History 1

INAP 100N-0140 RESTRICTED 1
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CONTENTS
Preface
Chapter
SERVICING OF AIRCRAFT AND AIR BORNE EQUIPMENT
1. Technical Information, Orders and Instructions relating to the Maintenance of Naval

Aircraft .
Annex A- Groups and layout of technical instructions.

Annex B- Standard layout for Air Technical Orders
Annex C- Local Technical Instruction (LTI)
Annex D- Format of Serious Defect Signal Instruction and Procedure.
Annex E- TALES Format.
2. Operational Servicing of Naval Aircraft.
Annex A- Definitions of lines and depths of Maintenance

Annex B- Continuous charge operation-exception to specific procedures.
Annex C- Additional Engineering procedures-VVIP/VIP Flights and IN aircraft
3. Scheduled Servicing
Annex A- Layout of Servicing Schedules used on IN Aircraft.

Annex A1 - Layout of Servicing Schedules used on other Aircraft.
Annex B- Planning Aid-Movigraph Board (for Sea Harrier only)
4. Aircraft Husbandry, Corrosion Prevention and Surface Finish.
5. Fatigue and lifing of Aircraft and Components.
Annex A- Form of report for change of component having a fatigue life.

Annex B- Form of report for components subject to life review.
6. Defect Rectification and Repair.
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Annex A- Definitions of Standard Repair Categories.
7. Non Destructive Testing (NDT).
8. Reserve Aircraft.
Annex A- Operation to be carried out on Naval aircraft in storage.
9. Periodic Base Maintenance and Major Inspections
Annex A- List of Naval Aircraft subject to Periodic Base Maintenance and other
forms of periodic major inspections.
10. Modification
Annex A- Procedure for preparation of Naval Service Modification and Flow Chart.
Annex B- Format for preparation of Draft Naval Service Modification Leaflet.
Annex C- Naval Service Modification clearance conference agenda.
Annex D- Format for preparation of Draft Inventory Leaflet.
Annex E- Format for preparation of manufacturing supplements.
Annex F- Report to IHQ MoD (Navy) on proof installation of a modification.
11. Flight testing of Naval Aircraft.
12. Component servicing and repair.
13. Engine servicing and repair
Annex A- Classification of Ships and Air Stations carrying out in field repair of
engines.
14. Transfer and disposal of Aircraft and Engines.
15. Accident, Salvage and Transport of Aircraft.
16. Servicing of Non Naval Aircraft and Aircraft used for ground training.
17. On Site Working Party
Annex A- Detailed responsibilities for the inspection of work carried out by

Contractor’s Working Party.
18. Unallocated
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19. Aircraft Compass Systems, Aircraft Weighing, Tempest Testing and Aircraft
Vibrating Analysis
Annex A- Aircraft compass systems-Calibration.

Annex B- Aircraft weighing –Allowable unexplained differences in aircraft basic
weight and basic CG position between consecutive weighing.
Annex C- Request for tempest test.
20. Wartime Maintenance Procedures
21. Documentation used in the Servicing of Naval Aircraft and Airborne Equipment.
Annex A- Disposal instructions for forms used in aircraft servicing form , MOD form
700C and IN A 700.
Annex B- Instruction for the use of the airframe Log Card Form 701.
Annex C- List of forms used in the aircraft servicing.
Annex D- The Aircraft Servicing Form – Form IN A700.
Annex E- Detailed instructions for making entries in the Form IN A 700.
Annex F- Instructions for the use of component Log Cards Form A 701(a).
Annex G- Instructions for the use of aircraft safety equipment Log Cards – Form A - 49.
Annex H- Instructions for the use of aircraft component servicing and manufacture
cards – Form 703.
Annex J- Instructions for the use of Flying Clothing Log Card - Form A3.
Annex K- Instructions for the use of Naval Aircraft Inspection survey Report –
Form A 702.
Annex L- Contents of Log Book
Annex M- Proforma of Passport
Annex N- Format Form A-703 Component Maintenance Card
22. Recording and certifying of servicing work done on Aircraft and Aircraft Equipment.
23. Defect Recording and Reporting
Annex A- Procedure for completing IN 494 (A-21)

Annex B- Format of Defect Report IN 494 (A-21)
24. Unallocated
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25. Unallocated
PERSONNEL
26. Responsibilities of Officers
27. Demarcation between trades.
28. Qualifications and Authorisation of Maintenance Personnel
Annex A- Examples for Employment of Sailors of AE Trade.

Annex B- Examples for Employment of Sailors of AO Trade.
Annex C- Examples for Employment of Sailors of the AL and AR Trades.
Annex D- Examples for Employment of Sailors of SE Trade
Annex E- Qualification to sign Aircraft Servicing Documents AE, AO, AL, AR
Trades.
29. Civilian Maintenance Personnel and Contractors Representatives.
30. Networked Logistics Management and Decision Support System
31. Stores for Aircraft Servicing.
32. Indigenisation Committee.
Annex A- User Input Form for Indigenisation.
33. Fuels, Oils, Greases, Hydraulic and Miscellaneous Fluids
Annex A- Field test procedures for the detection of contaminants in Aviation Fuels.
Annex B- Field Procedures for additives in Aviation Fuels.
Annex C- List of Associated Publications, Defence standards and POL standards.
Annex D- Test Report of ATFK – 50/AVCAT (JP5)
Annex E- Proforma for Life extension of POL
34. Unallocated
35. Unallocated
36. Quality Assurance
SUPERVISING AND INSPECTION OF SERVICING WORK
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37. Supervision and checking of servicing work.
Annex A- Control Systems Terminology
38. Checks on special occasions
39. Unallocated
ENGINEERING PRACTICES AND SAFETY PRECAUTIONS
40. Engineering Practices and Safety Precautions - Fire and Personnel precautions.
41. Engineering Practices and Safety Precautions – Aircraft and Aircraft Systems.
Annex A- Authorised lives of airborne gas cylinders.
42. Engineering Practices and Safety Precautions - Engines and Associated Equipment
43. Engineering Practices and Safety Precautions - Air Weapons, Radio and Electrical.
44. Engineering Practices and Safety precautions - Movement and stowage of aircraft,
vehicles and use of mobile cranes.
45. Engineering Practices and Safety Precautions-Workshops and Processes.
46. Tool Control
Annex A- Tools outfit Key Log

Annex B- Over-stamping of Form S156 for replacement tools.
Annex C- Form TC 1 Proposed alteration to tool outfit.
Annex D- Form TC 14 Application for additional tool outfits.
Annex E- Report on Defective tools.
47. Unallocated
GROUND SUPPORT EQUIPMENT
48. Ground Support Equipment.
Annex A- Weekly Detail Sheet.
49. Calibration and Repair of Test Equipment
50. Unallocated.
ORGANISATION AND MANAGEMENT

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51. Engineering Management.
52. Air Publications.
53. Transportation of Bulky Stores Aircraft and Aero Engines
54. Unallocated
55. Unallocated
56. Tasks of Aviation Support Units
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Chapter 1
TECHNICAL INFORMATION, ORDERS AND INSTRUCTIONS
RELATING TO THE MAINTENANCE OF NAVAL AIRCRAFT
CONTENTS
Article
0101 General
0102 Technical instructions
0103 Other sources of technical information and instructions
0104 Non-availability of technical information
0105 “TALES”- Query note system
0106 Technical orders and instructions issued by administrative authorities, Ships,
stations and squadrons
0107 Review of technical orders and instructions
0108 Promulgation of technical orders.
Annex
A Groups and layout of technical instructions

B Standard layout for air technical orders
C Local Technical Instructions (LTIs)
D Format of Serious Defect Signal Instruction and Procedure
E TALES Format
0101. GENERAL
1. Technical information, orders and instructions are issued by IHQ

MoD(Navy)/NAQAS/NASDO.
(a) To set out the administrative procedures associated with the maintenance of
Naval Aircraft.
(b) To provide guidance information necessary to maintain Naval aircraft and

associated equipments.
(c) To lay down the minimum safety precautions to be observed so that

accidents to personnel and damage to material are avoided.
(d) To ensure that manpower and other resources required for the maintenance
of Naval aircraft are used effectively.
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2. The method of promulgating such information and instructions is based on the use
of Air Publications and Technical Instructions.
3. Information and instructions which may also affect personnel other than those
directly concerned with the servicing of Naval Aircraft are normally promulgated in BRs
and CBs, or when early and wide notification is required, by NOs (Navy Orders), IG or NA
Messages.
4. Command and Local Technical Orders and Instructions are also issued to cover
matters of limited applicability.
0102. TECHNICAL INSTRUCTIONS
1. Technical defects or potential problem areas in aircraft and equipment may be

remedied by:
(a) Modification action.
(b) Changes to maintenance or servicing procedures.
2. If urgent action is required, instructions to inspect, modify, rectify and/or replace

components may be issued in advance of modification leaflet or amendment to Servicing
Schedule. Such instructions are issued in one of the following forms:
(a) Special Technical Instruction (STI) or (Indian) Special Technical Instruction (I)STI
or KSTI (for Sea Harrier only)
(b) Servicing Instructions (SI) or (Indian) Servicing Instruction (I)SI or KSI (for
Sea Harrier only)
(c) Naval Technical Instruction (NTI) or (Indian) Naval Technical Instruction

(I) NTI.
(d) Serious defect instructions (SDI).
(e) Naval General Messages (NGM).
(f) Local Technical instructions (LTI)
3. Special Technical Instructions (STI)
(a) Special Technical Instructions are issued when the action required is urgent,
non-recurrent and requires to be recorded in servicing documents. They are
prepared and issued by NAQAS for distribution to all relevant Naval authorities. The
(I)STIs warranting major modification involving procurement of kits or prolonged
grounding of aircraft are to be promulgated after obtaining prior approval of IHQ
MoD(Navy).
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(b) In order to amend publications, drawings etc., when the technical content of
an STI justifies such action it is usual to raise a cover modification but no leaflet will
be provided for this cover modification. Should it be necessary to obtain details of
the modification when the STI is not available it will be necessary to refer to
modification drawings which may be obtained from IHQ MoD (Navy).
(c) When an STI is superseded by a modification [para (11) (a) (iv) refers], then
a leaflet will normally be issued and normal modification procedure applies. NAQAS
is responsible for reviewing all STIs for ensuring that amendments required for
publications are issued.
(d) NAQAS on promulgation of STI will advise Material Organisation to raise

necessary work order on NAY (K)/NAY (Goa) for the required numbers of kit to be
fabricated and assembled. The individual spares required for compliance of the
(I)STI kit are not to be demanded by units, as required (I)STI kits will be fabricated
and assembled by NAY(K)/NAY(Goa). Units are to raise demand for full kit on
Material Organisation. NAQAS is responsible for monitoring the progress of work
towards their compliance.
4. Servicing Instructions (SI) or (I) SI. Technical defects can occur which are not
evident at the first inspection or which may develop over a period of time. Servicing
instructions are issued when the action required is urgent, recurrent and is required to be
recorded in servicing documents. They are prepared and issued by NASDO for
distribution. NASDO is responsible for reviewing these instructions and amendments in the
relevant aircraft servicing schedules where appropriate. The (I)SIs affecting the operational
availability acutely, are to be promulgated after obtaining prior approval of IHQ MoD(Navy).
Distribution is the same as for STIs.
5. Naval Technical Instructions (NTI)
(a) Naval Technical Instructions are issued by IHQ MoD(Navy) to promulgate

instructions which require urgent action and recording in servicing documents, or to
give preliminary warning of the preparation of an STI or SI. They may be recurrent
or non-recurrent instructions. Naval Technical Instructions are temporary
instructions and are normally superseded by an STI / (I)STI, SI or amendment to
Servicing Schedules, unless early modification action is intended. They are
reviewed periodically (every January) by NAQAS and cancellation will be by normal
index amendment.
(b) The relationship between STIs or (I)STIs and modifications outlined in para
3(b) and (c) above applies equally to NTIs or (I) NTIs which entail an amendment to
publications or alterations to drawings.
6. Serious Defect Instructions (SDIs)
(a) SDIs are issued by HQNA to cover immediate action to ensure the flight
safety of that specific aircraft/equipment. They normally arise from in service defect
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passed by IN Units and Tri-service Aviation units as serious defect signals (SDS).
They can be recurrent or non recurrent instructions.
(b) SDSs raised by units and SDIs promulgated by HQNA/ IHQ MoD(Navy) are
by signals as per format at Annex D.
7. Naval General Messages (NGM)
(a) Technical instructions and information of an urgent nature will be issued by

IHQ MoD(Navy) in Signal form in the following series.
NGM R - FIXED WING AIRCRAFT GENERAL

NGM RE - FIXED WING AIRCRAFT (EASTERN ORIGIN)
NGM RW - FIXED WING AIRCRAFT (WESTERN ORIGIN)
NGM RH - HELICOPTERS GENERAL
NGM RHE - HELICOPTERS (EASTERN ORIGIN)
NGM RHW - HELICOPTERS (WESTERN ORIGIN)
NGM RG - GROUND EQUIPMENT GENERAL
NGM RGE - GROUND EQUIPMENT (EASTERN ORIGIN)
NGM RGW - GROUND SUPPORT EQUIPMENT (WESTERN ORIGIN)
NGM RA - ARMAMENT
(b) Messages in each series are given consecutive serial numbers controlled by
IHQ MoD(Navy). ,
(c) IHQ MoD (Navy) NGMs are reviewed periodically.
8. Group. Special Technical Instructions, Servicing Instructions and Naval Technical

Instructions are issued in series and in a standard form. Details are contained in Annex A
to this Chapter.
9. Promulgation. Technical Instructions other than SDI, NGM are normally

promulgated by leaflet. Very urgent instructions may be promulgated by signal in the NGM
Series and a leaflet issued later, if required. Instructions requiring only a limited distribution
may be issued by letter in leaflet format.
10. Application. Unless otherwise stated in the instruction, units and establishments
holding aircraft in Long Term Storage or aircraft equipment in stores are to inspect and
service the aircraft or aircraft equipment in accordance with the instruction at the units
earliest convenience. Should it be necessary to despatch the aircraft or item of aircraft
equipment to a user unit or another Holding Unit with any Technical Instructions
outstanding, whether the Instructions call for embodiment at the Holding Unit or not, the
aircraft's documentation or the equipment's labels are to be marked accordingly.
11. Cancellation.
(a) Technical Instructions are cancelled by:
(i) A later instruction.

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(ii) Fulfillment of the original purpose of the Instruction and application to

further aircraft or equipment is not considered necessary.
(iii) Rectification of all aircraft or equipment concerned.
(iv) Modification action
(v) Amendment to Air Publications
(vi) Time expired.
(b) Leaflets for cancelled Technical Instructions may be destroyed. Units and
Establishments holding aircraft in Long Term Storage or aircraft equipment in stores
are to retain leaflets cancelled in accordance with para 11(a) (vi) for as long as
required. The INDA’K’ will hold copies of all cancelled Technical Instructions.
12. Index Review. The NTI or (I) NTI Index will be reviewed and updated by NAQAS.
13. Recording. Compliance with a Technical Instruction is to be recorded in servicing

documents in accordance with the instructions contained in the chapter on RECORDING
OF SERVICING WORK (Chapter 22).
0103. OTHER SOURCES OF TECHNICAL INFORMATION AND INSTRUCTIONS
1. Drawings.
(a) Ships or establishments requiring aircraft drawings are to demand them from
IHQ MoD (Navy)/INDA(K). Sets of appropriate drawings are maintained at IHQ MoD
(Navy) and certain other establishments for overhaul and repair purposes.
(b) Airframe drawings referred to in Modification leaflets are also to be

demanded from IHQ MoD(Navy)INDA(K).
2. Draft Modification Leaflets and Advance Technical Leaflets
Draft Modification Leaflets and Advance Technical Leaflets are prepared in advance
of Topic 2 Modification Leaflets. They may be issued to the Service for planning purposes
or for early embodiment of an urgent modification. The issue of such leaflets is not
automatic authority for the embodiment of the modification (Chapter 10 refers).
3. Special Technical Notices (STNs) and Preliminary Warning Instructions (PWIs)
Special Technical Notices (STNs) and Preliminary Warning Instructions (PWls) are
issued for use in other services and are not to be taken as authority for action on IN
equipment. Should the information or instructions contained in an STN or PWI be considered
applicable to IN equipment, action will be taken to issue the requirement in a manner which
is applicable to the IN, eg. by NTI, signal or amendment.
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4. Manufacturers Technical Bulletins.
(a) Technical bulletins, manuals, leaflets etc, prepared by manufacturers of

aircraft or equipment may be forwarded by the manufacturers direct to Commands,
Units, or in some cases, to individuals. They may also be distributed to units by
INDA (K).
(b) The information contained in these technical bulletins is for information only.
If it conflicts with Air Publications or other orders, the circumstances are to be
reported on MOD Form 765 or A20. No action is to be taken on these bulletins by
units unless authorised by IHQ MoD (Navy)/HQNA.
(c) Recommendations that information included in technical bulletins should be

promulgated in Air Publications are also to be made on MOD Form 765 or A20.
5. Signals
Technical information and instructions of a very urgent nature may be promulgated

by signal. Those signals which require a general distribution from IHQ MoD (Navy)/HQNA
will normally be promulgated by Naval General Message/IR Message in the R or RH
series. The distribution for R series messages covers units operating fixed wing aircraft
and that for RH series messages covers helicopter operating units. Messages in each
series are given consecutive serial numbers which are controlled by IHQ MoD (Navy) . In
common with other NGMs, R and RH messages are automatically cancelled after six
months.
6. Master Lists giving the applicability of Technical Instructions to a particular aircraft

type are prepared by NAQAS and issued periodically by IHQ MoD (Navy)/HQNA. Any
Technical Instructions issued in the period between the issue of official Amendment Lists
are to be entered in manuscript by Units. On disbanding or re-equipping of Squadrons with
new types of aircraft, or the closing down of Units, all master lists held are to be returned to
INDA (K).
0104. NON-AVAILABILITY OF TECHNICAL INFORMATION
1. Cases may arise when an aircraft or component requires a repair which is not
covered by relevant Air Publications or which is in a "non-repairable" area. If it is
considered that a satisfactory repair can be carried out locally, Ships or Stations are to
forward details of the damage with sketches or photographs together with the intended
repair details to NAQAS/RAQAS with copies to the Administrative Authority.
2. The necessary instructions will then be prepared and forwarded to the Ship or
Station.
3. Requests for repair instructions are to be followed, whenever possible, by two

photographs or sketches of the damage.
0105. “TECHNICAL ADVICE AND LOGISTICS ENQUIRY SYSTEM (TALES)-QUERY

NOTE SYSTEM
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1. The ‘Query Note’ system is an effective customer support tool in expeditiously

resolving all issues related to field level maintenance. “Technical Advise and Logistic
Enquiry System”, (Short titled- TALES), has been established to enable NAQAS to have
direct interaction with major OEMs dealing with Naval Aviation.
2. The objectives of TALES are to widen the extent of interaction between OEM and
field units through NAQAS and to
(a) Establish a single window direct link between the Technical Advisory/ Quality
Assurance organisation of Indian Navy and OEMs.
(b) Open a communication link and enhance the speed of communication

between the field units & repair agencies (through NAQAS) and OEMs.
(c) Reduce the dependence on IHQ MoD(Navy) and HQNA for routine technical
and limited logistics related communications with OEMs.
3. The terms of reference and extent of areas covered by TALES would include the
following.
(a) Clarifications on updating of technical publications.
(b) Clarifications on incorporation of amendments to technical publications

resulting from introduction of service bulletins and modifications to the aircraft,
airborne equipment or test equipment.
(c) Enquiries with respect to introduction and embodiment of modifications.
(d) Enquiries on defect investigations with respect to rotables loaded on OEMs

for repairs.
(e) Matters, which affect the servicing, overhaul, repair, operation of the aircraft
and equipment.
(f) Enquiries limited to routine advice with regard to technical or logistic

operations, maintainability and reliability issues.
(g) Enquiries related to overhauls, repair schemes, design feasibility studies and
modification proposals.
(h) Deal with OEMs on warranty repair issues.
(j) Studies on frequent failures and trend analysis.
(k) Advise from OEMs based on their experience/statistics with other military
and civil customers.
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4. TALES queries and communication link with OEMs interface point would be
established by telephone, facsimile, email or postal mail by NAQAS as per prevailing rules
and regulations on the subject.
5. TALES queries would be sequentially numbered by NAQAS as per the calendar

year. However queries, which may involve consumption of numerous (may be quantified
on case to case /contract basis) man-hours of technical and professional time and have
financial implications would be recommended by NAQAS, if required, to IHQ
MOD(Navy)(DNAM) through HQNA along with the estimates/quotation provided by the
OEM.
6. The database and information generated from the responses received to the TALES
queries would be maintained by NAQAS and promulgated to concerned units. Unresolved
issues needing HQNA/ IHQ MOD (Navy) intervention, if any, will be dealt separately or
taken up as agenda for the periodic product support meetings, where applicable.
7. The format of the TALES query note is placed at Appendix E.
8. Units wanting to project cases to be taken up with OEMs, within the frame work of
para 3 above, are to approach NAQAS through respective stations duly vetted by
respective RAQAS / MDC (Main Data Centre).
0106. TECHNICAL ORDERS AND INSTRUCTIONS ISSUED BY ADMINISTRATIVE

