facilities, and
material. He/she shall define and assign responsibilities, functions, and operations.

b. Aircraft Maintenance Officer(AMO)

Assistant head of the maintenance department. He/she shall assist the MO in the performance of duties and keep the MO
fully informed of matters concerning the department. He receives the same training, and is qualified under the same
guidelines as the MO.

c. Maintenance/Material Control Officer(MMCO)

Responsible for the overall production and material support of the department. General responsibilities include coordinating
and monitoring the department workload, maintaining liaison between supported activities and supply, reviewing
Maintenance Data Reports, etc.

d. Material Control Officer

Supply corps officers assigned to a deployable squadron will be assigned as the MCO. Responsible to the Maintenance
Material Control Officer for managing the Tool Control Program. Supports and disseminates information to command
personnel on the BOSS III Program and Price Challenge Hotline. The BOSS Program is a partnership in which the Navy
seeks to reduce supply support costs by improving reliability and maintainability of NAVICP managed items in fielded
weapon or support systems. Used to reduce costs and improve readiness.

115.5 State the basic responsibilities of maintenance/production control. [ref. a, ch. 12]

Maintenance control will strive to maintain full mission capable aircraft. Production Control will strive to process items
received to keep all non-mission capable and partial-mission-capable parts processed and back to the respective command in
a timely fashion.

115.6 Discuss the basic responsibilities of the maintenance administration division. [ref. a, ch. 11]

Maintenance Administration will provide all administrative functions of the Maintenance Department including the
preparation of messages, processing of incoming messages and reports, maintaining Instructions, etc.

115.7 Describe the difference between scheduled and unscheduled maintenance. [ref. a, app. C]

Scheduled maintenance is the program for formally ensuring timely discovery and correction of defects. These are periodic
prescribed inspections and servicing of equipment, done on hours, cycles or landings, calendar or mileage basis

Unscheduled maintenance is maintenance on discrepancies and deficiencies found during operations. It consists of fault
isolation or troubleshooting, repair, replacement, test, and calibration.

115.8 Discuss the purpose of the following inspections: [ref. a, ch. 12]

a. Daily

Conducted to inspect for defects to a greater depth than the turnaround or postflight inspections. It is valid for 72 hours,
provided that no flight occurs during this period and no maintenance other than servicing is performed. Aircraft may be flown
for 24 hours without another daily. This 24 hour period begins with the first launch following accomplishment of the daily
inspection. The 24 hours cannot exceed the 72 hour expiration of the daily unless the expiration occurs during a mission.
Turnaround requirements are not included in the daily inspection and must be accomplished separately. Accomplishment of a
turnaround does not affect the 72 hour validity of the daily inspection.
b. Turnaround

Conducted between flights to ensure the integrity of the aircraft for flight, verify proper servicing, and detect degradation that
may have occurred during the previous flight. Good for 24 hours, provided that no flight occurs during this period and no
maintenance other than servicing was performed.

c. Special

Inspection with a prescribed interval other than daily, calendar or phase. Special inspections always have a number in them;
i.e., 14 day, 2000 landing, 2000 hour inspection, etc. These intervals are specified in the Periodic Maintenance Information
Card deck.

d. Conditional

Unscheduled conditions requiring an inspection such as a bird strike inspection, lightening strike inspection, hard-landing
inspection, Foreign Object Damage (FOD) inspection, etc.

e. Phase

This inspection divides the total scheduled maintenance requirement into smaller packages, or phases of the same work
content. These are done sequentially and at specified intervals. The cycle is repetitive for the service life of the aircraft and is
not interrupted during SDLM induction.

f. Acceptance

Performed at the time a reporting custodian accepts a newly assigned aircraft, from any source, and on return of an aircraft
from SDLM or other major depot level maintenance. Includes an inventory of equipment listed in the Aircraft Inventory
Record (AIR), verification of cartridge actuated devices (CADs), escape propulsion systems, configuration verification,
hydraulic fluid sampling, daily inspection, and complete functional check flight.

g. Transfer

Performed at the time a reporting custodian transfers an aircraft or support equipment. It includes an inventory of all items
listed on the AIR, configuration verification, hydraulic fluid sampling, and daily inspection.

h. Aircraft Service Period Adjustment(ASPA)

A depot level evaluation of the aircraft's general material condition. Performed by certified ASPA evaluators and consists of
record and logbook analysis, and physical examination of the aircraft.

115.9 State the purpose of the Functional Check Flight(FCF). [ref. a, ch. 12]

Used to determine whether the airframe, powerplant, accessories and equipment are functioning in accordance with
predetermined standards which subjected to the intended operating environment. Conducted at the completion of SDLM,
acceptance, after engine system installation, reinstallation, flight control surface component replacement, attitude system
component replacement/adjustment, certain Phase inspections, or for any time the aircraft has not flown for 30 days or more
regardless of the reason. Other conditions are determined necessary by the Commanding Officer.

115.10 State the purpose of the Weight and Balance Program. [ref. a, ch. 10]

Provides service activities with a standard system of field weight and balance control. It also gives the maximum operating
weights, center of gravity restrictions and method of loading that is satisfactory for safe flight. Modifications are utilized in
updating aircraft records. Provides flight crews with accurate base line weight and center of gravity data.
115.11 State the purpose of the aircraft logbook. [ref. a, ch. 13]

The logbook is a hard cover, loose-leaf binder containing the history of the aircraft and includes the following sections: Non-
aging record, flight time, inspection records, repair and rework sections, Technical Directive section, Miscellaneous history,

preservation and depreservation record, installed explosive devices section, inventory record, assembly service record,
equipment history record, scheduled removal components cards (SRCs), aviation life support equipment records, seat
survival kit records, and Aeronautical Equipment Service Records (AESRs). AESR records are kept on items that have their
own inspections, etc, such as engines, auxiliary power units, propeller assemblies, etc.