AUTHORITIES, SHIPS, STATIONS AND SQUADRONS
1. Administrative Authorities, Technical Orders. Administrative Authority technical

orders are promulgated as the Command Technical Instruction.
2. Ship or Station Air Technical Orders (ATOs).
(a) Technical orders peculiar to a Ship or Air Station and its related Squadrons
are to be issued by the Ship or Station Air Engineer/Electrical Officer. These orders
may be promulgated separately or form part of Ship's Standing Orders.
(b) Air Technical Orders are to be divided into four sections:
(i) Section 1 Air Engineering/ Electrical Department Technical Orders.
(ii) Section 2 Squadron Technical Orders.
(iii) Section 3 Air Engineer/ Electrical Officers Temporary Memorandum
(iv) Section 4 Local Technical Instructions (LTI's)
(c) A more detailed breakdown of Air Technical Orders is given in Annex B to

this chapter.
(d) Air Technical Orders are not to include reprints of orders issued by higher
authority.
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(e) Copies of Squadron Air Technical orders are to be held by
(i) Parent Air Station QA Cell
(ii) Embarked/Detached Squadron Flights
(iii) Air Engineering/ Electrical Departments of Ships in which the

complete Squadron regularly embarks
(iv) HQNA/NAQAS/NASDO/RAQAS
3. Local Technical Instructions (LTIs)
(a) LTIs are technical orders whose fulfillment requires direct recording action in
the servicing documents of aircraft belonging to the Ship or Air Station concerned.
They may be issued by any Ship or Station Air Engineering/ Electrical Officer of the
rank of Commander and above.
(b) LTIs are to be issued under the name of the Ship or Air Station concerned
e.g. LTI/HANSA.........No., LTI/VIKRANT.... No. Copies of LTIs are to be forwarded
by originators to HQNA/IHQ MoD (Navy)/NAQAS/NASDO/RAQASs.
(c) The NAQAS/RAQAS will take the following action on receipt of a LTI:
(i) Examine the content of the LTI to verify its applicability.
(ii) Control the distribution of the LTI to other units as appropriate.
(iii) Ensure that action has been initiated by the appropriate UNIT that will
lead to suppression/cancellation of the LTI.
(d) LTIs which are of recurring nature requiring amendment to servicing schedules
will be followed up by NASDO. Other LTIs will be actioned by NAQAS.
(e) Each January the SAEO/SALO is to review all LTIs issued during the
previous year and promulgate a list of applicable LTIs, and forward a summary,
including follow up action taken, to each Ship and Naval Station operating their type
of aircraft, with a copy to HQNA. The LTIs which are not reviewed will cease to be
valid.
(f) Technical instructions arising from Serious Defect Signals are not to be
raised as LTIs
(g) Ships and Naval Air Stations without an AEO/ALO of the rank of
Commander, but wish to initiate LTI action are to forward a draft LTI to the
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NAQAS/RAQAS for approval and issue. Exceptionally the LTI may be signaled
where urgency requires such action.
(h) Guidance on the issue of LTIs is detailed in Annex C to this chapter.
0107. REVIEW OF TECHNICAL ORDERS AND INSTRUCTIONS
1. It is essential that the number of different sources of technical information, orders

and instructions is kept to the minimum. All technical orders and instructions, other than
those which are clearly applicable to a particular local situation are to be forwarded by
units to NAQAS/NASDO/RAQAS as follows:
(a) By a report on MOD From 765/A20 where the order or instruction arises from
the inaccuracy or inadequacy of an existing Air Publication.
(b) By letter through Administrative Authority where no suitable Air Publication is

known to exist.
2. The orders or instructions will be reviewed by NAQAS/NASDO/RAQAS for inclusion

in Air Publications or other publications as per the division of responsibility indicated
earlier.
0108. PROMULGATION OF TECHNICAL ORDERS
1. Air Engineer/ Electrical Officers are to ensure that the internal organisation of a
ship, station or squadron are such that technical orders, instructions and amendments to
Air Publications are brought to the notice of officers and sailors concerned. Record of the
same has to be maintained.
2. Warning notices and operating instructions for machinery, processes, etc are to be
conspicuously displayed near such machinery etc. Every opportunity is to be taken to
display other technical information and instructions in prominent positions.
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ANNEX A Chapter 1
GROUPS AND LAYOUT OF TECHNICAL INSTRUCTIONS
Group
1. Technical Instructions (ie. STIs and SIs) are issued in the following groups. The
groups are generic except where stated otherwise:
(a) Air frame (by type, including gliders and powered gliders).
(b) Air Cargo Handling Equipment.
(c) Aircraft Assisted Escape Systems.
(d) Armament
(e) Electrical
(f) Engine Change Units and Power Plants (by type)
(g) Flight Simulators.
(h) Flying Clothing.
(j) Ground Support Equipment.
(k) Guided Weapon Systems (by type).
(l) Instruments
(m) Miscellaneous.
(n) Photographic Equipment.
(p) Propellers.
(q) Radiation Monitoring Equipment
(r) Radio (Airborne)
(s) Radio (Ground)
(t) Survival Equipment
(u) Test Equipment
(v) Winged Targets

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(w) Non-Destructive Test Equipment.
(x) UAV/PTA Ground Control Systems
Numbering
2. A separate series of reference numbers is allocated for each group of Special

Technical Instructions and Servicing Instructions by IHQ MoD (Navy). Amendments to
Special Technical Instructions and Servicing Instructions are indicated by an alphabetical
suffix to the original reference number, eg STI/MISC/4A which indicates an amendment of
a minor nature not requiring re-work of the equipment.
Note:
This also applies to the initial inspection for SIs. Alterations to the text will be indicated by a
vertical line in the margin. Where re-work of the equipment is required, the instruction will
be issued under a new number (eg STI/MISC/8) with a note inserted at para A stating
"Superseding STI/MISC/4" (the original instruction).
Group
3. Naval Technical Instructions (NTI) are issued in the following groups:
(a) Book 1. Aircraft General

(b) Book 2. Airborne Guided Weapons.
4. Naval Technical Instructions are issued only by IHQ MoD (Navy)/HQNA.
Numbering
5. Amendments to NTIs are indicated by raising the issue number e.g.:

NTI/SeaHarrier/1/81 raised to NTI/Sea Harrier/1/81 issue 2. A later issue cancels and
supersedes an earlier issue.
Form for STIs and SIs
6. STIs and SIs are issued in a standard form based on an alphabetical key as follows:
(a) TITLE - THE GROUP AND REFERENCE NUMBER OF THE INSTRUCTION

FOLLOWED BY A BRIEF DESCRIPTION INDICATING THE NATURE OF THE
DEFECT EG; STI/MISC/214 - MAXIVUE PUMP UNIT AC 10230 - WINDSCREEN
WIPER SYSTEM - BLOCKAGE OF BLEED HOLE.
(b) Application - The type, mark or serial number etc of the equipment to which
the instruction is to be applied.
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(c) Reason for the Instruction - Particulars of the defect or circumstances giving
rise to the instruction in amplification of the brief particulars in the title.
(d) Details of Inspection and Remedial Action
(i) For in-use equipment
(aa) Time limits
(ab) Details of inspection and remedial action
(ac) Estimated man-hours
(ii) For stored Equipment:
(aa) Time limits and applicability to stored items.
(ab) Any variation in the procedure specified in D1 above.
(e) Recording. This states where fulfillment of the instruction is to be recorded,

and the place in the Servicing Schedule where a note is to be made of the Servicing
Instruction.
(f) Reporting. When a report on the fulfillment of the instruction is required an

indication on the form of the report is given together with the addresses to whom it
is to be made.
(g) Modification. This gives details of whether modification action to supersede

the instruction is in hand, any APs affected and action taken, any previous
instruction superseded by this instruction, and the extent to which compliance with
previous instructions satisfies this instruction.
(h) Safety
(i) If the instruction has any effect on the operation or handling of the
equipment the effect and any limitations will be quoted, including references
to Special Flying Instructions. Where there are no effects NIL will be quoted.
(ii) (aa) If the instruction has an effect on special weapon safety,

special clearance is required and will normally have been applied for
at the time of issue to the instruction. In the meantime aircraft
incorporating the instruction will have their nuclear clearance
withdrawn until such time as clearance is advised through
amendment, to the Weapon Releases. In this case para H 2 will be
annotated 'YES'.
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(ab) If the instruction has no effect on special weapon safety or does
NOT apply to aircraft with a nuclear capability para H 2 will be
annotated 'NO'.
Filling
7. Binders and divider cards are provided as follows:-
(a) STIs Book 1 divided into:
(i) Aircraft by type
(ii) Engines
(iii) General, which is further divided by type or class of equipment.
(b) STIs Book 2 which is to be used exclusively for STIs relating to Airborne
Guided Weapons.
Forms for NTIs
8. NTIs are issued in a standard form based on an alphabetical key as follows:
(a) Title.The group and reference number of the Instruction followed by a brief
description indicating the nature of the defect eg: NTI/CTK/1/84 - VVIP/VIP
Inspections.
(b) Application.The type, mark or serial number of the equipment to which the
instruction is to be applied.
(c) Reason for the instruction - Particulars of the defect on circumstances giving
rise to the Instruction in amplification of the brief particulars of the Title.
(i) For in-use equipment.
(aa) Time limits
(ab) Details of inspection and remedial action.
(ac) Estimated man-hours.
(ii) For stored equipment.
(aa) Time limits and applicability to stored item.
(ab) Any variation in the procedure specified in D.1 above.
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(e) Recording. This states where fulfillment of the Instruction is to be recorded,
and the place in the servicing schedule where a note is to be made of the servicing
instruction.
(f) Reporting When a report on the fulfillment of the Instruction is required an

indication of the form of the report is given together with the addresses to whom it is
to be made.
(g) Modification This gives details of whether modification action to supersede

the Instruction is in hand, any APs affected and action taken, any previous
instruction superseded by this Instruction, and the extentto which compliance with
previous Instructions satisfies this Instruction.
(h) Safety
(i) If the instruction has any effect on the operation or handling of the
equipment, the effect and any limitations will be quoted, including references
to Special Flying Instructions. Where there are no effects NIL will be quoted.
(ii) (aa) If the instruction has an effect on special weapon safety,

special clearance is required and will normally be applied for at the
time of issue of the Instruction. When the Instruction is incorporated in
an aircraft the nuclear clearance will be withdrawn until such time as
clearance is advised through amendment to the 'Weapon Release'. In
this case para H.2 will be annotated "YES – Special Weapon Release
Deferred Defect NTI/.........".
Note: Under these circumstances, when the Instruction is entered in MOD Form 700. A
SECOND ENTRY IS TO BE MADE AS FOLLOWS - "Special Weapon Release clearance
required for NTI......” This second entry must be cleared prior to the carrying of special
weapons
(ab) If the instruction has no effect on special weapon safety or does

NOT apply to aircraft with a nuclear capability para H.2 will be
annotated 'NO'.
(iii) Electro Magnetic Compatibility (EMC) for NTIs only Any change to the
EMC of an aircraft/weapon, as a result of raising a draft NTI, is to be
indicated in the instruction as follows:
The EMC of the weapon or aircraft is NOT affected.
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Or
The EMC of the weapon or aircraft is affected but the relevant EMC
instructions have been amended accordingly.
NOTE : Nuclear clearance will be given by IHQ MoD(Navy) prior to issue.
Filling
9. Binders and divider cards are provided as follows:
(a) NTIs Book I divided into:
(i) Aircraft by type with separate sections for each type of aircraft.
(ii) General.
(b) NTIs Book 2 which is to be used exclusively for NTIs relating to Airborne
Guided Weapons.
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ANNEX B Chapter 1
STANDARD LAYOUT FOR AIR TECHNICAL ORDERS
1. Air Technical Orders are to be divided into sections as follows:
(a) Section 1 ATO/ALO Technical orders.
Amendment Record Sheet.
List of Contents.
General Chapter
1. Organisation
2. Duties of Officers
3. Duties of Sailors
4. Routines
5. Personnel (Training and Promotion)
6. Civilian Personnel
7. Action in event of emergencies
8. General Safety Precautions
Section Orders 9. AED/ALD

10. Support Sections
11. Station Flight
12. Workshops
13. Ground Equipment
14. Crash and Salvage
15. Ground Radio
16. Motor Transport
17. Fuel Section
(b) Section 2 Squadron Technical Orders. This section is to be divided into sub-
section for each Squadron. Each subsection is to contain an amendment sheet and
list of contents.
(c) Section 3 Air Engineer Officer's/Air Electrical Officer's Temporary

Memorandum Leaflets.
(d) Section 4 Local Technical Instructions (LTIs). Leaflets
2. The breakdown in Section 2 may be altered as necessary. Some chapters may not
be required. Other chapters may be added to suit local organisation or conditions.
3. At least one copy of Air Technical Orders is to contain all orders. Other copies may
be distributed with selected chapters in Section 2 and with Section 3 omitted to suit local
requirements.
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ANNEX C Chapter 1
LOCAL TECHNICAL INSTRUCTIONS (LTIs)
1. LTIs consist of maintenance instructions which:
(a) Require direct recording action to be taken in aircraft/airborne equipment

servicing records.
(b) Supplement, amend or correct Air Publications and servicing Schedules,

therefore leading to indirect recording action in aircraft/airborne equipment servicing
records.
2. Instructions which do not require direct/indirect recording in servicing records may

be issued as ATOs Standing or Temporary Orders.
Purpose and Limitations
3. The prime purpose of LTIs is to promulgate instructions pending IHQ

MoD(Navy)/HQNA action. LTIs are to be limited to instructions which do not:
(a) Alter official general policy or affect basic maintenance principles.
(b) Affect any system associated with a nuclear capability.
(c) Effect major changes to lay down servicing procedures without prior approval
of IHQ MoD (Navy)/HQNA.
(d) Affect the mode of operation or capability of any system or component.
(e) Introduce irreversible procedures.
(f) Constitute modification action.
Examples
4. Examples of matters which will normally be covered by LTI action are:
(a) Initial correcting action with respect to errors or omissions in APs or the
clarification of official instructions.
(b) Promulgation of additional safety measures and precautions.
(c) Additional inspections due to environment and/or special operational

conditions.
(d) Rectification of defective equipment to an original working state. (e) Standardised
local repair schemes within the limits of Topic 6 APs.Form of LTIs
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5. The format of LTIs is based on an alphabetical key as follows:
(a) Title The ship or Naval Air Station, aircraft type, and reference number of the
instruction, followed by a brief description of the nature of the defect eg
LTI/GARUDA/SEAKING/5/93 Undercarriage Lubrication.
(b) Application
(i) The type, mark, or serial number, etc, of the equipment to which the
instruction is to be applied
(ii) Whether equipment is applicable to:
(aa) Shore based aircraft
(ab) Ship borne aircraft
(ac) Both ship borne and shore based aircraft.
(c) Reason for the Instruction Particulars of the defect or circumstances giving
rise to the instruction in amplification of the brief particulars in the title.
(i) For in-use equipment:
(aa) Time limits.
(ab) Details of inspection and remedial action
(ii) For stored equipment:
(aa) Time limit and applicability to stored items.
(ab) Any variation in procedure specified in(d)(i) above.
(e) Recording. This states where fulfillment of the instruction is to be recorded,

and the place in the Servicing Schedule where a note is to be made of the Servicing
Instruction.
(f) Reporting. This section is to state what concurrent reporting action has been
or will be taken, eg: MOD Form 765/A20 reference, MOD Form 760/A21 reference,
Process Sheet amendment reference, S2022 reference.
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ANNEX D Chapter 1
SERIOUS DEFECT SIGNAL AND SERIOUS DEFECT INSTRUCTION –

FORMAT AND PROCEDURE
1. SERIOUS DEFECT SIGNALS (SDS)
(a) Addresses SDS are to be addressed as follows:
ACTION ADDRESSEE
FONA
INFO ADDRESSEES
NHQ, AA, Units operating type of aircraft, NAQAS, NASDO, Concerned

Repair Yard, RAQAS & Depots.
Note: - SDS are not to be passed to Ships or Air Stations other than as above.
2. FORMAT
(a) Precedence: Not lower than PRIORITY for Action Addresses, not higher than
ROUTINE for Information Addresses.
(b) Addresses an in para 1. a. above.
(c) Security Classification: As appropriate to the equipment and its effect on the
operation of the aircraft but not less than Restricted.
(d) Signal DIG Code: NDM/NDF/NDH
Text
(a) Serious Defect Signal (Title).
(b) Aircraft Type and/or nomenclature of main equipment.
(c) (i) Serial number of aircraft/engine, weapon system, mark and reference
number as applicable.
(ii) Originator reference number.
(iii) Defect report reference number.
(iv) Incident/accident signal reference, if applicable.
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(d) (i) Stores reference, part number and nomenclature of defective
item/component.
(ii) Modification state relevant to the defect.
(iii) Location of defective item within B. Quote AP Topic/Vol, Fig or Plate

number if possible.
(iv) Date installed, hours flown, number of landings, date last

inspection/service etc. List as applicable.
(e) Nature of symptoms/defect, how defect was found, probable cause, effect of
defect/failure.
(f) (i) Number of items examined at air station/unit.
(ii) Number of items found defective, and their serial numbers.
(g) (i) State recommended inspection and remedial action. Quote estimated
man-hours. State whether recommendation only on work or in hand.
(ii) Longer term recommendations if any (signal is not to be delayed

pending protracted investigation).
(h) Whether defective item/s held or forwarded (eg direct exchange, direct feed-
in, ESD parent station). If forwarded, state despatch details and consignee.
3. SERIOUS DEFECT INSTRUCTIONS (SDIs)
(a) SDI will be promulgated as NA General messages by IHQ

MoD(Navy)/HQNA.
(b) All replies to SDIs must cross refer to NA message.
4. FORMAT
(a) Precedence: Priority or above for action addresses. Routine for information
addresses unless circumstances dictate otherwise.
(b) Addresses: All Aviation units.
(c) Classification: Restricted or above depending on equipment or operational

effect.
(d) DIG Code: NDM/NDF
(e) Text: Title (see para 3. b.) and RN applicability (see para 3. d.)
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Paragraph 1: Applicability and description of the defect. This can be either a simple
statement or repeat (or partial repeat) of the originating Defect Signal. In the later case the
repeat of the signal will be preceded by "The following is the (amended) text of ..............
quote" and paragraph 1 concluded with "unquote".
Paragraph 2: Immediate remedial action required together with the periodicity.
Paragraph 3: Reporting action.