115.12 State who is authorized to sign aircraft logbook entries. [ref. a, ch. 13]

Anyone designated in writing by the Commanding Officer. Usually the Maintenance Officer, Maintenance Senior Chief Petty
Officer, Maintenance Chief Petty Officer.

115.13 State who is authorized to release aircraft safe for flight. [ref. a, ch. 12]

The signature and rank rate of the Maintenance Officer, Maintenance Material Control Officer, or maintenance control
officer certifying safe for flight condition of the aircraft. Other persons may sign the record if authorized and designated in
writing by the CO. The material condition of an aircraft which, considering mission requirements and environmental
conditions, permits it to be launched, flown, and safely landed, and ensures the aircrew has the operable equipment for safe
flight requirements.

115.14 Discuss the following Planned Maintenance System(PMS) publications: [ref. a, secs. 14.8.1.d, 14.8.1.3e]

a. Maintenance Requirement Cards(MRCs)

Provides instructions required for the efficient performance of scheduled maintenance tasks. Each card contains tasks related
to a particular system, subsystem, area, or component using a logical sequence for accomplishment. Identifies the
recommended rating of the person to perform the maintenance, performance time, and work area or zone involved. List what
support equipment is needed, consumables, replacement parts, and assistance requirements for task performance. MRCs do
not include instructions for repair, adjustment, calibration, or procedures for correcting defects.

b. Periodic Maintenance Information Cards(PMICs)

The use of PMICs is to identify scheduled or forced removal items and their replacement intervals. They contain component
or assembly removal and replacement, airframe structural life limits, maintenance requirements system indexes such as
MRCs, conditional inspections, phase change implementation cards, etc.

115.15 Define the following as applied to aviation maintenance:

a. Illustrated Parts Breakdown(IPB) [ref. a, ch. 12]

Contains illustrations and part numbers for all parts of the aircraft or equipment on which it is issued. The IPB contains
information required for ordering parts, and for identifying parts and arrangements of parts in assemblies.

b. Maintenance Instruction Manuals(MIMs) [ref. a, app. A]

Contains instructions for "O" and "I" level maintenance and servicing of a specific model aircraft. Identifies each
maintenance task to the responsible maintenance level.

115.16 Discuss the Workcenter Supervisor's responsibilities. [ref. a, ch. 15]

Primary job of the W/C supervisor is the hour-by-hour maintenance situation. This requires constant communication between
the work center and Maintenance Control. Keep Maintenance Control constantly notified.
115.17 Define the concept of Quality Assurance(QA). [ref. a, ch. 14]

The concept of QA is that of the prevention of the occurrence of defects. The achievement of QA depends on prevention,
knowledge, and special skills.

115.18 Explain the responsibilities of the following QA personnel: [ref. a, ch. 14]

a. Quality Assurance Representative(QAR)

When performing inspections, they are considered to be the direct representative of the CO for ensuring safety of flight of the
item concerned. They certify that the work involved has been personally inspected by them, that it has been properly
completed, and is in accordance with current instructions and directives.

b. Collateral Duty QAR(CDQAR)

Assigned on a temporary or permanent basis in accordance with OPNAV 4790.2 series. Temporary CDQARs may be
assigned when temporary severe shortages of skills will not support the assignment of a QAR in one of the billets or to
relieve QARs during short periods of absence such as leave, temporary assigned duty periods, hospitalization, etc. Permanent
CDQARs may be assigned for Aircrew Personal Protective or Survival Equipment billet, and Armament billet when the
activity has a minimal ordnance delivery in the assigned mission, for Egress/Environmental Systems when the activity does
not have ejection seats, to supplement multiple work shifts, and on certain detachments or activities with 4 or less planes.

c. Collateral Duty Inspector(CDI)

Assigned to production work centers to inspect all work and comply with the QA inspections required during all maintenance
actions performed by their respective work centers. They will spot-check all work in progress. They are monitored by QA
and QA will establish minimum qualifications for personnel selected for CDI. They are given a written exam. An oral exam
may be used.

115.19 Explain the purpose of the following QA audits. [ref. a, ch. 14]

a. Special
Conducted to evaluate specific maintenance tasks, processes, procedures and programs. They may be requested by the work
center at any time or when a new work center supervisor is assigned. Maintained copies of audits are held for one year.

b. Quarterly/work center
Conducted quarterly to evaluate the overall quality performance of each work center. All areas of the work center are
evaluated including personnel, monitored and managed programs, logs and records, licenses, etc.

115.20 Discuss the two functions of the Central Technical Publications Library(CTPL). [ref. a, ch. 14]

QA manages the CTPL program. This function includes the determination of technical manuals required to support the
maintenance organization, receipt and distribution control of manuals, and for ensuring manuals are updated throughout the
maintenance organization. Internal control and distribution of the NAMP is a responsibility of the CTPL.

115.21 Discuss the elements of a successful Foreign Object Damage(FOD) Program. [ref. c, ch. 12]

The FOD prevention program identifies, corrects, and eliminates causal factors which are a command responsibility and must
be a part of the maintenance program. QA will monitor the FOD program. All work centers will institute procedures for
compliance.