Paragraph 4: Recommended follow up action by IHQMOD (Navy).
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ANNEX E Chapter 1
TALES QUERY
TEL: Fax: E-mail:

Customer code Customer Query Sl No. Date:
NAQAS/Q/SH/ / 2006
No. of pages:
Enclosures:
OEM (Address) FAO FAX No
Subject:
AP/SB details/ Reference:
Reply by date:
TOPIC
1. Text of Query
Sd/-
(CQA)
NAQAS
OEM Ref: Date received:

response
(Text of OEM response typed here or as copy enclosed)
Follow up action:
NAQAS data entry inward number: Date:

Copy to:
IHQ MoD (Navy) FAO DNAM FAX NO
HQNA FAO CSO (Tech) FAX NO
UNIT FAO SAEO/SALO FAX NO
Respective RAQAS FAO CQA FAX NO
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Chapter – 2
OPERATIONAL SERVICING OF NAVAL AIRCRAFT
CONTENTS
Article
0201 General
0202 CA releases (for western origin aircrafts only)
0203 Nuclear weapon system clearances
0204 Thermal effects on airborne conventional armament stores and equipment
0205 Exceeding limitations on the ground
0206 Execution of servicing work
0207 Concept of operations
0208 Concept of servicing
0209 Inspect and repair as necessary (IRAN)
0210 Servicing Organisation
0211 Serviceability of aircraft
0212 Clearance for flight
0213 Pilot’s acceptance of aircraft
0214 Technical debriefing of aircrew after flight
0215 Servicing of aircraft by aircrew
0216 Continuous charge operation (CCO)
0217 Servicing of nuclear weapons and systems.
0218 Servicing of survival equipment and flying clothing
0219 Servicing of LP air starters and FR pods.
0220 Preparation of aircraft for VVIP/VIP flights
0221 Servicing of uninstalled role change equipment
0222 Servicing of aircraft wheels.
0223 Unallocated
0224 Maintenance of aircraft mounted small arms.
Annex
A Definitions of lines and depths of maintenance
B Continuous Charge Operation-exceptions to specific procedures
C Additional engineering procedure-VVIP/VIP flights in aircraft
0201. GENERAL
1. The instructions relating to the operation of naval aircraft are contained in INAP 2.
Only those which may also affect the maintenance of naval aircraft have been included in
this chapter.
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2. This chapter also contains some of the more fundamental matters concerning the
servicing of naval aircraft and associated equipment. In certain cases, these are covered in
more detail in subsequent chapters.
3. The definitions of Lines and Depths of maintenance are given in Annex A to this
chapter.
0202. CA RELEASES (for Western origin aircraft only)
1. The CA release is the prime authority for determining the role in which an aircraft
may be used, the stores which it may carry in that role and the minimum modification
standard required for that role.
2. Naval aircraft are to be operated within the limitations laid down in the CA Release
or equivalent document issued by IHQ MoD (Navy). The responsibility for ensuring that
these limitations are not exceeded rests with Commanding Officers.
3. Ship or air station Air Engineer Officers are responsible for ensuring that the non-
embodiment of any modifications, or the deferring of any defects, which affect the release
limitations for the aircraft are entered in the Aircraft Servicing Form. They are also
responsible for taking the appropriate action should release limitations be inadvertently
exceeded.
4. Prototype aircraft may occasionally be attached to ships and air stations for trials.
These aircraft are not usually given a CA Release. Consequently they may only be flown
by specially qualified pilots and after a CA Technical Clearance has been given. The only
pilots permitted to fly these aircraft are:
(a) Firm's test pilots.
(b) IN and IAF test pilots temporarily attached to an establishment for test flying
duties.
(c) Pilots of the Air crew Instrument Rating Categorisation & Standardisation
(AIRCATS) who have been specially authorized, subject to the conditions
detailed in the Trials Programme. The Trials Instructions issued for deck landing
and other Service trials are considered to constitute the Technical Clearance.
0203. NUCLEAR WEAPON SYSTEM CLEARANCES
1. Nuclear Weapon System Clearances, although referred to in each CA release

issued for Naval aircraft with a nuclear capability, are promulgated separately.
2. These clearances are the only source of guidance on the conditions and limits
which govern the storage, handling, servicing, loading, flying and release of nuclear stores.
They must, however, be studied in conjunction with the CA release for the aircraft
concerned.
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3. Commanding Officers are to ensure that all those officers and maintenance
personnel who are concerned with the Nuclear Weapon Systems capability, have the
opportunity to study and in certain cases retain the appropriate Nuclear Weapon System
Clearance.
0204. THERMAL EFFECTS ON AIRBORNE CONVENTIONAL ARMAMENT STORES

AND EQUIPMENT
1. Armament stores and equipment carried by high speed aircraft may be subjected to
kinetic heating effects and under certain circumstances may exceed limiting temperatures.
2. Temperature limitations for stores and equipment carried are detailed in the
appropriate Air Publications.
3. Instructions for disposal of stores which have exceeded their temperature limitations
are given in BR 862 - NAVAL MAGAZINE AND EXPLOSIVES REGULATIONS.
0205 . EXCEEDING LIMITATIONS ON THE GROUND
1. In extremes of temperature or in high winds it is possible for release or design

limitations for an aircraft or its components to be exceeded on the ground.
2. At ambient shade temperatures of 35°c and above, the safe limiting temperature of
ejection seat primary cartridges may be exceeded if aircraft are parked in direct sunlight
with canopies closed. Under such conditions aircraft are, whenever practicable, to have
either canopies open or canopy covers fitted.
3. In ambient temperatures below 0°c certain fuels used in naval aircraft may freeze or
yield wax-like precipitates which can block fuel system filters. Fuels such as DIESO 47/20
must not be used or mixed with other fuels below 0°c.
4. In high winds care is to be exercised when parking aircraft with wings or nose
sections folded.
0206. EXECUTION OF SERVICING WORK
1. On no account is aircraft servicing work permitted to be carried out as an evolution

or in the form of a general drill. But as a part of training during OJT the trainees when
attached to Sqdn/II/III/IV line organisations may be permitted to be associated with aircraft
maintenance work under close supervision. Maintenance personnel are always to be given
sufficient time to ensure that the work is carried out properly.
2. Proper precautions are to be taken when work on a servicing job is stopped for any
reason, or handed over to other maintenance personnel, to ensure that no part of the job is
overlooked. Care is also to be taken that unscheduled stoppages during the progress of
servicing work are kept to the minimum.
0207. CONCEPT OF OPERATIONS

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1. Naval aircraft operations are conducted under either a "Normal" or "Continuous

Charge" concept. Detailed instructions for the technical preparation of Aircraft for flight,
and for the transfer of charge of aircraft operating under these concepts, may be found in
the appropriate chapters of this publication, supplemented where necessary in INAP-2 and
INAP 100N-0101, INAP 100N-0100-G5 and Maintenance Schedules of Soviet origin
aircraft.
2. Normal Operation. Naval aircraft are considered to be under normal operation when
charge of the aircraft to be flown is passed, for the next planned flight only, from the
custodian responsible for the technical preparation of the aircraft to authorised air crew;
the aircrew assumes charges on completion of the First Pilot's Acceptance Certificate .
Note: - Definition of a 'flight' for the purposes of aircraft servicing regulations, a flight is
defined as a period of operation during which an aircraft remains manned by the same first
pilot, the engines are kept running and no turn round operations other than refueling takes
place.
3. Under normal operating procedures flight servicing work is usually undertaken by

technical personnel. Exceptionally, qualified air crew may undertake the work, but in all
cases completion of Flight Servicing is to be certified on the pilot's acceptance log. For
those aircraft cleared for engine(s) running under continuous charge rules (Article 0216
and Article 4107), non-certified engine(s)/rotors running refueling may take place at any
time to enable a planned flight to be completed providing no mandatory servicing or
replenishments are due. .
4. In general, normal operation procedures allow an aircraft, which has been prepared
for flights to be held, ready for flight, for a period of up to 24 hours without further Flight
Servicing except for a Before Take off Servicing (BTOS).
5. Continuous Charge Operation Naval aircraft are considered to be under Continuous

Charge operation when charge of the aircraft to be flown is passed, for a period of multi-
flight operation, from the technical custodian to authorised aircrew on completion of the
First Pilot's Acceptance Certificate in aircraft Form A 700.
6. Under the continuous Charge operation procedure, charge of the aircraft for the
period is vested entirely with the First Pilot of the Aircraft and all Flight Servicing, which
becomes due during the period of Continuous Charge, is the responsibility of the First Pilot
of the Aircraft. Certification of servicing is not required on the MOD Form 705/Part 3 of
A700, but certain essential records are maintained by the First Pilot on the MOD Form
705E/Part 3 of Form 700 held by the aircrew.
7. The requirement to perform any maintenance other than Flight Servicing on an

aircraft under Continuous Charge operation will terminate the period of Continuous Charge
except as authorised by Article 0216.
8. The responsibility for Flight Servicing requires that only First Pilots who are fully
qualified to inspect (QI) and sign (QS) may take charge of aircraft under Continuous
Charge operation (but see Chapter 2 Annex B Para 2).
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9. Continuous Charge operation procedures allow for crew changes and Turn Round
Servicing to be completed with engine(s)/rotors running, at the discretion of the First Pilot
of the Aircraft, except when specifically forbidden for safety or technical reasons.
10. Continuous Charge operation does not require less flight servicing between flights
than normal operations, only less certification, but it provides a more flexible framework for
completion of the required servicing. It is therefore particularly suited to operations
requiring recoveries away from the parent ship, or which require an essentially continuous
period of flying or for pre-planned multi-flight operations when limited technical support is
available.
0208. CONCEPT OF SERVICING
1. Naval aircraft are maintained in a satisfactory material condition through-out their

service life by carrying out a number of routine servicing operations. These operations and
their periodicity are laid down in the Routine Servicing Schedule for the aircraft type. They
are mandatory within the latitudes specified in Chapter 3. The majority can be carried out
using the 2nd Line Servicing resources available in an operational unit. Some, normally
long periodicity operations, may require deeper servicing resources.
2. Due to the variations in the environment in which Naval Aircraft have to operate,
and to differences in the maintenance standards achieved by units, these routine servicing
operations may have to be augmented by further servicing work. This work is not
scheduled and its extent is determined by a survey of the state of an aircraft. It may range
from simple measures carried out by operational units to overcome easily detected
material deficiencies to deep servicing work requiring extensive resources which can only
be carried out in the Support Organisation.
3. Routine servicing operations are based on purely engineering factors. They may,
however, have to be modified to some extent due to operational, manpower, financial and
other factors. The factors applying to in-use aircraft are somewhat different from those
applying to reserve aircraft, consequently, differing servicing procedures are used. The
additional servicing operations required to transfer an aircraft from in-use servicing
procedures to storage servicing procedures and vice versa are listed in PREPARATION
FOR STORAGE AND DEPRESERVATION FROM STORAGE schedules respectively or in
relevant Inspection and Maintenance Guide/Maintenance Requirement Card/Operating
and Maintenance Instructions.
4. When in-use aircraft are being worked on, or are not required to be serviceable,
certain routine servicing operations falling due may be postponed until the aircraft is
required to be made serviceable again. This state, if prolonged, leads to bunching of
routine servicing operations and can be uneconomical in effort. Aircraft may therefore be
placed in a state of suspended servicing during which certain routine servicing operations,
irrespective of whether they fall due in the period of suspension or not, are postponed. The
servicing operations, which may not be postponed, are laid down in the servicing schedule.
The period of time for which an aircraft may remain in suspended servicing is specified in
Chapter 3. During non flying period only calendar based operation can become due and
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these must be carried out when due as specified as non deferrable in the aircraft
maintenance schedules, otherwise their completion may be deferred until the end of the
non flying periods. Maintenance in this manner may continue indefinitely unless storage is
considered to be more appropriate.
5. Reserve aircraft needs to be put in storage unless period is below five weeks (or as
specified in respective aircraft manuals), such reserve aircraft must be subjected to
specific husbandry operations with dedicated job cards. Station quality assurance cells are
to take routine quality checks while the aircraft is in storage. The allotting authority of the
aircraft must specify the reserve period and plan the allotment of the aircraft to user unit for
undertaking comprehensive procedure of depreservation / removal from storage.
6. Serviceable reserve aircraft not required for immediate issue or to be taken in hand
for work are normally to be placed on the appropriate storage cycle. Alternatively they may
be placed on suspended servicing provided that the length of time allowed in Chapter 3 for
this state is not exceeded
0209. INSPECT AND REPAIR AS NECESSARY (IRAN)
1. The principles of IRAN are to be followed in order to optimise cost effective repair.
The rework of all material to serviceable condition shall consist only of those Inspections,
Tests, Repairs or Replacements necessary to achieve 'Fitness for Purpose' for a further
period of service stated in flying hours or calendar terms.
2. IRAN principles are to be applied at all lines of Aircraft and Component servicing,
including work undertaken for other Indian Armed Services, unless otherwise directed by
the Engineering Authority.
3. Principles
(a) Scheduled Servicing For Scheduled servicing the extent and nature of
inspection is prescribed in the relevant publications/technical directives. The period
of service for areas/items subject to periodic inspection or removal from aircraft
shall normally be until the next inspection or removal. In circumstances where
greater cost effectiveness may be achieved although fitness for the full scheduled
periodicity cannot be confidently predicted, the requirement for any intermediate or
out of phase inspection is to be entered in the relevant documentation.
(b) Unscheduled Servicing Defect rectification is also to be undertaken in

accordance with IRAN principles. In this case the inspection and testing should be
limited to that needed to identify the cause of the defect, to prove that the defect has
been rectified and to ensure no new defect has been introduced by disturbance of
systems or components. The further period of service is to be assessed locally,
taking into account the implications of failure, and should not be usually less than
three months. Any requirement for later assessment is to be entered in the relevant
documentation.
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4. The success of IRAN depends upon a thorough mutual understanding of the
principles involved. To establish appropriate IRAN standards every opportunity should be
taken by Squadron AEOs/ALOs and Unit concerned Officers to accompany
NAQAS/RAQAS teams carrying out Aircraft Surveys.
0210. SERVICING ORGANISATION
1. Squadron Organisation
(a) Servicing of squadron aircraft is carried out by a servicing organisation

forming an integral part of the squadron. Air Engineer Officers and Air Electrical
Officers are appointed to squadrons to manage the servicing organisation and to
assist and advise the Squadron/Flight Commander on aircraft maintenance matters.
(b) Proper co-ordination of squadron flying and maintenance tasks is essential if

effective use is to be made of available resources.
(c) The squadron servicing organisation is equipped and complemented to carry

out Depth A servicing of its aircraft and associated equipment when installed.
Additional ratings may be included in squadron complements for loan to the ship or
air station to which the squadron is attached.
(d) These resources determine the capability of the squadron to carry out other
servicing work. Defect rectification within the squadron servicing organisation is
normally on repair by replacement basis. Using squadron resources embodies only
high priority modifications. (see Chapter 10).
2. Independent Inspection of Squadron Servicing: Servicing of aircraft is subject to

close and independent inspection. The immediate responsibility for ensuring that proper
technical practices are used and satisfactory standards of servicing are achieved by a
squadron servicing organisation rests with the Air Engineer Officer and Air Electrical
Officer of the ship or station to which the squadron is attached.
3. Support Organisation
(a) Although squadron servicing organisations can operate independently, they

require servicing support. Such support includes.
(i) Bay servicing and rectification of defects in components and

equipment when uninstalled.
(ii) Routine servicing operations requiring facilities beyond those provided

at First Line.
(iii) Embodiment of modifications beyond squadron capacity.
(iv) Other servicing work beyond the resources available in squadrons

such as defect rectification and repairs.
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(v) Provision of replacement aircraft and work associated with reserve
aircraft.
(b)Support is provided by:
(i) Ships and Air Stations.
(ii) NAY (K)
(iii) NAY (Goa) /BSF (Rajali)
(iv) Civilian Repair Organisation
(v) Naval Aircraft Support Units e.g. NASDO, NAQAS, RAQAS etc.
0211. SERVICEABILITY OF AIRCRAFT
1. An aircraft is serviceable only when no further servicing work other than a Flight
Servicing is required before it can be cleared for flight.
2. An aircraft is unserviceable:
(a) When it is due for a routine servicing operation, change of lifed component,
compliance with a technical instruction or rectification of deferred defect.
(b) When it is known to have, or is suspected of having, a defect or is in a

material condition which renders it unfit for immediate use.
(c) When it is being worked on for any reason other than a Flight Servicing.
3. Recording of Unserviceability
(a) It is a basic necessity that whenever an aircraft is unserviceable; the fact is to

be recorded in the aircraft servicing form. If the aircraft is unserviceable for any
reason including routine servicing operation, the entry is to be made in the change
of serviceability log of the aircraft servicing form. These entries may be made by
any person considering the aircraft to be unserviceable. The routine servicing
operation must be documented in both ‘Routine Servicing Certificate’ and ‘Change
of Serviceability Log’. Unserviceability of the aircraft arising during the Routine
Servicing is also to be recorded in the ‘Change of Serviceability Log’. A master job
card (Form A 706) is also to be raised for all routine servicing operations beyond
daily inspections.
(b) Detailed instructions for placing aircraft unserviceable are given in Chapter
22.
4. Flight Servicing
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Aircraft are not placed unserviceable when due for a Flight Servicing and no entry is
made in the Aircraft Servicing Form when Flight Servicing is due.
0212. CLEARANCE FOR FLIGHT
1. An aircraft is cleared for flight by a signature of the Flight Servicing Inspector in the
Aircraft Servicing Form.
2. Detailed instructions stating what this signature certifies are given in Chapter 22. It
certifies that:
(a) From a check of the Aircraft Servicing Form the aircraft is serviceable.
(b) The appropriate Flight Servicing Inspection has been carried out.
3. Only Air Engineer Officers, Air Electrical Officers, specifically authorised supervisory
sailors and when detached from technical assistance, aircrew holding a QS qualification
are permitted to clear aircraft for flight.
4. Local Organisation must ensure that no person is allowed to enter the cockpit or
carry out any work on an aircraft cleared for flight unless specifically authorised.
0213. PILOTS ACCEPTANCE OF AIRCRAFT
1. Aircraft flight acceptance is carried out by the Pilot by an examination of the Aircraft
Servicing Form (Chapter 22 refers) and by checks on the aircraft prior to commencement
of a flight.
2. Checks on the Aircraft
(a) The pilot is to carry out such checks as detailed in the Flight Reference Cards
or other instructions for the aircraft. These checks are vital since it is possible for an
aircraft to be cleared for flight although not in a fit condition for flight due to wings or
rotors being folded, covers and blanks still in position etc.
(b) Under operational conditions it is not always possible for the pilot to carry out
these checks personally. In such circumstances arrangements must be made for a
responsible sailor to carry them out and to report personally to the pilot that they
have been done. The pilot is responsible for ensuring that this report is made before
attempting to take off.
0214. TECHNICAL DEBRIEFING OF AIRCREW AFTER FLIGHT
1. After-flight, the first pilot is to complete and sign the After Flight Certificate in
Section 4 or part three of the Aircraft Servicing Form and, in conjunction with other aircrew
members, enter any defects in the Change of Serviceability Log. The signature in the After
Flight Certificate also certifies where applicable that the Assisted Escape System has been
placed in the PREFLIGHT condition.
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2. Any in-flight defect is to be entered in the Change of Serviceability log personally by
the aircrew and should be followed by a detailed debrief by the aircrew to the Air Engineer
Officer/ Air Electrical Officer and the maintenance team to avoid loss of any vital
information which could be crucial for an effective DI/DR. The debrief should include
details of aircraft behaviour in flight, parameters observed, circumstances leading to
observation of defect, intermittent nature of the symptoms(if applicable), details of in-flight
observations/analysis carried out by the aircrew etc. Proactive interaction between aircrew
and maintainers is vital for an effective DI/DR.
3. A significant proportion of defects reported by aircrew result in components,