115.22 State the primary objective of the Tool Control Program. [ref. c, ch. 13]

This program provides a means to rapidly account for all tools after completing a maintenance task, thus reducing the
potential for FOD. A secondary benefit is reduced tool loss.
115.23 Explain the purpose of the following programs: [ref. c]

a. Fuel Surveillance [ch. 3]

Free water and foreign contaminants in aircraft fuel systems, singularly or in combination, constitute a hazard in naval
aircraft. Harmful affects of water, particles, and microbiological growth include erratic or incorrect fuel quantity indications,
icing of filters, valves and other fuel system components. Fuel samples will be monitored and sampled. QA will monitor this
program. A record of when and which fuel tanks were sampled will be maintained.

b. Navy Oil Analysis [ch. 4]

Provides a diagnostic technique to monitor aeronautical equipment without removal or extensive disassembly. QA will
ensure samples are taken from engines and accessories at intervals established in appropriate MRCs and MIMs. Results will
be maintained and trends highlighted.

c. Aviators Breathing Oxygen(ABO) Surveillance [ch. 5]

All persons in the ABO program will be thoroughly familiar with the characteristics of ABO, Liquid Oxygen (LOX), gaseous
hazards, and the need for quality standards. Operations involving the handling of LOX or gaseous oxygen will be preformed
by 2 or more qualified persons. They shall be thoroughly trained and monitored.

d. Hydraulic Contamination Control [ch. 6]

The prime objective of this program is to achieve and maintain a satisfactory level of fluid purity in hydraulic systems,
thereby providing for safe and efficient operation of naval aircraft and support equipment. Navy standard class 5 (aircraft)
and Navy standard class 3 (support equipment) classes or cleaner contamination levels will be maintained.

e. Tire and Wheel Maintenance Safety [ch. 7]

Persons handling tires and wheels shall be properly trained and aware of the safety hazards. They shall handle tires and
wheels with the same care as that given to live ordnance. All persons trained will be familiar with all applicable manuals.

115.24 State the purpose of the Maintenance Training Improvement Program (MTIP). [ref. a, ch. 20]

A training management system which evaluates the technical knowledge levels of aviation technicians. Comprehensive
diagnostic testing in specific systems or subsystems identifies deficiencies which are targeted for refresher training. Training
is concentrated on technical knowledge, deficiencies, and overall activity capabilities.

115.25 Explain the purpose of the Monthly Maintenance Plan(MMP). [ref. a, ch. 12]

Provides a schedule of predictable maintenance work. It is prepared and distributed by the 25th of each month. It is used by
supervisors to be aware of upcoming requirements. It includes the following minimum information: flight hours, dates of
scheduled inspections, training, qualifications, chain-of-command, calibration schedules, Technical Directive compliance
dates, etc.

115.26 Discuss the importance of the Electro-Static Discharge(ESD) Program. [ref. b, ch. 22]

ESD is the transfer of electrostatic charge between objects at different potentials caused by direct contact or induced by an
electrostatic field. The ESD program provides protected areas for material, equipment, and procedures required to control and
minimize electrostatic discharges. ESD protected areas are required when handling ESD parts, assemblies, and equipment
outside of their ESD protective covering or packaging.
 116 Naval Aviation Logistics Command Management
Information System (NALCOMIS) Fundamentals
References:
[a] NAVMASSO End User’s Manual (EM) 001D
[b] OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. III
[c] NAVMASSO System Administrators Manual (OM) SAM

116.1 What functional requirements of the Naval Aviation Maintenance Program(NAMP) are satisfied by the
organizational maintenance activity's NALCOMIS? [ref. a, ch. 1; ref. b, ch. 7]

To improve mission capability, improve aircraft maintenance and supply support. To improve upline reporting to satisfy
Department of Defense program requirements, and modernize management support.

116.2 What functional requirements of the NAMP are satisfied by the intermediate maintenance activity's
NALCOMIS? [ref. a, ch. 1; ref. b, ch. 7]

Provides the capability to manage maintenance and supply functions and processes by allowing system users to enter, collect,
process, store, review, and report information required by the organization.

116.3 Describe the purpose of the following organizational maintenance activity's NALCOMIS subsystems:
[ref. b, ch. 7]

a. Maintenance
Collects and processes maintenance related data and provides data to other subsystems on the data base.

b. Flight
Collects and processes flight related data.

c. Logs/records
Establishes and maintains configuration profiles for engines, aircraft, and any Aeronautical Equipment Service Record
(AESR) records.

d. Personnel
Reserved for future use. Can be used to monitor qualifications.

e. Assets
Processes inventory and inspection criteria for support equipment and Aviation Life Support Systems (ALSS).

f. Data analysis
Approves or disapproves Maintenance Action Forms (MAF's), Naval Flight Records (NAVFLIRS), for upline submission.

g. Reports
Selects and produces various reports.

h. Ad hoc query
Creates user-specific needed or requested reports.
116.4 Describe the purpose of the following intermediate maintenance activity's NALCOMIS subsystems:
[ref. b, ch. 7]

a. Maintenance activity
Allows maintenance personnel to document maintenance actions, order parts, maintain individual component repair list data,
and request inquiries. Actual documentation requirements such as validation specifications, form descriptions, and field entry
requirements are contained in this and other instructions. Any NALCOMIS IMA specific documentation requirements are
covered in the detailed description of each function or screen.

b. Configuration status accounting

Contains 3 sections: Aircraft Engines, Support Equipment, and Technical Directives.

c. Personnel management
Contains information on assigned military and civilian personnel. The information is used for workload management and to
verify authorization for discrepancy signoffs, QA inspections, MAF reviews, and other job related functions.

d. Asset management
Contains the functions required to maintain inventory and utilization data for Support Equipment and IMRL items.

e. Material requirement processing

Covers material requirements generated by maintenance customers at the O-level and I-level. These requirements include
repairable components, consumable repair parts, and indirect material support items.

f. System support
Permits the user to see a list of the on-screen messages that are waiting action. It uses on-line functions to review the requests
for reports, and to release them for subsequent printing.

g. Data off-load/on-load
Used to generate files, reports, and documents for data off-load/on-load. These items accompany temporarily transferred
Support Equipment and personnel and permanently transferred SE, either to or from organizations.

h. Technical publications provides an automated technical library tracking system.

116.5 Explain the purpose of a Maintenance Action Form(MAF) as applied to NALCOMIS documentation.
[ref. c, chs. 6, 9]

Used to document maintenance actions to on-equipment maintenance actions. Used to document maintenance as preventative
maintenance, such as corrosion prevention and treatment. Also used to document the removal/installation, and processing of
a repairable component or item to an Aviation Intermediate Maintenance Department (AIMD) or On Site Storeroom (OSS).

116.6 Explain the following blocks on a MAF to be utilized as data fields in NALCOMIS: [ref. c, ch. 6]

a. Work Unit Code (WUC)

Identifies the system or subsystem being worked upon.

b. Job Control Number (JCN)

A 9, 10, or 11-character code. Serves as a base for Maintenance Data Reporting (MDR) and maintenance control procedures.

c. Maintenance Action Form (MAF) Control Number (MCN)

A 7-character alpha/numeric code assigned by the system that serves as a base for Maintenance Data Reports and
maintenance control procedures. Tracks MAF's through the maintenance process.

d. Discrepancy block
A narrative description of a reported discrepancy.

e. Corrective action block

A narrative description of the corrective action taken on a discrepancy.
f. When Discovered (W/D) code
A single alpha-character, indicating when the need for maintenance was discovered.

g. Type Equipment (TYPE EQUIP) code

Identifies the type of equipment being worked on.

h. Type Maintenance (T/M) code

A one-character alpha or numeric code used to describe the type work being performed.

116.7 What is a Special Maintenance Qualification(SMQ)? [ref. a, ch. 2]

Used to screen the levels of security. It determines which screens or parts of the NALCOMIS an individual has access to.

116.8 Discuss the security considerations that apply to an individual's NALCOMIS log in and password.
[ref. a, ch. 2]

a. Protect your password.

b. Do not share, loan, or write down your password.
c. Protect passwords from unauthorized viewing.
d. Do not leave your terminal or computer while logged in; always log off when complete.
e. Know who the security personnel are.
 117 Basic Aviation Supply Fundamentals
A special thanks to AK1(AW) Timothy Jenkins, VR-46, who helped compile the study material for this section.

References:
[a] OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. I
[b] NAVSUP Publication 485 (Rev. 2), Afloat Supply Procedures

117.1 State the function and responsibilities of material control. [ref. a, ch. 12]

The responsibility of Material Control is to provide material support to their cognizant organizations and coordinate indirect
material requirements to ensure the material ordered is the material required and delivered to the work centers. Material
Control shall:

(1) Establish delivery/pickup points for material ordered.

(2) Maintain liaison with the supporting ASD on maintenance material matters to ensure the material needs of the
organization are satisfied.

(3) Prepare documents for material required for operational support, for example, aviation fuel, lube oil, flight clothing, and
material carried in service market outlets.

(4) Furnish information to the Supply activity on the identity and quantity of material.

(5) Establish procedures to ensure proper operation of tool rooms and the performance of tool inventories.

(6) Ensure surveys are prepared in the event of loss, damage, or destruction of accountable material.

(7) Perform memorandum OPTAR funding, accounting, charting, and budgeting of costs. A separate material control register
is maintained for each OPTAR held.

(8) Maintain adequate accountability of material and equipment on custody.

(9) Maintain inventory control of authorized allowances of material listed in the IMRL and authorized allowance lists.

(10) Validate NMCS/PMCS requisitions daily and maintain (by aircraft BUNO) current NMCS/ PMCS status records.

(11) Perform an inventory of aircraft, with technical assistance, upon receipt or transfer to ensure inventory log entries are
made, and inventory shortage listings are prepared and forwarded to Maintenance Control for inclusion in the AIR.

117.2 Discuss the following Operational Target (OPTAR) funding and give examples of items procured with each:
[ref. a, ch. 12]

a. Flight Operations Fund(OFC-01)

The following is a list of expense type transactions that are proper charges to the flight operations OPTAR:
(a) Aviation fuels consumed in flight operations.
(b) Initial and replacement issues of authorized items of flight clothing and flight operational equipment for pilots and flight
crews.
(c) Consumable office supplies for aviation squadrons.
(d) Aerial film, recording tape, and chart paper consumed in flight.
(e) Flight deck shoes and safety shoes used by squadron personnel directly involved in the readiness, launch, and recovery of
aircraft.
(f) Liquid and gaseous oxygen consumed during flight by the aircrew.
(g) Nitrogen used in aircraft and weapon systems.
(h) Aircraft maintenance costs and repair parts when obtained from any other military source.
(i) COG 1I forms when not directly used in support of maintenance.
(j) Consumable ASW operations center supplies when consumed in flight.
(k) Publications (other than those of a recreational nature) used to impart technical and professional knowledge to officers
and enlisted personnel of the command.
(l) Plaques for the CO and XO offices only.
(m) Special identification clothing, for example, flight deck jerseys and helmets, used by squadron personnel in the readiness,
launch, and recovery of aircraft.