particularly radio, electrical, and instrument components, being removed from aircraft and
subsequently found to have no fault. To avoid unnecessary expenditure of time, manpower
and spares and the loss of aircraft availability, full and complete debriefing of aircrew by
qualified maintenance personnel is essential.
0215. SERVICING OF AIRCRAFT BY AIRCREW
1. Aircrew are permitted to carry out flight servicing on aircraft if they are Qualified to
Sign (QS) and Qualified to inspect (QI) on the type of aircraft concerned. The qualifications
do not permit aircrew to rectify defects or carry out other routine or non-routine operations
except for the following:
(a) Compass swings and adjustments.
(b) Test flights, taxi tests and in-flight functional checks.
(c) Functional tests when no facilities exist for routine servicing to be carried out.
(d) Engine ground runs.
2. Detailed information concerning the QS/QI for aircrew is contained in INAP 2 Article
2212.
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0216. CONTINUOUS CHARGE OPERATION (CCO)
1. The following procedures apply to Naval aircraft on Continuous Charge Operation:
(a) Preparation for CCO Normal aircraft preparation procedures apply except
that:
(i) A MOD Form 705C or Form A700 is raised and placed in the MOD
Form 700 Pt. 4or Form A700 over the current MOD Form 705, or Form A700
prior to the aircraft being declared available for acceptance by the aircrew.
(ii) A MOD Form 705E OR form A700 is raised and completed with the
forecasts of Flight and routine Servicing operations due. The MOD form
705E or Form A 700 prepared for a period of Continuous Charge is to be
handed by the FSI to the First Pilot of the Aircraft when he accepts the
aircraft for CCO, and passed to the incoming First Pilot when crew changes
take place.
(b) A Continuous Charge period commences when the First Pilot of the Aircraft
accepts a prepared aircraft for flight by signing the Acceptance Certificate on both
lthe MOD Forms 705 and 705C or Form A700 and TA 700. At the same time the
First Pilot is given a MOD Form 705E or Form TA 700 for retention.
(c) General Procedures applicable during CCO.
(i) All Aircraft. Uncertificated Turn-Round-Servicings (TRSs) are required

between every flight but the content will vary depending on the servicing
operations due. A TRS may be undertaken with engine(s)/ rotors running at
the discretion of the First Pilot of the Aircraft, unless an "engines(s)/rotor(s)
stopped" servicing operation is due (but see paras 1(c) (x) and (xi) below.
(ii) The completion of flight servicing due is the responsibility of the First
Pilot of the Aircraft and is to be recorded in accordance with Chapter 3.
(iii) Any number of First Pilot changes may take place during a period of
CCO.
(iv) First Pilot changes require entries in the current MOD Form 705C, or
form A700 in accordance with Chapter 22.
(v) The incoming First Pilot of the Aircraft is responsible for completion of
any TRS required before the next flight.
(vi) The First Pilot may leave the aircraft between flights, but he remains
responsible for the custody, armament safety and security of the aircraft at all
times. If, after a crew change, the incoming First Pilot does not intend to man
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the aircraft for flight immediately, he is nevertheless to attend the aircraft to
establish its state as soon as possible after hand over.
(vii) Loading/arming, re-arming, and de-arming/unloading of expendable

stores may take place using standard armament procedure sheets and MOD
Form 705D certification or Form A700.
(viii) A "Before Take-off" Servicing may be waived when the aircraft

remains fully manned, without crew changes, between flights.
(ix) No routine or unscheduled work is to be carried out on the aircraft

(see also Article 0215).
(x) Rotary wing aircraft only. A crew change is permitted with

engine(s)/rotors running, at the discretion of the First Pilot of the Aircraft.
Refuelling, loading/arming, re-arming, de-arming/unloading are also
permitted with engine(s)/rotors running where appropriate armament
procedure sheets have been specifically authorised.
(xi) Fixed wing aircraft only. Crew changes, refuelling, loading/arming, re-
arming, de-arming, de-arming/unloading are not permitted with engine(s)
running except as allowed in Chapter 2 Annex B.
(d) A period of CCO ceases when:
(i) First Pilot of the Aircraft completes the After Flight Certificate on both
the MOD Forms 705C and 705 or form A700 Pt. 3 (whether or not the aircraft
is otherwise Serviceable or Unserviceable for flight), or,
(ii) A routine servicing operation becomes due, or,
(iii) An after flight servicing becomes due (Chapter 3).
(e) Action required on completion of CCO
(i) The MOD Form 705E, or Form TA700 Pt. 3 containing records of TRS
completed during the CCO is to be returned by the last First Pilot of the
Aircraft to the FSI for transcription as required into MOD Form 705 or Form
A700 Pt. 3 and other MOD Form documentation.
(ii) The MOD Form 705C or supplementary Pt. 3 Form A700 pages (if
raised) may be destroyed once all accepted defects recorded on MOD Form
705C or form A700 have been transferred to the MOD Form 700 Pt. 5
(Change of Serviceability Log).
(iii) MOD Forms 705D or supplementary Pt. 3 pages of form A 700 raised
during the CCO may be destroyed after 7 days once the Unloading
Certificate in the MOD Form 705 has been completed.
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0217. SERVICING OF NUCLEAR WEAPONS AND SYSTEMS.
1. All concerned with the handling, storage and servicing of nuclear weapons and their
associated weapon systems must be made fully aware of the need to maintain the highest
standards of workmanship and supervision. They must be thoroughly conversant with the
regulations and procedures applicable to nuclear weapons.
2. No latitude whatsoever is permitted in applying these regulations and procedures.
0218. SERVICING OF SURVIVAL EQUIPMENT AND FLYING CLOTHING
1. Inspections of survival equipment and flying clothing are to be carried out in

accordance with the relevant group 108 Air Publications.
2. Owing to the complex lifting of certain items contained within survival equipment
and flying clothing, the servicing periodicities laid down in INAP 108-0001-5F(N) are to be
observed except, when special authorisation is granted for operational necessity.
3. Items of survival equipment, which are held on aircraft charge, may be treated as
replacement components thus enabling ship or air station spares and equipment from
aircraft undergoing long term maintenance to be fully utilised. This policy also assists SE
sections to even out the work load and reduces the need to rush equipment servicing.
4. The success of the system depends on Squadrons and SE Sections ensuring that
Equipment Labels, Form IN 815 series/MOD Form 731 accompanying equipment are
properly completed. Form IN 324 action should be taken where necessary.
5. Entries on MOD Form 715 Section 2A - Transfer details, are to be limited to those
required when returning unserviceable items.
0219. SERVICING OF LP AIR STARTERS AND FR PODS.
1. LP Air Starter Pods are to be treated as airborne equipment, although LP Air Starter
Pods may be used on flight decks as ground equipment.
2. Servicing, maintenance and functional testing is to be carried out in accordance with

the appropriate servicing schedule. Checking on transfer is to be carried out in accordance
with the checking list contained in the air publication for the item. Items not in use are to be
placed in storage in accordance with topics 5N, 5P & 5Q of the air publication or
appropriate publications on storage and preservation procedures.
3. (a) Servicing work carried out on LP Air Starters is to be recorded in the

Servicing Form for these items (Form A 700a). Component Record/Log Cards are
to be maintained for each pod. When attached to an aircraft, the Record/Log Cards
are to be inserted in the Aircraft Log Book (MOD Form 700A).
(b) Servicing work carried out in Tank Servicing Bays on Flight Refuelling Pods
(FRPs) is to be recorded on the Form A 700a which acts as a Log Book. Servicing
work carried out on FRPs when fitted to an aircraft is to be recorded on the MOD
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Form 738. When FRPs are returned from an aircraft to Tank Servicing Bays
information from the MOD Form 738 is to be transferred to the Log Book (Form A
700 a). Component Record/Log Cards are to be maintained for each FRP. When
attached to an aircraft, the Record/Log Cards are to remain in the Tank Servicing
Bay in FRP Log Book (Form A 700a).
4. The relevant Air Publications are:
(a) AP 119F-0303 and -0308 series for LP Air Starters.
(b) AP 106E-0401 series for FR Pods.
0220. PREPARATION OF AIRCRAFT FOR VVIP/VIP FLIGHTS
1. Naval aircraft will, on occasions, be tasked to transport VVIP/VIP. Such flights or

series of flights may only be authorised by IHQ MoD (Navy)/Administrative authority. The
definition of VVIP/VIP Flight is given in INAP 2 Article 0406.
2. In the selection, preparation and servicing of appropriate aircraft for VVIP/VIP flying
tasks special emphasis is placed on measures adopted to ensure utmost safety and to
minimise interruption to VVIP/VIP programmes due to unserviceability.
3. The required engineering standard is defined :
(a) Additional quality assurance measures and procedure of a general nature

concerned with supervision, personnel, access to selected aircraft etc.
(b) Specific technical requirements relevant to the aircraft modification state,

application of non-recurrent technical instructions, component live and any required
adjustment of routine servicing periodicity.
4. The additional measures/procedures and special checks on aircraft required to be

applied to such VVIP/VIP flights are specified in INAP 2 Article 0409, relevant aircraft
(I)NTIs and in Chapter 2 Annex C.
0221. SERVICING OF UNINSTALLED ROLE CHANGE EQUIPMENT
1. All uninstalled items of role change equipment held on squadron, ship, or air station
charge, not currently subject to periodic servicing, are to be examined visually for corrosion
and deterioration every fourteen weeks. As far as practicable, checks on uninstalled
equipment are to be carried out as follows:
(a) Inflatable or pressurized equipment - to be checked for leaks.
(b) Electrical and electronic equipment - to be bench tested.
(c) Mechanical equipment - to be functionally tested.

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2. The modification standard of all equipment is to be periodically checked and all

outstanding modifications, for which sets are available, embodied. Where the embodiment
of modifications is beyond unit capacity, reports are to be made to Administrative
Authorities, indicating the outstanding workload and requesting assistance.
3. Uninstalled periodic servicing and maintenance is to be recorded and certified on a

Job Card General, MOD Form 720M or Form A 703. For defects on equipment applicable
to aircraft subject to Maintenance Data System recording the MOD Form 720 C or D, as
appropriate, is to be used.
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0222. SERVICING OF AIRCRAFT WHEELS
1. Inspection of aircraft wheels is to be carried out in accordance with the relevant air
publications.
2. Where non-destructive test techniques have been incorporated in the relevant Topic
5G schedules, or relevant equipment publications they are to be carried out every outer
cover change.
3. Aircraft wheels are not lifed, do not require record/ log cards and will continue in
service unless:
(a) Visual inspection on routine maintenance reveals defects requiring return for
reconditioning.
OR
(b) Specified defect limitations are exceeded. In this case the items will be
scrapped.
4. Before any wheel is returned to the manufacturer for repair or reconditioning, the
relevant NDT examination is to be carried out. If this reveals any crack, even within
specified service limits, the wheel is not to be returned to the manufacturer but is to be
scrapped locally.
5. Servicing of aircraft wheel is to be recorded ands certified on a job card General,

Mod Form 720M or A 703. For defects on wheels applicable to aircraft subject to
maintenance data system recording the Mod Form 720C or D, as applicable, is to be used.
6. Personnel carrying out NDT inspections are to have satisfactorily completed a

recognized course in accordance with chapter 7.
0223. UNALLOCATED
0224. MAINTENANCE OF AIRCRAFT MOUNTED SMALL ARMS.
All aircraft mounted small arms, machine guns and pyrotechnic pistols are to be
maintained in accordance with the relevant Air Publication.
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ANNEX A Chapter 2
jkDEFINITIONS OF LINES AND DEPTHS OF SERVICING
LINES
(a) First Line. The servicing organisation immediately responsible for both the
preparation for operation and the initial diagnosis of defects of complete aircraft, weapons
systems or ground radio installations.
(b) Second Line. The servicing organisation under the command of the Commanding
Officer of an air station, ship or unit, established to provide support for those types of
aircraft, weapon systems or ground radio installations operated at that air station, ship, unit
or workshops, but excluding the organisation within first line.
(c) Third Line. The servicing organisation within the Services, but excluding the
organisation within first and second line.
(d) Fourth Line. The industrial servicing organisation providing repair, modification and
reconditioning.
DEPTHS
(a) Depth A. That servicing which is directly concerned with preparing end items for use
and keeping them in day to day order. It may include such operations as functional
checking, replenishment, flight or daily servicing, diagnosis of defects, simple rectification
by replacement or adjustment, re-arming and role changing
(b) Depth B. That servicing which is required on end items and assemblies which are
temporarily unserviceable or which require servicing. This may include calendar operation,
operating hour based servicing, embodiment of prescribed modifications, bay servicing of
assemblies,and rectification of defects beyond depth A.
(c) Depth C. That servicing which is the repair, partial reconditioning and modification
requiring special skills, special equipment or relatively infrequently used capability which is
not economical to be provided generally, but which is short of complete strip,
reconditioning and re-assembly.
(d) Depth D. That servicing which is full reconditioning, major conversions, or such a
major repair as involves work of this depth.
d
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ANNEX B Chapter 2
CONTINUOUS CHARGE OPERATION - EXCEPTIONS TO

SPECIFIC PROCEDURES
1. Aircraft excluded from operations under Continuous Charge Operation procedures.

The following aircraft are excluded from the procedures governing continuous charge
operations:
(a) Sea Harrier FRS 51
(b) Sea Harrier TMK60
(c) Kiran
2. Aircraft taken on continuous Charge by NON-QFS AIRCREW. During Aircrew

training, and in training squadrons only, continuous charge operations may be authorised
where the first pilot(s) is (are) Non-QFS provided landings between flights to refuel or
change crews take place at a specified base at which that squadrons qualified
maintenance personnel are present to undertake (uncertified) Turn-Round-Servicing at the
request of the first pilot.
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ANNEX C Chapter 2
ADDITIONAL ENGINEERING PROCEDURES-VVIP/VIP FLIGHTS

IN INDIAN NAVAL AIRCRAFT
SELECTION OF AIRCRAFT AND PERSONNEL:
1. A co-ordinating Air Engineer/Air Electrical Officer is to be nominated to oversee the

preparation of the aircraft for VVIP/VIP flying duties and the execution of the VVIP/VIP
Flights. He is to be an Air Engineering Officer/Air Electrical Officer holding a Certificate of
competency and with type experience.
2. Only fully qualified maintenance sailors authorized by the Ship or Air station
AEO/ALO are to work on the selected aircraft. The number of sailors so authorized is to be
the minimum consistent with meeting the task. Authorised sailors are to be screened to
ensure that all possess efficiency assessment of “SAT” or better, and that there are no
welfare or other problems likely to affect their suitability for employment on VVIP/VIP
Flights. Arrangements are to made to ensure personnel continuity during both the
preparartion of the aircraft and the execution of the VVIP/VIP Flights.
3. Access to the selected aircraft is to be restricted to personnel authorized to work on

the aircraft, inspections staff and aircrew authorized to fly the aircraft.
4. The Ship or AirStation AEO/ALO is to conduct a review of the defect histories of

selected aircraft and of component health monitoring records. Any unsatisfactory defect
history or health monitoring trend is to be investigated and rectified. The review is to cover
a period of 3 months or 100 Flying Hours (whichever is the greater) preceding the first
VVIP/VIP Flight.
PREPARATION
5. All units involved in the preparation of the selected aircraft and the execution of the
VVIP/VIP flying task are to be subjected to task inspections upon commencement and
thereafter at routine intervals. Innspection reports are to be forwarded to the Administrative
Authority who is to ensure that appropriate corrective action is taken.
6. Preparartion of the selected aircraft is to include an inspection of the aircraft

material condition and documentation together with a Maintenance/Check test flight. All
defects likely to have an adverse effect on Flight Safety are to be rectified.
7. No work is to be self supervised with the exception of Non-Destructive Testing in

accordance with Article 0704.
8. Except as authorized by the Adminnistrative Authority:
(a) Sailors are only to work in their own trades.
(b) No work is to be supervised by Limited supervisory Sailors.

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9. During preparartion all limitations and deffered defects on the selected aircraft are
to be reviewed by the Ship or Air Station AEO/ALO; he is to refer any that cannot
reasonably be cleared and which could affect airworthiness or the fitness of the aircraft for
the intended task to the Administrative Authority. During any continuous period of
VVIP/VIP flying such review is to be repeated at regular intervals.
10. Trial installations fitted to the aircraft may be retained for VVIP/VIP flying only if
approved by IHQ MoD (Navy).
11. All local Technical Instructions and technical Memoranda applicable to the aircraft
type are to be vetted and approved by the Andministrative Authority before the VVIP/VIP
flight.
OPERATION
12. Any Limitation Log or Acceptable Deffered defects Log entries which are necessary
during a period of VVIP/VIP flying are to be signed only by the Ship or Air Station AEO
/ALO or the Co-ordination AEO/ALO. Any proposed entry that could affect the aircraft for
VVIP/VIP flying is to be reffered to the Administrative Authority before being signed.
13. Routine scheduled servicing is to be managed so that the number of operations

faling due during the period of VVIP/VIP flying is minimised.
14. No latitudes in compliance with scheduled servicing operations or deferment of

compliance with Technical Instructions beyond the time scale stated in Instructions are
permitted.
15. Final preparation of the aircraft for each VVIP/VIP Flight is to consist of:
(a) A BFS commenced not earlier than 8 hours before a planned take-off.
(b) A final loose article and security check, undertaken by a supervisory sailor, of
the cockpit, cabin, engine intakes and other areas specified by the Co-ordinating
Engineer.
(c) The Aircraft Captain’s pre-flight check. The Co-ordinating Engineer is to

accompany the Aircraft Captain during the check.
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Chapter 3
SCHEDULED SERVICING
CONTENTS
Article
0301 General
0302 Flight servicing
0303 Routine servicing
0304 Husbandry survey and corrosion supplement
0305 3000 series of routine servicing operations
0306 Cold weather servicing
0307 Routine servicing of soviet origin aircraft
Annex
A Layout of servicing schedules used on Seaking/Sea Harrier aircraft.