b. Aviation Fleet Maintenance(AFM)Fund

AFM Funds will be used to finance the cost of the following:

1) Paints, wiping rags, towel service, cleaning agent, and cutting compounds used in preventive maintenance and corrosion
control of aircraft.
2) Consumable repair parts, miscellaneous material, and Navy stock account parts used in direct maintenance of aircraft,
including repair and replacement of FLRs, AVDLRs, and related SE.
3) Pre-expended, consumable maintenance material meeting requirements of NAVSUP Publication 485 and NAVSUP
Publication 567 used in maintenance of aircraft, aviation components, or SE.
4) Aviation fuel used at I-level in test and check of aircraft engines during engine buildup, change, or during maintenance.
Oils, lubricants, and fuel additives used at both O-level and I-level.
5) Allowance list items (NAVAIR 00-35QH-2) used strictly for maintenance, such as impermeable aprons, explosive
handlers coveralls, industrial face shields, gas welders gloves, industrial goggles, and nonprescription safety glasses.
6) Fuels used in related SE (shipboard only).
7) Replacement of components used in test bench repair.
8) Maintenance or equipment replacement of aircraft loose equipment listed in the AIR.
9) Consumable hand tools used in the readiness and maintenance of aircraft, maintenance and repair of components, and
related equipment.
10) Safety and flight deck shoes used in maintenance shops.
11) Repair and maintenance of flight clothing and pilots and crew equipment.
12) Authorized decals used on aircraft.
13) Replacement of consumable tools and IMRL allowance list items.
14) Items consumed in interim packaging and preservation of aviation fleet maintenance repairables.
15) Items, such as MAFs, MAF bags, equipment condition tags, and COG 1I forms, and publications, used in support of
direct maintenance of aviation components or aircraft.
16) Authorized special purpose clothing for unusually dirty work while performing maintenance of aircraft.
17) Civilian labor only when used in direct support of AFM (requires ACC/TYCOM approval prior to use).
18) Costs incurred for IMRL repair.
19) Replacement of general purpose electronic test equipment allowance items which are missing or unserviceable (COG Z).
20) Oils, lubricants, and fuel additives consumed during flight operations.
21) Navy stock account repairable material (non-AVDLR) used in direct maintenance of aircraft component repair, or related
SE.
22) The requisitioning of material incidental to TD installation, for example, fluids, epoxies, and shelf life items, not to
exceed one thousand dollars per TD per squadron.
23) IMRL/TBA replenishment/replacement.

117.3 State the procedures for accomplishing the Following: a. Ordering parts and material [ref. a, ch. 12]

Requests for parts and material for indirect support of weapon systems maintenance are forwarded by work centers, and
support areas, to Material Control.

NALCOMIS Operated Material Control shall:

(1) Receive requirements from work centers and support areas (O-level).
(2) Use appropriate automated procedures to provide data to the ASD (O-level).
(3) Enter date and time ordered in the register to reflect the exact time of submission to ASD. This time is required for
determining accurate NMCS start time and conducting follow-up inquiries (O-level).
(4) Approve or disapprove indirect material requirements from work centers by reviewing message mailbox (I-level).
b. Receipt and delivery of parts and material

(1) Receive the material and a DOD Single Line Item Requisition System Document (DD 1348) (or facsimile form) from the
ASD MDU.
(2) Sign the DD 1348 copy as receipt.
(3) Enter the date and time the material is delivered to the specified delivery point on the DD 1348.
(4) Determine if the component is ASR, EHR, or SRC card trackable and that the appropriate ASR, EHR, or SRC card is
with the component before forwarding it to the work center. If the appropriate record or card is not received with the
component and a replacement RFI component is not available, contact COMNAVAIRSYSCOM (AIR-3.6.2.3) for
reconstruction or disposition directions.
(5) Distribute received material to the appropriate work center.
(6) Obtain signature of work center personnel receiving material on DD 1348.
(7) Turn in defective repairable CRIPL components within 24 hours of receipt.

c. Turn-in of defective components

a. Repairable material will be removed from an aircraft and made available for turn-in when a replacement is requested,
unless specifically authorized to remain in place by the CRIPL. When the replacement CRIPL item is received, turn-in of
the old item must be made within 24 hours. Supporting Supply activities shall strictly enforce the one-for-one exchange of
repairables using the CRIPL to identify the authorized exceptions.
b. All defective repairable components shall be wrapped using a cushioning material, cellular plastic film (bubble wrap) PPP-
C-795, class 1 or class 2, for short term protection of equipment from handling and shock when the component is turned in
to Supply.

117.4 Define the acronym MILSTRIP and state its purpose. [ref. a, app. C]

Military Standard Requisitioning and Issue Procedure - A uniform procedure established by DOD for its own use to govern
requisition and issue of material within standard priorities.

117.5 Define and explain the following terms:

a. ICRL (Individual Component Repair List) [ref. a, ch. 18]

A detailed statement of IMA's component repair capability that contains existing repair capability data on items previously
processed by the IMA. It also identifies items that are capable of repair or for which future repair is not planned.

b. CRIPL (Consolidated Remain-In-Place List) [ref. a, app. C]

A listing of all authorized remain in place items which is published by NAVICP and approved by the TYCOMs and
COMNAVAIRSYSCOM.

c. NMCS (Not Mission Capable Supply) [ref. a, app. C]

Material condition of and aircraft that is not capable of performing any of its mission because maintenance required to correct
the discrepancy cannot continue due to a supply shortage.

d. PMCS (Partial Mission Capable Supply) [ref. a, app. C]

Material condition of and aircraft that can perform at least one but not all of its mission because maintenance required to
correct the discrepancy cannot continue due to a supply shortage.

e. NSN (National Stock Number) [ref. b, ch 2]

A 13 digit stock number assigned by the Defense Logistics Services Center (DLSC) to identify an item of material in the
supply distribution system. It consists of a four digit federal supply classification (FSC), and a nine digit national item
identification number (NIIN).

f. NIIN (National Item Identification Number) [ref. b, ch 2]

A 9 digit number that consists of a two digit national codification bureau (NCB) code and seven digits which, in conjunction
with the NCB code, uniquely identify each NSN item in the federal supply distribution system.
g. AVDLR (Aviation Depot Level Repair) [ref. b, ch. 3]
AVDLRs are financed by the NWCF. Under this process, the end user finances the D-level repair and procurement of 7R
COG repairables through the local replenishment of these repairables to replace BCM, lost, or missing components. Although
the squadron usually initiates repairable demands, the IMA has primary control over whether these transactions would result
in an AVDLR NWCF charge. Thus, the IMA or station will retain control of the AVDLR replenishment OPTAR and
corresponding accounting responsibilities.

h. AWP (Awaiting Parts) [ref. a, app. C]

The condition that exists when materials required to complete a maintenance action are not available on station/ship. AWP is
that time when no work can be performed on the item being repaired due to a lack of ordered parts. Parts are not considered
to be ordered until the demand has been forwarded to the Supply Response Section of the Supply Department. The time when
AWP occurred and the length of time it lasted is recorded in the Maintenance/Supply Record Section. Items which cause
AWP during on-equipment work are identified in the Removed/Old Item Section. Items which cause AWP during off-
equipment work are identified in the (H-Z) Failed/Required Material Section.

i. IMRL (Individual Material Readiness List) [ref. a, app. C]

A consolidated list that shows items and quantities of certain SE required for material readiness of the aircraft ground activity
to which the list applies.

j. AIR (Aircraft Inventory Records) [ref. a, ch. 12]

The AIR is used to establish a formal, continuous chain of accountability for specific equipment and material installed on or
designated for use on any aircraft of a specified T/M/S. An AIR is applicable to all aircraft of a specified T/M/S and lists
selected material and equipment accountable by all Navy or Marine Corps organizations that are assigned or physically
possess operational aircraft.

k. EXREP (Expeditious Repair) [ref. a, app. C]

The processing for repair of NIS or NC components (repairable or consumable) which must be in support of, or related to, an
NMCS or PMCS situation.

117.6 Explain the importance of the aeronautical allowance lists in relation to mission sustainability. [ref. a, app. C]

Lists of equipment and material determined from known or estimated requirements as necessary to place and maintain
aeronautical activities in a material readiness condition. In the case of aerological and photographic material, the requirement
is extended to all applicable naval activities.

117.7 State the purpose of the following forms and report: [ref. b, ch. 5]

a. Financial Liability Investigation of Property Loss(DD Form 200)

A form used to document the report of survey and certify the survey process when government property is lost, damaged, or
destroyed. This form is the official document to support establishment of debts, relief from accountability, and adjustment to
accountable records for Supply System Stock and Property Book Material.

b. Missing/Lost/Stolen Report

Reports of missing, lost or stolen items are made by a completed copy of a Financial Liability Investigation of Property Loss
(DD Form 200) or Report of Discrepancy (ROD) (SF Form 364). If you are required to complete a DD Form 200 to adjust
plant or minor property or inventory records, the completed form becomes the vehicle for the MLSR submission. The ROD
becomes the reporting vehicle if the shipper denies credit for reported non receipt or shortages on supply requisitions. MLSR
report number will be assigned for each reported incident and shall be numbered sequentially for each calendar year.
Example: 1992/001-INITIAL. Losses and gains resulting from stock record adjustments will not be reported as MLSR unless
the item(s) qualify under other criteria.
117.8 What is a flight packet used for? [ref. a, ch. 12]

Supply officers or Material Control officers of aviation activities will be responsible for flight packets for issue to pilots
making extended flights. These flight packets will contain instructions to assist pilots of aircraft involved in extended flights
to obtain material or services which may be necessary for the continuation of a flight. Custody and issue control of flight
packets will be as prescribed by the CO. Flight packets will be inventoried by the Supply Officer or Material Control Officer
when returned after each extended flight and at least weekly. Strict accountability will be established for control of the
Purchase Order/Invoice/Voucher (SF 44) by the preprinted number on the document. Each aircraft making an extended flight
will be provided with a flight packet containing, as a minimum, the following listed items.

(a) Procurement documents:

1) DOD Single Line Item Requisition System Document (DD 1348) (6 part) to requisition repair parts and other materials
for in-plane servicing during extended flights.
2) Purchase Order/Invoice/Voucher (SF 44) to procure supplies and services from commercial concerns and government
sources.
3) DD 1896 (white identaplate) or DD 1897 (purple identaplate) to procure jet fuel or aviation gasoline from commercial
airports holding DLA into-plane refueling contracts and most DOD activities.
(b) Instructions for safeguarding and shipping damaged aircraft.
(c) Instructions for procuring services and supplies.
(d) Statement of Witness (SF 94).
(e) Claim of Damage or Injury (SF 95).
(f) VIDS/MAF (OPNAV 4790/60).
(g) Applicable daily and turnaround inspection MRCs.
(h) Fuel Sample Log Sheets.
(i) At least three oil sample results for aircraft on extended cross country flights.