A1 Layout of servicing schedules used on other aircraft.
B Planning -Aid Movigraph Board (For Sea Harrier only)
C Software controlled flex ops Reforecasting (Sea Harrier Aircraft)
0301. GENERAL
1. This chapter contains the regulations relating to the use of schedules issued for:
(a) Flight Servicing
(b) Routine Servicing
(c) Associated Servicing
2. Naval aircraft and associated equipment are to be serviced in accordance with

servicing schedules issued by IHQ MoD (Navy).
3. The layout of the various servicing schedules used on Naval aircraft is given in
Annex A to this chapter.
4. Reserve aircraft are to be serviced in accordance with the instructions in Chapter 8 -

Servicing of Reserve Aircraft. The servicing of aircraft belonging to other Services or other
countries is covered in Chapter 16.
5. Instructions for the recording of scheduled servicing are given in Chapter 22 -

Recording of Servicing Work. All servicing operation and inspections must be certified
immediately on completion.
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6. Servicing schedules detail the minimum inspections and operations necessary to

maintain aircraft in a satisfactory material state when operating under average service
conditions. Whenever aircraft are required to operate in more severe conditions, these
inspections and operations should be increased by reducing the time between operations
or by calling-up additional inspections.
7. Servicing schedules are mandatory publications and detailed instructions governing

their use, which are included in each of the various schedules, are to be strictly adhered to.
8. For certain types of aircraft, detailed instructions for carrying out some of the
servicing operations laid down in the servicing schedules are given in Process Sheets.
0302. FLIGHT SERVICING
1. Flight Servicing is that part of scheduled servicing which is designed to prepare a

serviceable aircraft for flight, to sustain it in a airworthy condition between flights when a
further flight is planned, and to ascertain its serviceability after a period of flying.
2. Flight Servicing consists of:
(a) Before Flight Servicing (BFS)
(b) Before Take-Off Servicing (BTOS)
(c) Turn Round Servicing (TRS)
(d) After Flight Servicing (AFS)
(e) Arming, Re-arming and De-arming Servicing (ARDS)
3. Flight Servicing are to be carried out in accordance with Flight Servicing Schedules,
armament procedure sheets (Topic - 4T) and the following paragraphs:
4. Before Flight Servicing (BFS)
(a) BFS is the servicing required to confirm that an aircraft is fit to fly for one
flight or for the first flight of a period of planned flying.
(b) A BFS schedule comprises operations to check aircraft systems/structure for

potential flight safety hazards which may have arisen since the AFS, or as a result
of other maintenance activities.
(c) A BFS is to be carried out, whenever the last FS was an AFS, after
completion of all other maintenance, as late as practical (not normally more than
three hours) before flight.
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(d) A BFS is valid:
(i) Until the next AFS is called up if the aircraft flies or
(ii) For a period of 24 hours from its commencement when the aircraft is
not flown.
5. Before Take-Off Servicing (BTOS)
(a) A BTOS is the final servicing check to ensure than an aircraft is ready in all
respects for flight.
(b) A BTOS schedule comprises operations covering:
(i) Checks for removal of ground locks, covers, etc.
(ii) Checks of significant flight safety aspects, e.g. security of panels,

FOD hazards before engine starts, locks on folding sections of the
aircraft, etc.
(c) A BTOS is to be carried out immediately prior to all flights (see article 0215)
(d) A BTOS remains valid for as long as the aircraft remains manned by aircrew
to whom completion of a BTOS has been reported.
6. Turn Round Servicing (TRS).
(a) A TRS is variable content servicing required to prepare aircraft for flight
between all flights in a period of planned flying.
(b) A TRS schedule comprises operations covering:
(i) Mandatory Servicing. External checking of the aircraft for potential

flight safety hazards.
(ii) Periodic Servicing.Consumable replenishments and other operations

having a specific periodicity.
(iii) As Required Servicing. of specified consumables and other systems.
(v) Conditional Servicing. of specified systems based on environmental

operational considerations.
(c) A TRS is to be carried out between all flights during any period of planned
flying regardless of whether or not the aircraft is being operated under normal or
continuous charge procedures. (See Chapter 2 Article 0207 - Article 0215.) The
amount of servicing required between any two specific flights is to be determined by
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reference to the TRS schedule. The number of operations required will depend on
the following factors:
(i) Mandatory Servicing-Whether the TRS is to be undertaken

engine(s)/rotors running or stopped.
(ii) Periodic Servicing- the cumulative total of flying (or other usage units)
since last completion of individual periodic operations.
(iii) As Required Servicing- requests initiated by aircrew who have just

completed the flight.
(iv) Conditional Servicing- special requirements of the next flight.
(d) A TRS is valid for:
(i) The sortie immediately following its completion, or
(ii) For a period of 6 hours from completion of the last flight when the
aircraft is not flown.
7. AFTER FLIGHT SERVICING (AFS)
(a) An AFS is the servicing required to:
(i) Determine the serviceability of an aircraft after a period of planned

flying.
(ii) Carry out early preparation of an aircraft for its next flight or period of
planned flying.
(b) An AFS schedule comprises operations covering:
(i) Replenishment of all consumables.
(ii) Examination of the aircraft for defects which are not evident to the
aircrew during flight.
(iii) All flight servicing operations, included in the TRS, which have a
specified periodicity.
(c) An AFS is to be carried out:
(i) After every flight, unless a turn round servicing has been ordered in
accordance with Article 0302 para 6.
(ii) After any break in flying caused by unserviceability or routine servicing

within the provision of Article 0302 para 10.
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(d) An AFS is valid for a maximum period of:
(i) 36 hours from commencement of the first flight after completion of a

BFS or
(ii) 72 hours from commencement of an AFS where the aircraft is not

flown.
(e) Completion of an AFS always re-establishes the baseline for all Turn Round
Servicing periodic operations in the next Flight Servicing cycle.
8. FLIGHT SERVICING OF SOVIET ORIGIN AIRCRAFT:
(a) The principle of flight servicing in respect of Soviet origin aircraft is same as
that of other aircraft. The flight servicing, however, consist of four parts viz.
(i) Preliminary Preparation/Check Inspection
(ii) Preflight preparation/Inspection
(iii) Turn around or repeated flight preparation/line Inspection.
(iv) Post flight preparation/Inspection
(b) The flight servicing are carried out as per Maintenance Schedule or
Inspection and Maintenance Guide relevant to the aircraft which are promulgated in
four or five parts.
(i) Part I - Aircraft and Power Plant
(ii) Part II - Armament
(iii) Part III - Aircraft Equipment
(iv) Part IV - Radio and Electronic Equipment
(v) Part V - BC Equipment (IL-38 aircraft only)
(c) Preliminary Preparation and Check Inspection: These operations are

performed to check the aircraft for condition, to remove the faults detected and to
prepare the aircraft for future flights. As a principle, they are to be carried out
(i) A day before the flying.
(ii) After two consecutive days of flying.
(iii) Every 7 days if the aircraft has not flown.
(iv) After any flight, if no other flying is planned next day.

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However, due to operational considerations, the contents of the above

preparation and inspection can be carried out as PI every 7 days. A ‘Check
Inspection’ is undertaken on TU-142 M after every 07 days. In order to cater for
any unforeseen operational requirement a latitutde of +/-1 day may be permitted by
the technical officer as per para 15.
(d) Preflight Preparation/Inspection: These inspections are similar to BFS and

the validity laid down for BFS are also applicable for this inspection.
(e) Turn Around or Repeated Flight Preparation or Line Up Inspection: These

inspections are similar to TRS and the validity laid down for TRS are also applicable
for this inspection.
(f) Post Flight Preparation and Inspection: These inspections are similar to AFS
and the validity laid down for AFS are also applicable for this inspection.
(g) Subsequent references to BFS, TRS and AFS in this publication are to be
correlated appropriately to their equivalent nomenclature for Soviet origin aircraft as
indicated above.
9. Arming, Re-arming and De-arming Servicing.
(a) An arming, re-arming or de-arming servicing is the flight servicing necessary

to change the armament state of an aircraft pre, post or between flights, as
appropriate.
(b) Arming, re-arming servicing is to be carried out in accordance with

appropriate armament servicing schedules or armament procedure sheets.
(c) Arming, re-arming and de-arming is essentially an 'as required servicing

carried out as dictated by the operational programme.
10. Recording and Certification of Flight Servicing.
(a) During normal operations (see also Chapter 2 Article 0207) all Flight
Servicing operations (except BTOS) carried out by qualified technical or aircrew
personnel are to be recorded and certified on MOD Form 705/Form A-700 part 3.
(b) BTOSs do not require to be recorded or certified at any time. The first Pilot of
the Aircraft is responsible for ensuring that completion of the BTOS has been
reported by the technical or aircrew personnel undertaking it before launch.
(c) During a period of planned flying undertaken under Continuous Charge

conditions, the First Pilot of the Aircraft is responsible for the completion of all Flight
Servicing. Except for ARDS, Flight Servicing may be undertaken by qualified
aircrew or, at the request of the First Pilot of the Aircraft, by technical personnel. In
either case, certification of the Servicing is not required. However, for the purpose of
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accounting or control, records of specified operations are required and are to be
maintained by the First Pilot of the Aircraft on MOD Form 705/Form TA 700 part 3.
11. Flight Servicing required after routine or unscheduled maintenance.
(a) When an aircraft is placed unserviceable after flight due either to:
(i) A defect arising, or
(ii) A routine servicing operation becomes due
The minimum Flight Servicing required to prepare the aircraft for further flight is a
TRS and a BTOS. Where the extent of the unserviceability is considered by the
ATO, or Authorised Senior Sailor as SMS of a detached flight, to require additional
flight servicing to prepare it for further flight, an AFS is to be called up.
(b) When the need for any unscheduled work arises after completion of a BFS,
TRS or BTOS but before the next flight, the ATO, Authorised Senior Sailor as SMS
of a detached flight, is to decide that further Flight Servicing, if any, is required
before flight. Where the decision is made that no additional Flight Servicing (other
than a BTOS) is required the entry clearing the unscheduled work in the MOD
Form-700 Part 5/Form 700 Part 3 is to be annotated "No Flight Servicing required"
and initialed by the ATO or Authorised Senior Sailor concerned.
0303. ROUTINE SERVICING
1. Cold weather servicing. Routine servicing covers those operations required to

maintain an aircraft in a satisfactory material state and it is to be carried out in accordance
with the appropriate schedule.
2. Flexible Servicing: Under the flexible servicing system, each routine servicing
operation is identified individually and is allocated its own periodicity. This system allows:
(a) Use of flying hours, calendar or other convenient basis for operation
periodicity.
(b) Credit for routine servicing completed during rectification of defects.
(c) Flexibility to meet flying commitments since individual operations can be

anticipated.
3. Unallocated.
4. The Basic/Flexible Servicing Schedule comprises:
(a) Routine servicing operations, grouped by trade.
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(b) Husbandry Survey and Corrosion operations (see Article 0304).
(c) 3000 Series operations, grouped by trade (see Article 0305).
(d) Instructions for suspension of servicing/delayed scheduled maintenance.
(e) ECU Supplement.
(f) PBM Minimum Strip Condition.
(g) Pre-embarkation servicings.
(h) Cold weather servicing.
5. Pre-embarkation Servicing. Pre-embarkation servicing is to be carried out prior to

embarkation if called for in the servicing schedule whenever more than 7 days elapsed
since:
(a) The last deck landing.
(b) Completion of the last pre-embarkation servicing.
6. Operational Readiness Servicing Schedules (ORSS). Operational Readiness

Servicing Schedules for IN use, are prepared by IHQ MoD (Navy)/HQNA for a limited
number of aircraft types, and published as topic - 4U of the aircraft Servicing schedules.
For Russian origin aircraft, the above informations are contained in Operational
Contigency Servicing Schedule. The schedule contains information on the preparation of
aircraft for operational readiness and the minimum amount of servicing required to
maintain the aircraft and weapon system in this state for a period of up to 12 days
maximum. The schedules are for use in special circumstances only, as directed by the
appropriate Administrative Authority.
7. Calculation of Dates or Flying Hours when Servicing is Due. The date or flying
hours at which each operation is due on aircraft entering squadron service for the first time
since new (or in some cases since modernisation) is to be calculated as follows:
(a) Calendar Based Operations -From the date of receipt of the aircraft by the
User Unit.
(b) Flying Hour Based Operations - From zero flying hours for new aircraft or the
flying hours at which modernisation/ overhaul was completed, if appropriate.
8. Subsequent operations are to be timed from the date or flying hours at which the
operations were last completed and certified.
9. Whenever a major component is changed, the revised date or flying hours at which
operations affected by the change are carried out is calculated from the installation date or
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hours of the new or reconditioned component. For components transferred between
aircraft the due date or flying hours must be determined from previous aircraft records. The
ECU Supplement in the Basic/Flexible Servicing Schedule simplifies re-dating, recording
and certifying ECU operations when an ECU is changed.
10. Periodicity Changes and New Operations. When amendments to the Routine
servicing Schedule alter the periodicities of an operation, the routine servicing records are
to be amended in accordance with the instructions in Chapter 22.
11. Where servicing periods have been shortened resulting in operations being
overdue, the Air Engineer/ Air Electrical Officer may defer such operations within the limits
of the original periodicity.
12. When a new operation is introduced by amendment action it is to be carried out at

the first operationally convenient opportunity unless specific instructions are contained in
the amendment.
13. Latitudes. Aircraft become unserviceable if any calendar based operations are not
completed by 2359 on the date due. Routine flights are not to be undertaken if a flying
hour based operation is likely to become due during the duration of the flight.
14 A routine servicing operation may become overdue because the aircraft is subject to
unforeseen and unavoidable delay at a base where no facilities exist for carrying out
routine servicing. In this case the aircrew, if QFS or QI may carry out the appropriate flight
servicing and check the aircraft functionally as far as possible in lieu of the overdue
servicing operation. The aircraft may then be flown back to the parent unit and the overdue
operation carried out.
15. In order to overcome unscheduled occurence in deployment etc, Air Engineer/ Air
Electrical Officers have discretion to authorise advancements and extensions as follows:-
(i) Hourly based operations:- +/-10% of flying hours for all periodicities
subject to maximum of 10 hours.
(ii) Calendar based operations +/-10% (to nearest day) subject to a

and out of phase calendar based minimum of 01 day and a maximum of 03
operations:- days.
(iii) AEO/ALO must judiciously apply latitudes for advancing/ delaying the flying
hour based/ calendar based operations and avoid authorizing these latitudes as a
routine matter.
(iv) Scattering of inspections due to granting of latitudes must be avoided at all

costs. Re-forecasting of flying hour and calendar based operations are to be made
from flying hour/date at/on which they were due.
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16. Extensions to hourly and calendar based operation specifically laid down in INAP
100N-0100-G5 override the above latitudes. Where no such extensions are laid down, the
above latitudes are to be applied. Further extensions may be granted by HQNA/AA/IHQ
MoD (Navy) for operational purposes only. These extensions are not to be approved as a
routine matter and are to be restricted to +/- 5% or that minimum required to meet the
immediate operational requirement whichever is lesser. In the event of extension due to
non-availability of material the approval will be accorded by IHQ MoD (Navy).
Advancements may be permitted by AAs without restricting to above stated guidelines
depending upon the mission and facilities likely to be available. However all such
advancements are to be signaled to FONA indicating the necessity.
17. All extensions/ advancements authorised must be entered in the aircraft servicing
records in accordance with the instructions in Chapter 22. Operations which have been
granted authorised extensions are nevertheless to be done at the first available
opportunity. For aircraft subject to modernisation (chapter 9 Annex A refers) additional
latitudes may be authorised during the last month before floor loading for
modernisation/overhaul in accordance with the following instructions.
(a) Only suspendable operations which are known to be included in the

modernisation schedule may be extended.
(b) The maximum extension permitted is 10% but is not subject to the 10 hour/3
day limits quoted in Para 15.
(c) Extensions are to be authorised by the Ship/Air Station AEO/ALO who is to

ensure that:
(i) Air worthiness is not compromised.
(ii) Published component lives are not exceeded.
(iii) A worth while saving in man hours, down time or materials will be
achieved.
(d) Extensions are to be reported by signal to FONA and NHQ.
(e) Extensions are to be recorded in aircraft servicing/maintenance record in

accordance with Chap 22.
Where the latitudes laid down above in sub para 13 to 16 are in contradiction with
the latitudes laid down specifically by the manufacturers in the aircraft servicing schedules,
the latitudes given in those servicing schedules will override all these latitudes.
18. Delay of Routine Servicing. If an aircraft is not likely to be required for a short
period, all servicing operations which fall due during the period may be delayed up to a
maximum of 7 days until the aircraft is required to fly. The next due date is to be calculated
from the date on which the operation is completed. Operations are not to be delayed for
more than seven days unless servicing is suspended.
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19. Suspension of Routine Servicing. If an aircraft is likely to be unavailable or not
required to fly for a period exceeding 7 days, the routine servicing of the aircraft may be
suspended. Active aircraft may remain in suspension for a maximum continuous period of
fourteen weeks and under normal circumstances the aggregate period of suspension on
any one aircraft should not exceed fourteen weeks in any period of twelve months.
Suspension of servicing must be authorised by an Air Engineer/ Air Electrical Officer and
recorded in the aircraft servicing form and airframe log card. For periods in excess of
fourteen weeks active aircraft must be placed in a storage category and serviced
accordingly.
20. The work to be carried out to prepare an aircraft for suspension, the routine
servicing during suspension and the preparation for the resumption of Servicing is in the
Basic Servicing Schedule. Certain servicing operations may not be suspended; these are
called non-suspendable operations and are listed in the schedule. Any which become due
outside any latitudes granted in accordance with para 15 above during a period of
suspended servicing may be postponed until the resumption of servicing. On resumption of
servicing all postponed operations are to be carried out prior to flying.
21. On resumption of servicing all entries in the Servicing Forecast Sheet, with the
exception of non-suspendable operations are to be post-dated by the period of
suspension. Non suspendable operations are never to be post-dated, they are always to
be forecast from the date or flying hours carried out whether or not they were postponed.
22. Proposals for Amendments to Servicing Schedules. Servicing operations and their
periodicities must be continually reviewed in the light of operating experience. Proposals
for amending servicing schedules are to be forwarded to NASDO on Form A20 or MOD
Form 765 giving details of the operating conditions, flying intensities and any other factors
which have contributed to the recommendation.
23. The HQNA is to be informed whenever an increase in the frequency of an operation

is ordered by an Administrative Authority. Local adjustments will be noted from the periodic
review of local technical instructions.
0304. HUSBANDRY SURVEY AND CORROSION SUPPLEMENT
1. Husbandry survey operations or a Corrosion supplement detail the minimum

measures required to maintain an aircraft in an effective state of integrity under average
operating conditions. Each unit must augment them as necessary to suit the requirement
of its own particular environment.
2. The instructions for the implementation of Husbandry Survey operations are in the
Basic Servicing Schedule or Maintenance Schedule for each aircraft. These operations are
non-suspendable for active aircraft.
3. Corrosion flexible operations for aircraft which have Corrosion supplements are to
be implemented as for non-suspendable routine servicing operations.
0305. 3000 SERIES OF ROUTINE SERVICING OPERATIONS
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1. Certain routine servicing operations are numbered in the 3000 series. They
normally occur infrequently and are subject to wide latitudes. The permitted latitude is
shown against each operation in the servicing schedule. Advantage is only to be taken of
these latitudes when dictated by operational requirements.
2. Arrangements should be made for these operations to be carried out at a

convenient opportunity and preferably at the same time as other deep servicing work.
Squadrons and Flights may require external assistance for 3000 series operations which
become due on in use aircraft.
3. The date on which a 3000 series operation becomes due is to be shown separately
from the forecast of other routine servicing operations in the routine servicing log of the
aircraft servicing form.
4. 3000 series operations are non suspendable.
0306. COLD WEATHER SERVICING
1. Pre-Cold weather deployment Servicing is to be carried out prior to transit to an

Antartic cold weather area if called for in the Servicing Schedules.
2. Conditional Servicing and cold weather flexible operations are to be carried out as
required by the servicing schedules when operating in the cold weather area.
3. Post-Cold weather deployment Servicing is to be carried out on return to a

temperate zone.
0307. ROUTINE SERVICING OF SOVIET ORIGIN AIRCRAFT
1. The routine servicing or the scheduled maintenance of Soviet origin aircraft are laid
down in the relevant Maintenance Schedules or Inspection and Maintenance Guides which
are promulgated in four or five parts as indicated in Article 0302 para 8(b).
2. The Soviet origin aircraft normally have a scheduled maintenance cycle of 50 +10/-
5, 100 +20/-10, 200 +40/-20, 500 +100/-150 or 600 +120/-60 hourly operations. For aircraft
in storage, the maintenance operations are laid down with periodicities such as 10 +3/-1
day, 30 +6/-3 days, 90 +10/-5 days in their respective Maintenance Schedules or
Inspection and Maintenance Guides.
3. However for operational reasons, certain changes in periodicities have been

incorporated and the exact periodicities and their latitudes to be followed are laid down in
INAP 100N-0100-G5.
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ANNEX A Chapter 3
LAYOUT OF SERVICING SCHEDULES USED ON SEAKING, ALH AND SEA HARRIER

AIRCRAFT
1. Servicing schedules used for the Naval Aircraft Servicing System are issued as
topic - 4 or topic - 5 of the aircraft publication. The range of servicing schedules is as
follows. However, not all the topics have been promulgated.
Codification Topic Title and Contents
4A1 or -5A1 Master Servicing schedule (MSS)
(a) Master Servicing List (MSL)
(b) Component Replacement List (CRL)
4A3 or -5A3 Standard Servicing Procedures/Process Sheet/Schedules of Tests
(a) Index of Process Sheets
(b) Process Sheet Library
(c) Schedule of Process Sheets
(d) Schedule of Tests
4B1 or 5B1 Flight Servicing Schedule
5C Basic Servicing Schedule
4F or -5F Bay Servicing schedule
5D Modernisation Servicing schedule
4G or -5G Non-Destructive Test Schedule
4H Flexible Servicing Schedule
4J or -5J Special to Type Support Equipment
5K Schedule of Component Life
4M or -5M Flight Test Schedule
5L Storage Servicing List
4N or -5N Preparation for storage

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4P or -5P Servicing During Storage
4Q or -5Q Preparation for Issue
4R or -5R Dismantling and Re-Erection
4S or -5S Cross Servicing Schedule
4T or -5T Armament Procedure Sheets
4M1 Receipt Schedule
5V Structural Integrating and Selective Sampling
4U or -5U Operational Readiness Servicing Schedule
4W or -5W Summaries of Component Servicing Requirements
2. Master Servicing Schedule (MSS). The MSS is for use by all levels of control and
management. it comprises:
(a) Master Servicing List (MSL). The MSL is a summary of all routine servicing to
be undertaken throughout the complete servicing cycle of the aircraft. It identifies
each servicing operation and its periodicity, gives details of the associated servicing
work and states in which part of the schedule the work is contained.
(b) Component Replacement list (CRL). The CRL is a complete list of

components which are subject to mandatory change. It identifies each component
and gives the reason why the component change was imposed, e.g. servicing or
reconditioning.
3. Safety and Servicing Notes. Safety and Servicing Notes are for the use of individual
personnel engaged on aircraft servicing. They contain detail warnings, safety precautions,
servicing notes and replenishing instructions. Safety and Servicing Notes are included in
IN servicing schedules.
4. Standard Servicing Procedures/Process Sheets/Schedule or Tests.
(a) The Army and the IAF issue Servicing Procedures mainly in support of
scheduled servicing items. They contain sections detailing component replacement
procedures, functional checks and tests, servicing diagrams and servicing
instructions. They may be used by IN personnel for servicing of the appropriate
aircraft of other Services.
(b) The IN issues Process Sheets which fulfill a similar function but cover a wider
range of tasks including some unscheduled tasks.
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(c) Topic - 4A3 Process Sheets are produced by IHQ MoD (Navy) in two forms:
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(i) Library of Process Sheets. This consists of a complete set of

individual process sheets in plastic envelopes designed for use on the
aircraft.
(ii) Schedule of Process Sheets. All process sheets produced in book

form for office use or convenient handling when the aircraft operates away
from its normal base.
(d) For aircraft for which no process sheets have been produced, a Schedule of
Tests is issued as topic -4A3 or Servicing Procedures (work cards) are contained in
the Aircraft Servicing Manual.
5. Topic - 5B1 Flight Servicing Schedule (FSS) : Contains Before Flight, Turn Round
and After Flight servicing maintenance requirements.
6. Topic - 5C Basic Servicing Schedule (BSS) it contains details and preciosities of

routine servicing arranged by trades.
7. Topic -5F Bay Servicing Schedules are produced by IHQ MoD (Navy) for air
weapons equipment, survival equipment and avionic equipment in use in the IN.
Components which require a Bay Servicing but which are not supported by a Topic -5F will
have the relevant technical instructions and schedules contained in the Topic -1 for that
component. The Topic -5F is gradually being superseded by bay servicing procedures
published in the equipment servicing Multi-Topic Publications.
8. Topic - 5D Modernisation Servicing Schedule is produced by the IHQ MoD (Navy)

for certain fixed wing aircraft. It contains a list of tasks divided into work areas and by trade
with a section containing the associated work cards which define the work to be under
taken and where applicable the relevant flexible operations.
9. Topic -5G Non-Destructive Test Schedule, contains detailed information on the

application of NDT techniques to a particular aircraft type. The NDT schedule is issued in a
common format for use by all services operating similar marks of an aircraft type.
10. Left Blank.
11. Topic -5J Special to Type Support Equipment Schedule, is produced for Seaking
aircraft to enable Ships/Flights to service, maintain ground, and test equipment. It details
the minimum inspection, at the periodicities stated, which it is considered necessary to
maintain the ground and test equipment in a serviceable condition when operating from a
small ship. It is not to be used by squadrons and support units.
12. Topic-5K Schedule of Component Lives, lists all components that are subject to a
lifing programme and fitted to the aircraft to which the schedule applies. It is still in
production for those aircraft where an MSS (CRL) does not exist. It is similar in content to
the CRL.
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13. Topic -4M or -5M Flight Test Schedule, is published separately for each service by
aircraft type. It should be read in conjunction with Flight Reference Cards.
14. Topic - 5L Storage servicing list is produced for Sea Harrier aircraft only. It
comprises a list of servicing operations with storage schedule identification numbers, in
numerical order, designed to be a quick reference aid for planning sections. The list is in 2
sections: section 1 - Short Term Reserve, Section 2 - Long Term Storage.
15. Topic - 5 NPQ Storage Procedures are produced by IHQ MoD (Navy) to define the
tri-service rotary wing aircraft storage requirements. It includes the information pertinent to
the topic 5N, preparation for storage, the topic 5P, maintenance during storage and the
Topic 5Q recovery from storage, contained under one cover.
16. Topic -4R or -5R Dismantling and Re-erection Schedule has been introduced to
facilitate rapid deployment of helicopters by airfreight. It is divided into chapters according
to the various methods of transportation, each chapter detailing the extent to which the
helicopter need be dismantled for shipment/transportation. It is in work card form. IAF
schedules are annotated "For use by IN personnel" where there is a dual service
applicability.
17. Topic -5S Cross Servicing Schedule is produced by IHQ MoD (Navy) for certain
aircraft to facilitate operation of aircraft.
18. Topic -4T Armament Procedure Sheets are produced by IHQ MoD (Navy) to
provide details of arming, re-arming and de-arming procedures for aircraft explosive stores
and pyrotechnics. They also contain turn-round and after-use servicing procedures. Like
process sheets they are produced in both library and Schedule forms.
19. Topic - 4 M1 Receipt Schedule is produced by the IHQ MoD (Navy) for Sea Harrier
aircraft only. It contains requirements to be met on receipt of new or reconditioned aircraft
into service before issue to a particular Unit.
20. Topic -5V Structural Integrity and Selective Survey Sampling Schedule details the
inspection needed to achieve a confidence factor in the structure of the aircraft and in the
existing schedule maintenance system.
21. Topic - 4U Operational Readiness Schedule contains information on the proportion

of an aircraft for operational readiness and the minimum maintenance required to maintain
it and certain weapons for a specified period.
22. Topic -4W or -5W Summary of Component Servicing Requirements. Component

Servicing Sheets (CSS) are produced before a new aircraft missile or major equipment
enters service to establish a servicing policy for each component which has servicing
significance. The CSS indicates the depth of servicing to be carried out at 1st and 2nd line.
Where applicable the CSS are prepared on a joint service basis.
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ANNEX A1 Chapter 3
LAYOUT OF SERVICING SCHEDULES USED ON OTHER AIRCRAFT
1. SOVIET ORIGIN AIRCRAFT
(a) Inspection and Maintenance Guide for IL-38 and KA-25.

(b) Maintenance Schedule for TU-142M and KA-28, KA-31.
The above publications cover both flight servicing and scheduled maintenance
operation.
2. Islander Aircraft: - Maintenance Schedule
3. Dornier and Chetak: - Maintenance Manual Chapter 5 covers the flight and
routine servicing schedules.
4. UAV (Searcher and Heron)-:System Maintenance requirement INAP 101B-6500-

6602- 5A1
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ANNEX B Chapter 3
PLANNING AID - MOVIGRAPH BOARD

(FOR SEA HARRIER ONLY)
1. A Movigraph Board is an aid for planning routine maintenance Sliding sections of

peg board are to provide a continuous visual forecast of routine maintenance operations
and technical instructions falling due within the next 35 days/flying hours for each aircraft.
Coloured pegs are inserted to indicate due dates or flying hours of the relevant trade
operations. As calendar time and flying hours progress, the lowest section of the peg
board is removed, re-installed in the top of the board and re-pegged as necessary from the
Routine maintenance Forecast Sheets contained in Section 6 of the Aircraft Servicing
Form.
2. Operations involving replacement of components plotted on the Movigraph Board

provide a means of anticipating stores requirements and bay servicing of components.
3. The type of pegs used are as follows:
(a) Numbered square-headed Studs indicating single trade servicing operation.
(b) Numbered triangular-headed pegs indicating those routine maintenance

operations which must be completed in conjunction with other operations of a
different trade.
(c) Slotted pegs indicating routine technical instructions. A suitably annotated

card is inserted in the slot. These slotted pegs may also be used to plot non-routine
instructions or arisings e.g. change of lifed component due.
(d) Orange flag-headed pegs indicating the elapsed aircraft flying hours.
(e) Red, highlight rings used to indicate extended operations or to draw attention
to special requirements.
4. The Reference Number for Movigraph Boards is 0422/923-5049.
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Chapter 4
AIRCRAFT HUSBANDRY, CORROSION PREVENTION AND SURFACE FINISH
CONTENTS
Article
0401 General
0402 Specific requirements for corrosion prevention and control
0403 Responsibilities for corrosion prevention and control measures
0404 Training in corrosion prevention measures.
0405 Recording of husbandry work
0406 Assistance in corrosion prevention and control.
0407 External finish of aircraft
0408 Unallocated
0409 Cleanliness of aircraft
0410 Inspection of material state of aircraft.
0411 Helicopters, anti-corrosion measures after ditching
0401. GENERAL
1. Husbandry is defined as the continuous task of maintaining an aircraft in a

satisfactory state of preservation throughout its life. The task includes the efficient
maintenance and application of protective finishes on structure and equipment and the
control of such corrosion that nevertheless occurs.
2. Naval aircraft are very susceptible to deterioration caused by corrosion due partly to
the materials used in their construction and partly due to the conditions in which they have
to operate.
3. Routine servicing operations to combat corrosion are included in servicing

schedules as corrosion supplements. These operations are mandatory at the intervals laid
down in the schedule. They are to be recorded and certified in the same way as other
routine servicing operations.
4. These routine servicing operations may not be sufficient to prevent the onset of
corrosion particularly when operating under severe conditions. They must therefore be
reinforced by positive measures in operating units and in depth B, C & D maintenance
units. These measures are equally applicable to unserviceable and to reserve aircraft.
5. Technical information and instructions relating to corrosion and its prevention are
contained in INAP 119A-0202-1 (or AP(N)206). The instructions in this publication for
corrosion rectification procedures and materials, are to be accorded precedence over the
other air publications which also cover the subject. Instructions issued as SI's, NTI's, etc
relating to the treatment of individual components, or treatment required in special
circumstances take precedence over any general instructions.
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0402. SPECIFIC REQUIREMENTS FOR CORROSION PREVENTION AND CONTROL
1. The following measures are to be taken in all ships, air stations, squadrons and
flights:
(a) The establishment of regular programmes for the prevention and control of
corrosion on a day to-day basis.
(b) The maximum use of corrosion prevention and control equipment and
materials available.
(c) The establishment of Corrosion Control teams consisting of personnel who

have successfully completed the Aircraft Husbandry and corrosion prevention
course.
2. The detailed measures to be taken will vary with environmental conditions and must
be determined locally. Commands may issue instructions relevant to the conditions
prevailing in their areas of responsibility and on the effects and likely areas of corrosive
attack. Copies of such instructions should be forwarded to HQNA/ IHQ MoD (Navy).
0403. RESPONSIBILITIES FOR CORROSION PREVENTION AND CONTROL

MEASURES
1. The Squadron/Flight Commanders are responsible for the airworthiness of their

aircraft and implicitly for the material state of their aircraft. They must therefore ensure that
the necessary time is provided for husbandry and corrosion prevention and control
measures.
2. Air Engineer/ Air Electrical Officers of units are responsible for ensuring that
maximum use is made of the time available for husbandry and corrosion prevention and
control measures, that the correct measures are taken and in good time.
3. Naval Aeronautical Quality Assurance Service /RAQAS will undertake the co-
ordination of corrosion prevention on Naval Aircraft and continually examine new methods
of protection and treatment so that corrosion prevention measures are kept up to date.
0404. TRAINING IN CORROSION PREVENTION MEASURES.
1. Aircraft Husbandry and corrosion prevention courses
(a) A short aircraft maintenance course is available in aircraft husbandry. It

covers the fundamental principles of corrosion, the recognition of problem areas,
methods of combating corrosion and the setting up and administration of corrosion
control teams. The course includes practical work with as much of the specialist
equipment as available.
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(b) As many officers and sailors of all trades, should undergo this course. A
minimum of four sailors in Squadrons and at least one sailor in a Small
Ship/Helicopter Flight must have completed this course.
(c) Application for the course should be made in accordance with the current
procedure to HQNA.
2. Type Airframe, Engine and Equipment Courses.
Type courses are to include amplification of the routine servicing operations in

corrosion supplements where necessary and the contents of INAP 119A-0202-1 (or
AP(N)206) CORROSION IN NAVAL AIRCRAFT. They are also to include any instruction
on corrosion prevention and control measures applicable to the particular type of airframe,
engine and equipment.
3. Courses for Commander (Air) and Squadron and Flight Commanders
Special courses in Aircraft Husbandry can be arranged for Commander (Air),

Squadron and Flight Commanders and other aircrew officers. The length and content of
these courses are arranged to suit particular requirements. Applications for such courses
are to be made to the Flag Officer Naval Aviation.
4. Visits to Aircraft Yards and the Naval Aeronautical Quality Assurance Service
Visits to Aircraft Yards and the Naval Aeronautical Inspection Service by officers or
sailors in Corrosion Control Teams to exchange information on corrosion experience can
be arranged on application to the Flag Officer Naval Aviation.
0405. RECORDING OF HUSBANDRY WORK
1. All Aircraft husbandry work, including washing and cleaning, is to be recorded in

Aircraft Servicing Documents in accordance with the instructions in Chapter 21 and INAP
100N-0101.
2. AHCP tasks are to be recorded in Form A-700 part 4 or Mod Form A-700 part 5 of
the aircraft. Job cards should be raised for recording of all AHCP tasks and reference
noted in part 4/part 5.
3. Major husbandry work is also to be recorded in the Airframe Record/Log Card.
4. Definitions
(a) Major Husbandry Work : These are the husbandry works undertaken on
affected parts of Airframe which require removal and fitment of panels/ equipment,
riveting/de-riveting, etc. additional to treatment of affected areas with Primer and
Paint
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(b) Minor Husbandry Work: These are the husbandry works undertaken on the
aircraft which involves treatment of affected area with the application of primer and
paint and does not require removal of any panel/ equipment.
0406 ASSISTANCE IN CORROSION PREVENTION AND CONTROL.
1. In exceptional circumstances it may not be possible to maintain the material state of

some aircraft. In such cases Administrative Authorities should arrange for assistance to be
given to Squadrons and Flights by Corrosion Control Working Parties and facilities
available within the Command including those of the NAY/ BSF and civilian Contractors. It
is important that application for such assistance should be made before the effects of the
onset of corrosion become severe.
2. The staff of the Naval Aeronautical Quality Assurance Service/ Regional
Aeronautical Quality Assurance Services is available on request to visit ships and
establishments to discuss special corrosion problems.
0407. EXTERNAL FINISH OF AIRCRAFT
1. Technical information and instructions relating to the surface finish of aircraft are
contained in INAP 119A-0601-0 AIRCRAFT SURFACE FINISHES AND MARKINGS and
the relevant aircraft repair manuals.
2. Care is to be taken to minimise damage to the external finish of aircraft when

carrying out servicing work. Rubber footwear, or approved equivalent, is always to be worn
by personnel working on aircraft. The finish is to be protected against damage by tools,
servicing equipment or other hard objects, which may be rested or dragged over the
surface of the aircraft.
3. The assistance and advice of the staff of the Naval Aeronautical Quality Assurance
Service should be sought on any technical problems associated with the pre-treatment or
finish of naval aircraft. On such occasions details of the problems should be copied to IHQ
MoD (Navy)/ AA/ HQNA.
0408. UNALLOCATED
0409. CLEANLINESS OF AIRCRAFT
1. Cleanliness of aircraft is of the utmost importance. Dirt is a hazard. It accelerates

wear and corrosion, it can cause malfunctioning of components and it can become a fire
risk when oil sodden. It is also a reflection on the standards in the unit.
2. Aircraft are to be cleaned free of mud, loose oil and grease, exhaust gas stains and
the residue of salt-water spray. Spilled replenishment liquids are to be removed
immediately.
3. Specific instructions for the frequency and method of washing down aircraft and for
the application of water displacement fluids may be issued by Commands.
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4. Specifications for aircraft cleaning materials are referred to in Chapter 41.
0410. INSPECTION OF MATERIAL STATE OF AIRCRAFT.
1. Administrative Authorities are to ensure that the material state, with particular
reference to corrosion and cleanliness, of aircraft in a Squadron or Flight is examined
when the unit is inspected or its aircraft surveyed.
0411. HELICOPTERS, ANTI-CORROSION MEASURES AFTER DITCHING
1. Helicopters recovered from the sea after ditching are to be temporarily preserved
against corrosion as soon as possible. All panels are to be removed; electrical and
electronic equipment is to be removed where possible. Contaminated systems are to be
drained. Main rotor head and tail rotor gearboxes are to be removed and separately
treated. All surfaces, internal and external are to be very thoroughly washed down with
fresh water and surfaces are then to be dried completely and protected with a water
displacing fluid (e.g. PX 24) paying particular attention to crevices. The engines should be
turned if possible whilst spraying through intakes and exhausts.
2. Cables, looms and electrical fittings are to be preserved and protected as follows,
for re-use or use as replacement patterns:
(a) All cabling is to be temporarily released from structure by undoing clips,

leaving clips in position on structure. Remove most, but not all, straps and
whippings, avoiding damage to the cables.
(b) Remove and retain covers to terminal blocks, switches and circuit breakers.
Release back nuts and cable clamps from plugs and sockets, leaving them secured
to structure wherever possible.
(c) Thoroughly wash down with fresh water the cabling, terminals, switches,
circuit breakers, plugs and sockets (inside and out). Dry out and protect with water
displacing fluid, paying particular attention to exposed connections.
(d) Reposition the cabling in the clips after treatment of the underlying structure.
Covers need not be replaced but should remain loose with the aircraft.
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Chapter 5
FATIGUE AND LIFING OF AIRCRAFT COMPONENTS
CONTENTS
Article
0501 General
0502 Aircraft Fatigue lives
0503 Component lives
0504 Engine lives
0505 Loss of Engineering Record Cards (ERC)
Annex
A Form of report for change of component having a fatigue life