117.9 Explain the purpose of Source, Maintenance, and Recoverability (SM&R)codes. [ref. a, ch. 12]

SM&R codes are used to communicate maintenance and supply instructions to various logistic support levels and using
commands for the logistic support of systems, equipment, and end items. These codes are made available to their intended
users by means of technical publications, such as allowance lists, IPB manuals, MIMs, and supply documents. SM&R codes
are assigned to each supported item based on the logistic support planned for the end item and its components.

The primary objective is to establish uniform policies, procedures, management tools, and means of communication to
promote interservice and integrated material support within and among military services. Thus, the establishment of uniform
SM&R codes is an essential step toward improving overall capabilities for more effective interservice and integrated support.
 118 Hazardous Material (HM)/Hazardous Waste (HW)
Fundamentals

References:
[a] OPNAVINST 5100.23D, Navy Occupational Safety and Health Program Manual
[b] OPNAVINST 5100.19C, Navy Occupational Safety and Health (NAVOSH) Program
Manual for Forces Afloat, Vol. II
[c] OPNAVINST 4110.2, Hazardous Material Control & Management (HMC&M)
[d] OPNAV P-45-110-91, Hazardous Material Users Guide (HUMG)

118.1 Define the term HM. [ref. b, sec. B3, paragraph B0301.d; ref. c, enc. 1]

Any material that, because of its quantity, concentration, or physical or chemical characteristics, may pose a substantial
hazard to human health or the environment when purposefully released or accidentally spilled

118.2 Define the term HW. [ref. b, sec. B3, paragraph B0301.d; ref. c, enc. 1]

Any discarded material (liquid, solid, or gas) which meets the definition of HM and/or is designated as a hazardous waste by
the Environmental Protection Agency or a State authority.

118.3 Discuss HM storage and inspection requirements. [ref. b, sec. B3, paragraphs B0304.b, B0304.d]

Stowage locations shall be inspected weekly and quarterly, inspect for tightness of closure, corrosion, leakage, improper or
inadequate labeling, and expired shelf-life.

118.4 State the purpose and information contained on the Material Safety Data Sheet (MSDS). [ref. a, ch. 7, app. 7-A]

MSDS are technical bulletins containing information about materials, such as composition, chemical, and physical
characteristics, health and safety hazards, and precautions for safe handling and use. They are located with the HM/HW
Coordinator at Medical, Supply Officer, Work Center, and the HM container.

118.5 What are the 6 categories of HM? [ref. b, sec. B3, paragraph B0301.d]

a. Flammable or combustible materials

b. Toxic materials
c. Corrosive materials (including acids and bases)
d. Oxidizing materials
e. Aerosol containers
f. Compressed gases

118.6 Explain the general procedures to be followed when a HM/HW spill is discovered.
[ref. b, sec. B3, paragraph B0308; ref. b, sec. B3, app. B3-A]

Because of the hazardous nature of many materials used aboard ships, only trained personnel shall respond to a hazardous
material (HM) spill. Personnel shall be trained by division officers or supervisory personnel to clean up small spills of HM.
Appropriate MSDS sheets shall be used to conduct training. Spill response procedures are:

a. Discovery
b. Notification
c. Initiation of action.
d. Evaluation
e. Containment
f. Damage control
g. Dispersion of Gases/vapors
h. Cleanup and decontamination
i. Disposal
j. Certification for re-entry
k. Follow-up reports

118.7 State the personal protection equipment required when handling HM/HW.
[ref. a, ch. 20, paragraph 2001; ref. b, ch. B12, paragraph B1203; ref. d, chs. 1 thru 20]

Eye protection, respiratory devices, and gloves.

118.8 Discuss the disposal limitations for the following: [ref. d]

For all disposal limitations refer to the NAVOSH Program Manual for Forces Afloat, OPNAVINST 5100.19C.

a. Adhesives
(1) comply with your own ship/station procedures for handling the disposal of hazardous materials and contaminated rags,
absorbents, containers, and clothing.
(2) Planned Maintenance System (PMS) disposal methods shall be followed during performance of PMS.
(3) store used/excess adhesive materials in approved, labeled containers, pending shore disposal.

b. Grease
(1) comply with your own ship/station procedures for handling the disposal of hazardous materials and contaminated rags,
absorbents, containers, and clothing.
(2) Planned Maintenance System (PMS) disposal methods shall be followed during performance of PMS.
(3) containerize spent greases or spilled greases in an approved container, original can, or doubled plastic bags. Seal and label
container or bag as to the contents and store as used hazardous flammable material pending shore disposal. No overboard
discharges are permitted.
(4) never place used or excess grease in shipboard incinerators.

c. Hydraulic fluid
1) comply with your own ship/station procedures for handling the disposal of hazardous materials and contaminated rags,
absorbents, containers, and clothing.
2) Planned Maintenance System (PMS) disposal methods shall be followed during performance of PMS.
(3) containerize spent or spilled hydraulic fluids in approved containers for proper shore disposal.
(4) keep collected petroleum hydraulic fluids separate from synthetic hydraulic fluids.

d. Fuels
(1) comply with your own ship/station procedures for handling the disposal of hazardous materials and contaminated rags,
absorbents, containers, and clothing.
(2) Planned Maintenance System (PMS) disposal methods shall be followed during performance of PMS.
(3) containerize all excess fuels in fire safe drums for proper shore disposal.
(4) place fuel-contaminated rags/absorbent materials in fire safe drums for shore disposal.

e. Waste oils
(1) comply with your own ship/station procedures for handling the disposal of hazardous materials and contaminated rags,
absorbents, containers, and clothing.
(2) Planned Maintenance System (PMS) disposal methods shall be followed during performance of PMS.
(3) containerize spent or spilled oils/lubricants in approved containers for proper shore disposal.
(4) used/excess oily solid materials such as contaminated rags, absorbents, and oil filters may be thrown overboard beyond 50
nautical miles of shore (the discharged material can only contain minimum amounts of residual oil and must be
negatively buoyant). If within 50 nautical miles, containerize the used/excess oily solid material for shore disposal.
(5) keep collected petroleum lubricants/oils separate from synthetic lubricants/oils.

f. Paint/paint thinners
(1) comply with your own ship/station procedures for handling the disposal of hazardous materials and contaminated rags,
absorbents, containers, and clothing.
(2) Planned Maintenance System (PMS) disposal methods shall be followed during performance of PMS.
(3) containerize all used/excess paint materials in approved containers for proper shore disposal.
118.9 Describe required training for all hands with respect to the HM/HW program.
[ref. a, ch. 6, paragraph 0602.c; ref. b, sec. B3, paragraph B0310.d; ref. c, enc. 2, app. B,paragraph 1]

Training shall include:

a. Types of HM in their work area and aboard ship.

b. What HMs are and how they are disposed of.
c. How to read and interpret hazard warning labels.
d. What an MSDS is, how to read it, and where a copy is available to review. General information on HM handling, stowage,
use, and disposal.
e. Protective measures when handling HM.
f. Emergency procedures.

118.10 Describe the purpose of secondary labeling of HM when removed from the original container.
[ref. c, enc. 2, paragraph 2.D.5]

Use only approved containers, ensure that existing precautionary labeling is retained and that subsequent containers are
marked with appropriate precautionary labeling.

118.11 Discuss the purpose of the HM Authorized Use List (AUL). [ref. c, enc. 2, paragraph 2.b.(2)]

A current inventory of HM, chemical substances, or components known or suspected to contain HM used for local
acquisition and use. Local workcenters or codes should maintain a current inventory of items authorized for local use and
keep it current.
 LIST OF REFERENCES USED IN THIS PQS
1080#4 UM-01, Enlisted Distribution and Verification Report Users Manual Bluejackets' Manual,
(Twenty-First Edition)
BUPERSINST 1430.16, Advancement Manual
BUPERSINST 1610.10, Evaluation and Fitness Reports
COMNAVSURFLANT/COMNAVSURFPACINST 4400.1H, Surface Force Supply Procedures End User’s
Manual (EM) 001D
NAVAIR A1-NAOSH-SAF-000/P-5100-1, NAVAIROSH Requirements for the Shore Establishment
Naval Doctrine Publication, 1 Naval Warfare
Naval Doctrine Publication, 2 Naval Intelligence
Naval Doctrine Publication, 4 Naval Logistics
Naval Doctrine Publication, 5 Naval Planning
NAVEDTRA 10047, Military Requirements for Chief Petty Officer
NAVEDTRA 10401, Aviation Structural Mechanic E 2
NAVEDTRA 10572, Damage Controlman 3 & 2
NAVEDTRA 10669-C, Hospital Corpsman, 3 & 2
NAVEDTRA 12000, Airman
NAVEDTRA 12010-A, Aviation Maintenance Ratings Fundamentals
NAVEDTRA 12043, Basic Military Requirements
NAVEDTRA 12300, Aviation Machinist’s Mate 3 & 2
NAVEDTRA 12338, Aviation Structural Mechanic (H & S) 3 & 2
NAVEDTRA 12368, Aviation Boatswain’s Mate H 3 & 2
NAVEDTRA 12390, Air Traffic Controller
NAVEDTRA 12609, Legalman
NAVEDTRA 12801, Radioman Communications
NAVEDTRA 12971, Naval Safety Supervisor
NAVFAC P-80, Facility Planning Criteria For Navy and Marine Corps Shore Installations
NAVMASSO End User's Manual (EM) 001D
NAVMASSO System Administrators Manual (OM) SAM
NAVPERS 15560, Naval Military Personnel Manual
NAVPERS 15878H, Retention Team Manual
NAVPERS 15909, Enlisted Transfer Manual
NAVSUP Publication 485 (Rev. 2), Afloat Supply Procedures
NWP 10-1-10 (A), Operational Reports
NWP 10-1-11, Status of Resources and Training System (SORTS)
NWP 3-20-31, Surface Ship Survivability
OPNAV P-45-110-91, Hazardous Material Users Guide (HUMG)
OPNAVINST 1306.2, Fleet, Force, and Command Master Chief Program
OPNAVINST 3100.6F, Special Incident Reporting
OPNAVINST 3120.32, Standard Organization and Regulations of the U.S. Navy
OPNAVINST 3500.39, Operational Risk Management
OPNAVINST 3710.7Q, NATOPS General Flight and Operating Instructions
OPNAVINST 3750.6Q, Naval Aviation Safety Program
OPNAVINST 4110.2, Hazardous Material Control & Management (HMC&M)
OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. I
OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. III
OPNAVINST 4790.2G, Naval Aviation Maintenance Program, Vol. V
OPNAVINST 5100.19C, Navy Occupational Safety and Health (NAVOSH) Program Manual for Forces Afloat, Vol. I
OPNAVINST 5100.23D, Navy Occupational Safety and Health Program Manual
OPNAVINST 5354.1D, Navy Equal Opportunity
SECNAVINST 1650.1, Navy and Marine Corps Awards Manual
SECNAVINST 5216.5D, Correspondence Manual