B Form of report for components subject to life review
0501. GENERAL
1. The routine maintenance operations contained in aircraft maintenance schedules,

augmented by corrosion prevention and husbandry, should maintain an aircraft in a
satisfactory material state. However, the condition and performance of the aircraft may
deteriorate over a period of time, unpredictable faults may occur and some components
may wear out. In these cases, further work is necessary to restore the aircraft and its
equipment to the required condition. This work will be determined by the lifing, repair and
withdrawal policies stated in the aircraft or component Maintenance Policy Statement
(MPS) and associated documents.
0502. AIRCRAFT FATIGUE LIVES
1. Aircraft are withdrawn from service when it is calculated that there is a 0.1%
probability of a fatigue failure occurring within the next flying hour. Fatigue retirement lives
have been calculated for all fixed wing aircraft in service. These are laid down in terms of
"basic" or "real" flying hours or in terms of fatigue index (FI) in the topic -5K for the
particular aircraft.
2. The parent Air Station of the custodian of the aircraft is responsible for monitoring
and calculating the fatigue consumption of those aircraft fitted with a fatigue meter and for
which an approved fatigue formula exists, in order to maintain ùp to date' fatigue records.
3. The fatigue life of an aircraft is usually determined by that part of its mainplane
which is attached to the fuselage. When that portion of the mainplane is changed the
aircraft fatigue life would become that of the replacement. On many aircraft, structures
such as a section of mainplane, stabilizers, etc, have individual fatigue lives.
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4. On aircraft types where fatigue life is assessed in other than plain airframe hours,
the fatigue life expended, as well as the flying hours usage, must be recorded for all
components listed in the topic -5K as having a fatigue life. When modification, repair or
modernization action occurs which could affect the fatigue life of the aircraft or fatigue lifed
components, the fatigue life expired at the time of the modification etc, is to be recorded on
the appropriate record/log card. The parent air station is to be informed whenever such
recording action is taken and will reply with the latest value of fatigue life expended on the
component removed (or modified, etc) for entry on its record log card. The standard form
of report and reply is given in Annex A to this chapter.
5. General information on fatigue meters is given in INAP 112G-0203-1.
6. Helicopters are not equipped with meters but their retirement lives are laid down in
the appropriate topic -5K.
7. Recording of Fatigue Meter Readings
(a) Readings from fatigue meters, together with sortie details and patterns, are
recorded on special-to-type Flying Log and Fatigue Data Sheet (MOD Form 725 by
aircraft type) which is filed in section 4 of the Aircraft Servicing Form. One copy is
raised.
(b) Instructions for the completion of the MOD Form 725 are contained in MOD
Form 799/4. As each MOD Form 725 sheet is completed, the validity checks, in
para (c) below, should be carried out and the completed form, with any relevant
comments on validity, should be forwarded to the parent Air Station of the custodian
of the aircraft.
(c) The following checks should be carried out at user unit level before MOD
Forms 725 are dispatched.
(i) Ensure all 'total carried forward' and 'totals for page' are correctly
completed, and that all required details are entered.
(ii) Examine the difference columns for the 'g' meter readings to note and
investigate any òut of character' readings which may result, for example,
from meter reading error or meter unserviceability.
(iii) As the acceleration threshold becomes more remote from 1.0g then
the number of counts should decrease.
Examples of the checks in (ii) and (iii) are given in INAP 112G-0203-1.
(d) When a fatigue meter has been disturbed, the meter counters have been
operated by ground testing or a replacement meter has been fitted, the meter
readings are to be recorded before the next flight and validity checks are to be
carried out after each of the next three flights to check that the meter is functioning
correctly.
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(e) In order that Air Station should be able to maintain up to date fatigue records
in accordance with para 2, user units should aim to complete and dispatch MOD
Form 725 containing sortie information, in accordance with para 7(b) by closing a
sheet prematurely, where due to unserviceability, low usage etc, it would take
longer than is normal for the aircraft type to complete sufficient sorties or readings
to fill one MOD Form 725 sheet.
(f) When aircraft are transferred, the current MOD Form 725 is to be closed,
completed and dispatched with details of the transfer as in para 7(b). The aircraft is
then to be transferred with a new MOD Form 725 with the appropriate carried
forward information entered.
(g) Returns for reserve aircraft should be made in accordance with paras 7(b),
(c) and (f) and the MOD Form 725 annotated as follows:
“A/C transferred to reserve and MOD Form 725 brought up to date on- - - - - - - - - - -- - - - -
- - -(date) at- - - - (air frame hours)”
8. Calculation of Fatigue Life-Expired For aircraft with an approved fatigue meter

formula the conversion of fatigue meter readings to the fatigue life expired is carried out
using the software program developed by NASDO.
9. Unserviceable Fatigue Meters. Metered aircraft are not to be flown with

unserviceable fatigue meters, except in an emergency, or for operational reasons
approved by Headquarters Naval Aviation. For any such unmetered flights, the air station
calculates an expenditure of fatigue life based on flying hours of past experience of the
particular aircraft type and in some cases the sortie pattern. This life expenditure has to be
scaled up by a factor greater than one, to take into account scatter of load frequencies.
Unmetered flying therefore, in general, causes excessive and unnecessary life
expenditure. To minimize the duration of unmetered periods, vigilance and attention to
para 7(c), is essential.
10. Expiration of Fatigue Life of an Aircraft
(a) Un-metered Aircraft. Reports are to be made to the IHQ Mod(Navy)/ HQNA
when the airframe reaches the basic hours shown in the remarks column of the
appropriate entry on the topic -5K for that aircraft.
(b) Metered Aircraft. The Air Station is to inform the IHQ Mod(Navy)/ HQNA
when 80% fatigue life has been expended and again at 90% for those aircraft for
which fatigue consumption is monitored. A regular periodic returns of fatigue life
consumption is to be rendered, as directed by IHQ Mod(Navy)/ HQNA.
(c) Structural Limitations. For some aircraft, the 'g' value of counter No 8 is
greater than the maximum `g' permitted on the airframe. In these cases the
squadron Air Engineer Officer is to be informed if counter No.8 shows an increase
in reading. Attention is drawn to Article 3808.
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0503. COMPONENT LIVES
1. Airframes aero-engines and certain aircraft components or items of air equipment

are allotted lives at which they are withdrawn from service because of the expected
deterioration of some component part. The selection of items to be given replacement lives
is governed by whether their reliability is critical to the safety of the aircraft and aircrew.
2. The figure promulgated in these cases will be the result of service experience or
manufacturers trials and will indicate the life allowed for the unit's repair, reconditioning or
scrap.
3. Where there is insufficient evidence to finalize a component's life, a provisional life

will be progressed by a sampling programme.
4. Where a component may fail due to either fatigue or wear factors a scrap life may
be given in addition to a reconditioning life.
5. Promulgation of Component Lives Component lives are promulgated in the aircraft

topic -5K, -5A1, 5F (N) or (I)NAMO/General/G40 or passports of Soviet origin aircraft
components. G40 should be periodically updated to maintain the life of components as
adviced by the OEM.
6. Latitude on Component Lives Replacement of lifed components may be delayed by

up to 10% of the stated life published in topic -5K, -5A1 or -5F(N) or (I)NAMO/General/G40
or passports or relevant publication unless otherwise stated therein to the contrary. In such
cases, the specific latitudes laid down by the manufacturer will override all other latitudes.
7. Concessions to Exceed Component Lives
(a) Extensions are to be granted as a matter of exception and not as a routine

and is to be limited to meet minimum operational and other unforeseen
commitments only.
(b) AAs may further extend the life under the purview of NAMM Art 0503 Para
7(b) over and above the latitude given in Para 6 of the same article by 5%, to meet
urgent and unforeseen operational circumstances. However the extensions should
be given by the AAs only on recommendations of the Station QA Cell/ RAQAS/
NAQAS as applicable.
(c) When extension is beyond the purview of NAMM Art 0503 Para 7(b),
commands may approach HQNA/ IHQ MoD (Navy) with recommendations, which
must include the details of outstanding demands for replacement and justifications
regarding state of material and other such associated details vetted through Station
QA Cell/ QA Agencies as applicable.
(d) When the life extension is linked with spares procurement from abroad, IHQ
MoD (Navy) will issue necessary directive for extension.
8. Recording
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(a) Instructions for recording the removal for installation of a lifed component, or
sub-assembly of a lifed component, are given in Chapter 22.
(b) It is essential that details of the life expired are entered on an equipment
Label and attached to the component or sub-assembly immediately when it is
removed from an aircraft or main equipment. Failure to do so may result in the item
having to be scrapped.
9. Review of Component Lives

(a) Components with provisional lives shown with a suffix P in the aircraft topic -
5K or -5A1 or (I)NAMO/General/G40 are subject to sampling procedures to confirm
or extend these lives.
(b) When a component with the suffix P in the topic -5K or -5A1 or
(I)NAMO/General/G40 is within 30 hours of the specified provisional life, or within
the month of the anticipated achievement of the life when quoted in terms other
than flying hours, a report is to be made by signal to FONA and information to IHQ
MoD (Navy) in the form laid down in Annex B to this chapter.
(c) HQNA is responsible for recalling components and progressing the

investigation of components subject to life review through the manufacturers and/or
NAQAS/RAQAS as appropriate. Sometimes it may be necessary to recall
components at a sampling life other than that given in the topic -5K or -5A1 or
(I)NAMO/General/G40.
0504. ENGINE LIVES
1. Engine lives are stated in the aircraft topic -5K or -5A1 or (I)NAMO/General/G40. A
latitude of 10% of the stated life is allowed unless otherwise stated.
2. If an aircraft engine has been operating under adverse conditions, or considerable

use has been made of emergency power, its life is to be reduced as necessary by Air
Engineer Officer of the unit.
3. Engine lives may also be determined by Engine Life Recorders and number of
landings/take-off.
0505. LOSS OF ENGINEERING RECORD CARDs (ERC)/ LOG CARDS/ PASSPORTS
1. When Engineering Record Cards (ERC)/ Log Cards/ Passports of Lifed

Components are lost units are to forward details to RAQAS/NAQAS/HQNA. NAQAS is to
liaise with OEM for recommending life and subsequently convey the decision to the user
unit. Log card is to be raised thereafter accordingly.
2. If the above procedure is not feasible then the calculation of ‘Awarded’ life is to be
governed by the following :-
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(a) In the event of a component or assembly record card being lost the Unit Air
Engineering Officer is to investigate a thorough search of all available sources of
information in order to establish a date in the history of the component when life
usage was last known. In extreme cases this might well be the date of manufacture,
when no life is consumed.
(b) Should the life established be in excess of 90% of the authorised life the
servicing/reconditioning/ overhaul called for is to be completed and the component
relifed accordingly.
(c) If the date established is less than 90% of the authorised life or the
component is not subject to lifing, such components are to be ‘awarded’ life as
follow:
(i) Establish time elapsed in months since date at para (a).
(ii) Ascertain usage rate of hours per month (of aircraft type) and add this
to life established.
(iii) Thus this ‘awarded’ life = Last known life + UR x time elapsed in
months since date of last known life.
(d) If a servicing was due between the dates determined in paras (a) and (c) the
servicing required is to be carried out.
(e) Should the life awarded at para (c) exceed the component life then it is to be
scrapped.
(f) Components or assemblies having their consumed life established in this

way are to have their new documents endorsed in section 2 as follows under
intimation to respective MDC:-
“ORIGINAL ERC/ Log Cards/ Passports LOST. LIFE AWARDED IN

ACCORDANCE WITH NAMM ART 0505”.
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ANNEX A Chapter 5
FORM OF REPORT FOR CHANGE OF COMPONENT HAVING A FATIGUE LIFE
(See 0502)
1. When a fatigue life component is changed, or modification action that affects fatigue
life is carried out, FONA is to be informed by signal or Fax as follows:
TO : FONA
INFO : NHQ, AA, NAQAS, RAQAS
NDM/NDF(.) NAMM : 0502
(a) Aircraft Type and Serial Number
(b) Aircraft airframe hours and fatigue life, if known, at time of operation
(c) Part Number, Description, Serial Number and flying hours of component
removed or modified, and its current and intended location.
(d) Repair category of removed component
(e) Serial number, flying hours, fatigue life consumer(in applicable units) and
present modification state of replacement items.
(f) Previous custodian of replacement item and identity of aircraft to which item
was last fitted
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ANNEX B Chapter 5
FORM OF REPORTS FOR COMPONENTS SUBJECT TO LIFE REVIEW
(See 0503)
1. Report from unit
TO : FONA
INFO : NHQ, AA, NAQAS, RAQAS
NDM/NDF(.) NAMM : 0503
(a) Aircraft type and serial number
(b) Part Number, Description and Serial Number of component
(c) Modification state
(d) Quantity
(e) Remarks to include life achieved and anticipated removal date.
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Chapter 6
DEFECT RECTIFICATION AND REPAIR
CONTENTS
Article
0601 General
0602 Standard repair categories
0603 Re-categorisation
0604 Approval and identification of repair schemes
Annex
A Definitions of standard repair categories
0601. GENERAL
1. Defects which affect, components and equipment should be rectified when they
occur.
2. Defects which affect a particular role of an aircraft only but not its general
airworthiness may be deferred if operationally acceptable. All such defects are to be
entered in the Limitations Log of the Aircraft Servicing Form.
3. Minor defects which do not justify placing the aircraft unserviceable at the time may
also be deferred. They are to be entered in the Acceptable Deferred Defects Log of the
4. Defects or damage may occur in in-use aircraft, the rectification and repair of which
is beyond the resources available in the ship, station or unit. In such cases the assistance
of an On-Site Working Party may be arranged or the aircraft may be allotted away to a
repair establishment. A standard system is used for reporting repair categories.
5. Opportunity is to be taken to carry out routine servicing operations or to embody

modifications which can be conveniently undertaken concurrently with the rectification of
defects or repair of damage.
6. Other instructions on matters associated with defect rectification and repair are
given in the following chapters:
(a) Recording of servicing work - NAMM Chapter 22. Art 2231 and Art 2232
(b) Embodiment of modifications - NAMM Chapter 10. Art 1005
(c) Reporting defects - NAMM Chapter 23.
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0602. STANDARD REPAIR CATEGORIES
If as a result of an accident or incident it is considered that a requirement exists for

a repair which is beyond Unit capacity, the Unit holding the aircraft will make a request for
categorisation. In this request the user Unit makes a provisional categorisation of the
aircraft in accordance with Annex A to this chapter. After survey of the aircraft, HQNA will
confirm or amend the provisional categorisation and make the necessary arrangements for
the repair of the aircraft.
0603. RE-CATEGORISATION
If at any stage after categorization it is considered that a recategorisation is

necessary, then the circumstances are to be reported to the HQNA/ IHQ MoD (Navy) with
a request for recategorisation. HQNA/ IHQ MoD (Navy) will then arrange for a further
assessment to be made, if necessary in conjunction with the contractor involved.
0604. APPROVAL AND IDENTIFICATION OF REPAIR SCHEMES.
1. All rectification and repairs are to be carried out in accordance with approved
schemes. When no approved scheme has been issued in Air Publications or by other
means application is to be made in accordance with Chapter 1 of NAMM for one to be
specially prepared.
2. Specially prepared repair schemes are to be identified by the letter `Q' stamped on
parts used in the repair and in the Aircraft Servicing Documents.
3. Repair schemes promulgated in Air Publications are to be identified by the AP

Volume or topic, and reference.
4. Certain codes are used by the Naval Repair Organization to identify parts and
components manufactured, repaired or reconditioned.
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ANNEX A Chapter 6
DEFINITIONS OF SATANDARD REPAIR CATEGORIES
(Article 0602 refers)
Repair Definition Category

Category (b) normally
(a) awarded by
(c)
1 The aircraft is undamaged or has suffered slight Unit
damage which is repairable within unit capacity
2 The aircraft is repairable within thw servicing Unit
capacity of the parent unit or the nearest unit
3(PROV) The aircraft repair is considered to be beyond unit Unit
resources but may be repairable on site.
3(SER) The air craft is repairable on site but the work is
beyond the unit resources and will be done by a HQNA
Service working Party
3(CWP) The air craft is repairable on site but the work is HQNA
beyond the unit resources and will be done by a
Contractor’s working Party
3(FLY) The aircraft may be flown, if necessary under special HQNA
conditions, either to another site for repair or until a
suitable date can be arranged at its normal base.
4(PROV) The aircraft repair is considered to need special HQNA
facilities or euquipment which are not available on
site, or the aircraft possesses unsatisfactory flying or
engineering characteristics which may require joint
investigation by the service and the manufacturer.
4(SER) The aircraft is not repairable on site because special HQNA
facilities or equipment are needed. The repair will be
done by a service organization
4(WKS) The aircraft is not repairable on site because special HQNA
facilities or equipment are needed. The repair will be
done at the contractor’s works
4(FLY) The aircraft is not fully repairable on site but may HQNA
have temporary repairs effected so that it can be
flown, if necessary under special conditions, to the
appropriate repair organization
5(PROV) The aircraft is considered to be beyond economical HQNA
repair.
5(COMP) The aircraft is beyond economical repair, or is HQNA
surplus, but is recoverable for breakdown to
component spares and scrap.
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5(GI) The aircraft is beyond economical repair, or is HQNA

surplus, but is suitable for ground instructional
purposes.
5(SCRAP) The aircraft is beyond economical repair, or is HQNA
surplus, and is fit only for disposal as scrap.
5(MISSING) The aircraft is missing from a flight HQNA
Note: All categories 3,4 and 5 are subject to confirmation by the Flag Officer Naval
Aviation
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Chapter 7
NON-DESTRUCTIVE TESTING (NDT)
CONTENTS
Article
0701 General
0702 Promulgation of NDT techniques.
0703 Responsibility for NDT
0704 Qualifications of personnel employed on NDT
0705 Application for NDT facilities.
0706 Documentation and reports
0707 Radiography
0708 NDT equipment - maintenance and control
0709 Measuring vibration levels in helicopters
0701. GENERAL
1. Non-Destructive Testing techniques are used for the detection of flaws in aircraft
and associated equipment. The high stress and temperature loadings of modern aircraft
makes accurate detection of such defects essential. High standards of NDT must be
achieved and maintained.
2. NDT Techniques include the following:
(a) Visual inspection.
(b) Dye penetrant flaw detection.
(c) Magnetic flaw detection.
(d) Radiography.
(e) Ultra-sonic flaw detection.
(f) Eddy current methods.
(g) Vibration measurement and analysis.
(h) Leak meter.
(j) Endoscopy using rigid and flexible probes.
(k) Boroscope.
(l) Magnaflux Technique.

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3. Attention is drawn to the Chapter 40 (SAFETY PRECUATION) concerning the

safety of personnel when X-rays are being used.
0702. PROMULGATION OF NDT TECHNIQUES.
General information on NDT Techniques is contained in AP 119A series. Detailed

information on the application of NDT to a particular type of aircraft is promulgated in Topic
-5G, Non-Destructive Test Schedule. Urgent instructions may be promulgated by signal in
the NTI series pending amendment action to the relevant Air Publication
0703. RESPONSIBILITY FOR NDT
1. The Air Engineer Officer of a Ship or Air Station is responsible for all NDT carried
out in the Ship or Station. He is to establish a NDT cell with the support of SALO in the Air
Station to cater for the NDT requirements of the Station Aircraft. He is to ensure that all
NDT procedures are carried out by suitable qualified personnel and that these personnel
are assessed periodically.
2. The Air Engineer Officer of a Ship or Air Station is also responsible for the final
decision on the serviceability of an aircraft or component based on the evidence revealed
by a non-destructive test.
3. The NAQAS/ RAQAS is responsible for advising on the best non-destructive testing
method to the user in each particular case of a defect.
4. Detailed responsibilities of NAQAS/ RAQAS relating to NDT are contained in

Chapter 56 - TERMS OF REFERENCE AND TASKS OF UNITS.
0704. QUALIFICATIONS OF PERSONNEL EMPLOYED ON NDT
1. Personnel employed on NDT must be properly trained and in current practice in the
use of NDT procedures. Certain nondestructive testing methods may only be carried out
by specially qualified personnel.
2. Senior Sailors/Equivalent persons are to be nominated for NDT duties from existing
Air Engineering Department complements as follows:
(a) Naval Air Stations, Carriers and support units, holding X-ray
equipment...............2.
(b) Naval Air Stations, Carriers and support units, not holding X-ray equipment
.................1.
3. The procedure, precautions and qualification for undertaking an NDT examination

are amplified in the respective aircraft topic-5G. However, in cases where, explicit
instructions do not exist the following canons for qualification may be applied.
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(a) Dye Penetrant Testing. All supervisors-subject to authorization by unit

AEO.
(b) All other Techniques. HAL or ISNT/ASNT Approved Level I/II courses
for operators and technicians respectively.
4. These Sailors/Equivalent persons should normally be employed on inspection

duties under the control of Station Air Engineer Officer. Where no formal inspection section
exist any suitable senior sailor/equivalent persons under the control of Station Air Engineer
Officer may be nominated.
5. The duties of Sailors/Equivalent persons are:
(a) To carry out all non-destructive testing involving the use of X-ray methods.
(b) To carry out tests using other NDT techniques where NDT schedules
specifically call for the employment of specially qualified personnel.
(c) To carry out and demonstrate any new NDT application or new NDT
technique. They are to attend subsequent tests until the Station Air Engineer Officer
of the ship or station is satisfied that user units can be authorized to carry out such
tests without supervision by specially qualified personnel.
6. Sailors/Equivalent persons nominated for the duties in para 4 must have completed
Non-Destructive Testing Courses at recognized institutes in these techniques. In addition
they must be authorized to carry out these duties by Air Engineer Officer of the ship or
station. Station Air Engineer Officer is to withdraw this authority if he considers it
necessary due to lack of practice or other reasons. Advice and assistance may be
obtained from Naval Aeronautical Quality Assurance Service if required.
7. In addition, NAQAS will, on request, set tasks for qualified operators designed to
exercise their ability to devise, carry out and interpret a Radiographic Examination of a
nominated aircraft part.
8. Application may be made to HQNA for sailors/equivalent persons nominated, in

accordance with para 2, to be considered as being in key billets.
9. Personnel who are required to use Eddy current test sets are to have completed
special course before being so employed.
0705. APPLICATION FOR NDT FACILITIES.
Trained personnel and equipment for NDT methods are available in

NAQAS/RAQAS. Ships and stations requiring NDT assistance are to apply (by signal if
urgent) to the concerned authorities when the task is beyond their capacity.
0706. DOCUMENTATION AND REPORTS

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Instructions for recording and certifying NDT examinations in the Aircraft Servicing
Form and in Airframe and Component Record/Log Cards are contained in Chapter 22, Art
2224.
0707. RADIOGRAPHY
Industrial radiography is to be performed in accordance with the Radiographic

Standard Practice and relevant technique laid down in the Topic-5G and BR 3020. Safety
precautions concerning X-rays are to be strictly adhered to. (Chap 40).
0708. NDT EQUIPMENT - MAINTENANCE AND CONTROL
1. The maintenance and control of the specialised NDT equipment listed below is
carried out through the NDT Section of NAQAS/RAQAS.
(a) Ultrasonic flaw detection and thickness measuring equipment.
(b) Eddy-current equipment.
(c) Electrically powered magnetic flaw detection equipment.
2. Defective Equipment
(a) Equipment suspected of being defective is to be repaired by individual

custodian units. Progressive report on such repairs is to be rendered to HQNA/IHQ
MoD(Navy) with copy to NAQAS. Brief details of the defect are to be included in the
reports. NAQAS is to verify the serviceability state of these eqpt., during Quality
Audits.
0709. MEASURING VIBRATION LEVELS IN HELICOPTERS
1. General
(a) Measurement of vibration in Naval Helicopters is used:-
(i) To monitor vibration levels.
(ii) As a diagnostic tool for Defect Rectification.
Detailed instructions in the procedure to be adopted and the requirements for

documentation are set out in the relevant AP Topic -5G by aircraft type.
(b) The frequency of routine checks to monitor vibration levels for each aircraft
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type is covered in respective Servicing Schedules. The requirement for additional
non- routine checks is at the discretion of the Station Air Engineer Officer or Sailor
holding flight charge certificate.
(c) Vibration equipment is expensive and the techniques for interpretation of

results are specialised. Thus the provision of operators and equipment is limited to
a few ships and establishments.
2. Training of Operators: - Application for Courses is to be made in accordance with

current Instructions.
3. Practice Recordings
Every opportunity should be taken to enable operators to gain experience by taking

practice recordings.
4. Calibration
Vibration measuring equipment is subject to the calibration instructions in Chapter

49, Art 4901, Art 4902, and Art 4903.
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Chapter 8
RESERVE AIRCRAFT
CONTENTS
Article
0801 General
0802 Reserve aircraft classification and codes
0803 Work on reserve aircraft
0804 Changes in reserve classification
0805 Servicing of reserve aircraft
0806 Storage or stoppage of work on reserve aircraft (ST)
0807 Selection of servicing procedure
0808 Servicing of reserve aircraft and engines during sea passage.
0809 Progress of reserve aircraft
0810 Acceptance (stage A)
0811 Bringing to the required standard (stage B)
0812 Preparation for storage (stage - C)
0813 Storage (stage - D)
0814 De preservation from storage (stage - E)
0815 Preparation for issue (stage - F)
0816 Environmental conditions
0817 Robbing of reserve aircraft aircraft
0801. GENERAL
1. Squadrons are manned and equipped to maintain their aircraft in accordance with
Chapter 3. Should a squadron aircraft require work beyond squadron capacity or
capability, assistance is given on site by Station/NAY/BSF, with the aircraft continuing to
remain in the custody of the squadron.
2. In certain cases the aircraft is withdrawn from the squadron and transferred to
Station/NAY/BSF. If so a replacement aircraft is usually given to the squadron from
reserve.
3. The administrative procedures for accounting, transfer and disposal of aircraft and
engines are contained in INAP 2 and amplified in (I)NTIs issued by IHQ MoD(Navy). This
chapter, Chapter 9 and Chapter 14 contain details of the technical procedure associated
with the above.
4. (a) IHQ MoD(Navy)(PDNAM) is responsible for the provision of aircraft, ECUs

equipment and modifications for Naval service; accounting for them; authorising
establishments, standards and loans and controlling the overall repair and support
policy.
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(b) HQNA implements these policies to maintain the authorised establishments
and standards by controlling the transfers to and from reserve, and the work carried
out on aircraft and ECUs while they are in reserve.
0802. RESERVE AIRCRAFT CLASSIFICATION AND CODES
1. For ease of administration, all aircraft are referred to by a code of letters, which
describe their condition and is detailed in this chapter. All aircraft in the Naval Service are
accounted in three categories viz Establishment, Immediate Reserve and Awaiting
Disposal.
2. The classification of aircraft and engine are covered in INAP 2 Chapter 71. Briefly
the active aircraft are classified as following:
CODE MEANING
FAE : Front line aircraft establishment- The aircraft establishment of Front

Line squadrons. i.e. The aircraft held for operational use
TAE : Training and miscellaneous aircraft establishment- The aircraft

establishment of Second Line Squadrons. i.e. The aircraft held for
flying training, communications, trials and other non-operational uses.
3. Certain aircraft may be additionally classified as immediate replacements. In this

case they are to be held continuously available in Support Units. All reserve aircraft are in
two main classifications, indicated by the first group of the code.
CODE MEANING
FIR : Frontline aircraft immediate replacement- Serviceable aircraft at

support units for storage and available for allotment as FAE after
preparation for flight.
TIR : Training and miscellaneous aircraft Immediate replacement.
4. Certain other classification of aircrafts are as follows
CODE MEANING
REP : Repairable aircraft undergoing or awaiting major repairs/work and are

allotted out of squadron / flights for such purpose.
ADW : Awaiting disposal and final write off.
5. IHQ MoD (Navy)/HQNA is to be kept continuously informed of the condition

and availability of all aircraft. Their condition is to be periodically reviewed and reported in
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5. HQNA instructs support units on the condition in which aircraft are required and the
support units are to carry out the work necessary to bring aircraft to the authorised
condition.
6. If the support unit holding the reserve aircraft ascertains that the probable recipient
of the aircraft can accept the delay if the aircraft is held in a lower classification, application
may be made to HQNA to re-classify the aircraft to a lower classification.
7. Reserve aircraft are not to be robbed except with the authority of HQNA/ IHQ MoD
(Navy). In exceptional circumstances the SAEO/SALO may authorise robbing of embarked
IR aircraft.
0803. WORK ON RESERVE AIRCRAFT
1. For the purposes of the reserve, "Work" is defined as the repair, rectification,
modification, equipping and testing needed to bring aircraft up to an authorised standard
for issue. This includes the anticipatory routine servicing operations necessary to comply
with the necessary issue standard and any rectification or repair work found to be
necessary as a result of routine periodic examinations.
2. "Work" does not include the routine periodic examination, replenishment and
preservation work of servicing schedules carried out in accordance with Article 0805 and
Art 0806.
3. Work may be stopped on reserve aircraft because:
(a) An aircraft has been brought to its authorized reserve classification and is not
immediately required for issue or bringing to a higher classification.
Or
(b) Shortage of labour spares or other resources, or priority of other work makes
commencement or continuation of work uneconomical.
4. The decisions to stop work and selecting the servicing procedure to be employed
are normally to be taken in the support unit holding the aircraft, but HQNA may issue
overriding instructions.
5. In calculating the period to stop work, all factors are to be considered such as the
probable delivery date of essential spares, the probable completion date of aircraft of a
higher or earlier priority, and probable date when essential equipment such as jigs will
become free.
0804. CHANGES IN RESERVE CLASSIFICATION
1. The progress of work will cause an aircraft's classification to change from its
classification on receipt until it reaches the authorized classification. Damage,
deterioration, the receipt of additional modifications or technical instructions, stoppage of
work or other causes may also change an aircraft's condition to a lower classification.
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2. IHQ MoD (Navy)/HQNA are to state the required number and standards of aircraft
to be held in the various reserve classifications and is to authorize any changes in required
number or standards of these aircraft.
3. The receipt of an authorization constitutes an instruction to a unit to carry out the

work necessary on an aircraft to bring it to that classification and to maintain it there or to
transfer it as required.
4. Reports are to be made to the HQNA and IHQ MoD(Navy) on the progress of work
on aircraft held by 2nd/4th line units by letter every fortnightly on 1 st and 15th of the month.
0805. SERVICING OF RESERVE AIRCRAFT
1. All reserve aircraft, are to be continuously subjected to one of the following periodic
servicing procedures:
(a) While in work
(i) Full servicing in accordance with Chapter 3
Or
(ii) Suspension of servicing in accordance with Article 0303 but the period
is not limited to 14 weeks provided the procedure in Para 3(b) below is
followed.
(b) While aircraft is in storage
(i) Full servicing in accordance with chapter 3
Or
(ii) Suspension of servicing as in Para 1a(ii) above.
Or
(iii) The preservation and examination routines pertaining to an LTS

phase (Article 0806)
2. Where it is not possible to carry out a scheduled husbandry or preservation

operation because of unserviceability of components or systems, because other work is
being carried out on the component or system, or because labour resources are included
in the rectification of unserviceability at the time, the operation may be postponed until the
first opportunity to carry it out. Meanwhile the best alternative husbandry methods
available are to be applied in order to keep deterioration to a minimum.
3. Maintenance of Reserve Aircraft in Full Servicing
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(a) All reserve aircraft are to be fully maintained in accordance with Chapter 3
when they are required to fly for test or ferry purposes. This servicing will count
towards the routine servicing cycle.
(b) Any other reserve aircraft may be maintained in full servicing if the unit
holding them considers that it is more convenient or economical than the permitted
alternatives.
(c) The progress of servicing operations becoming due is to be as if the aircraft

is in squadron service.
4. Maintenance of Reserve Aircraft in Suspended Servicing
(a) All Reserve aircraft which are held in suspended servicing and all aircraft
which are being worked on but are not being subjected to full servicing, are to be
maintained in accordance with the Suspension of Servicing procedures of the
relevant Servicing Schedule as mentioned below.
(b) Suspension of servicing of reserve aircraft may continue indefinitely provided

that:
(i) They are serviced in accordance with Suspension of Servicing

operations.
(ii) Routine servicing is resumed for a nominal period of one day at

intervals of not more than 14 weeks to carry out a storage inspection in
(iii) The engines, if fitted, are to be fully inhibited in accordance with

current instructions/ respective aircraft/ engine manuals and are not to
exceed their permitted maximum time in an inhibited condition. All routine
servicing operations applicable to them are to be regularly carried out.
5. Maintenance of Aircraft Awaiting Disposal
(a) ADW aircraft are to be maintained in accordance with para 1 above, but
unless the work in preparation for transfer or flying service elsewhere, there is to be
no expenditure of labour or stores other than that of essential for the maintenance
of preservation and safety on the ground until the conditions of transfer are known.
(b) ADW aircraft are not to be maintained in any way except that measures are
to be taken to prevent pilfering (eg unrecorded robbing) and willful damage and they
are to be made safe. No aircraft of any classification can be written off charge until
the IHQ MoD(Navy)/HQNA receives certification that the aircraft has been made
safe.
6. Making Safe
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(a) Making safe is the preparation of an aircraft and its components, or the
remains of a crash whether they are to be salvaged or not, so that no danger is
presented to persons likely to have access to them. Making safe must be completed
before unskilled persons have unsupervised access to the aircraft or its
components.
(b) The work is to include deflation of high pressure gases and liquids from tyres,
oleos, systems etc., gagging or retraction of undercarriages, wing folds, and similar
system and draining of all systems; and components containing flammable or toxic
fluids, purging as appropriate.
(c) Making safe includes the removal of all weapons, explosives and
pyrotechnics carried by or fitted in the aircraft.
(d) When authorising the transfer or disposal of aircraft or components IHQ MoD
(Navy)/HQNA is to consider the need for them to be made safe and IHQ MoD
(Navy)/HQNA is to issue appropriate instructions.
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0806. STORAGE OR STOPPAGE OF WORK ON RESERVE AIRCRAFT
1. General
(a) Unless the HQNA/IHQ MoD (Navy) issues special instructions, the servicing
procedure to be employed on reserve aircraft may be whichever of the alternatives
permitted by Article 0805 is selected by the unit holding the aircraft.
(c) The following storage methods may be employed on reserve aircraft:
(i) Suspension of Servicing
(ii) STS/ LTS Storage in hangars.
(d) Complete records of husbandry operations and storage examinations carried

out or postponed and alternative measurers taken are to be kept in accordance with
chapter 22.
(e) Whilst the scheduled operations for placing an aircraft in Suspended

servicing for other storage condition may not require the removal of explosives and
HP gases from ejection seats, cable cutters, fire extinguishers and other systems,
they are to be removed if the period is likely to be prolonged or if work may be
carried out in their vicinity.
2. Suspension of Servicing Suspension of servicing of reserve aircraft may continue

indefinitely provided that the procedure detailed in Article 0805 is followed.
3. Long Term Storage
(a) The procedures for storage of an aircraft in an LTS condition are contained in
the Topics -5N, -5P or -5Q of the appropriate aircraft publication. Where these do
not exist, schedules of storage operations are to be made up locally based upon the
Topic -5N, -5P and -5Q of other types, augmented by the general instructions
promulgated from time to time.
(b) Aircraft in LTS are not to be worked on as defined in Article 0803 except for
the repair of preservation methods and exceptionally, work upon wheels etc which
are outside the preservation envelope. If other work has to be carried out on LTS
aircraft they are to be maintained in Suspended Servicing whilst in work.
(c) Aircraft in LTS are to be periodically examined as per Para (a) above. If
these examinations do not provide sufficient information to enable the reports
required by Article 0804 to be rendered, additional examinations are to be carried
out as in Para 5 below at the following intervals:
(i) STS : Six monthly
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(ii) LTS : Every two years or such other period
authorised by the IHQ
MoD(Navy)/HQNA.
(d) The periodicity of examinations of aircraft stored in tropical conditions may

differ from that in temperate climates. Administrative Authorities are to issue
instructions stating whether tropical or temperate conditions should be catered for.
Aircraft stored in tropical climates must be protected from strong sunlight and rain
by locally constructed shelters if storage under cover is not available.
4. Long Term Storage for Shipment
(a) When ever possible, aircraft being transported by road or air are to be
preserved and continuously serviced by being placed in a storage condition,
preferably Suspended Servicing. If it is not possible to carry out continuous
servicing whilst in transit, they are to be placed in LTS. Aircraft being transported by
sea above or below decks in a non IN ship are invariably to be placed in LTS.
Periods in LTS are to be kept to a minimum and the aircraft brought up to one of the
servicing procedures permitted by Article 0805 immediately after receipt.
(b) When a schedule for placing an aircraft in LTS does not exist or cannot be
employed, a schedule is to be made up locally based upon the schedules for
placing in LTS. When such local schedules are used, consideration must be given
to the lack of routine checking that unaccompanied aircraft receive in transit.
(c) In addition to any operations which may be postponed in accordance with

Article 0805, the following operations are to be carried out prior to shipment:
(i) Fuel and other system containing flammable or toxic liquids or gases
are to be drained to save weight and reduce fire and other risk. Where
necessary they are also to be purged.
(ii) To reduce the danger whilst the aircraft is in unqualified hands,

pressures in components or systems are to be reduced to the lowest value
compatible with maintaining the serviceability of the aircraft in transit.
(iii) The preservation of slinging, lashing, trusting, towing and similar

attachments required during transit.
5. Inspection
(a) Periodically, at intervals of not more than 14 weeks on reserve aircraft in

suspended servicing or at the intervals in Para 3 (c) above on aircraft in storage, a
storage inspection is to be carried out.
(b) The purpose of the inspection is to:
(i) Provide an opportunity to re-assess the work to be done and thus the
reserve classification of the aircraft.
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(ii) To restore the preservation
(iii) Provide an opportunity to carry out the work necessary to restore an

aircraft in a high classification to that classification if it has deteriorated in
reserve.
(c) The examination consists of two stages:
(i) Ascertaining what additional work required by technical instructions,

modifications etc has accumulated since any previous examination.
(ii) A physical examination of the aircraft, including exercising systems

and ensuring that all preservatives are effective and serviceable.
(d) For aircraft for which no scheduled storage inspection exists, the operations
to be carried out in the examination are to be based upon:
(i) Aircraft in suspended servicing: the operations in the Servicing

Schedule for resumption of routine servicing.
(ii) Aircraft in LTS: As outlined in 3(a) above.
(e) Only those operations of Para’s 5(d) (i) and (ii) above which contribute
towards the requirements Para 5(b) need be carried out. For example the
operations in Para 5(f) below may be postponed, but careful consideration must be
given to the postponing of operations in the case of aircraft in a high reserve
classification. Failure to verify serviceability of systems by postponing operations
may cause an unplanned delay when such aircraft are brought forward at short
notice for completion to issue standard.
(f) In some cases of reserve aircraft in a high classification it may be necessary

to fit slave engines or components for ground run or test flight to ensure that the
aircraft are still in a condition for issue at short notice, particularly if additional work
arising from para 5(c)-(i) above has been carried out.
(g) Operations suitable for postponing (generalized example only). Decision on

this regard is left to the SAEO/SALO of the parent station of the supporting unit.
However HQNA may override these decisions if required.
(i) Under carriage retraction.
(ii) Functional test of systems such as LOX and RADAR if essential

components are stored outside the aircraft.
(iii) Engine run, provided that it has been inhibited by a method which
ensures its continued preservation until the next examination is due.
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(iv) Removal of preservative treatments provided that their presence does
not interfere with the effectiveness of the physical examination.
0807. SELECTION OF SERVICING PROCEDURE
1. Unless special instructions are issued by the IHQ MoD(Navy)/HQNA the choice
from the alternative servicing or storage procedures permitted by Article 0805 and Article
0806 may be made locally and is dependent upon:
(a) Obtaining the most economic use of the unit's resources of labour, material
and facilities needed to:
(i) Prepare the aircraft for the procedure chosen.
(ii) Maintain it in that procedure.
(iii) Minimise the ultimate cost of restoring the aircraft to issue standard
following the expected period in the chosen procedure.
(b) The need to bring the aircraft to its authorized reserve classification as soon
as possible and to maintain it in that condition.
2. An active aircraft placed in a Standard Damage or Repair Category (Chapter 6

Annex A refers) likely to lead to its transfer to a reserve classification may continue to be
serviced in accordance with Chapter 3 or may be serviced as a reserve aircraft whilst it
remains in squadron custody.
0808. SERVICING OF RESERVE AIRCRAFT AND ENGINES DURING SEA PASSAGE
1. When reserve aircraft and engines are transported on IN Ships, the Commanding
Officer is responsible that arrangements are made for their safe custody and, where
appropriate, for adequate servicing.
2. Reserve aircraft embarked in IN Ships for shipment should be in a Suspended

Servicing condition whenever possible if the ship has aircraft maintenance facilities.
Otherwise aircraft should be in LTS condition.
3. Uninstalled engines and ECUs are to be prepared to the standard in Article 1415
and whenever possible, in WVR (Water Vapour Resistant) bags.
4. The IHQ MoD (Navy)/HQNA is responsible that adequate servicing arrangements

are made for reserve aircraft and engines transported in commercial shipping.
0809. PROGRESS OF RESERVE AIRCRAFT
1. All reserve aircraft progress through the reserve in six stages:
(a) Acceptance
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(b) Bringing to the required standard
(c) Preservation for storage
(d) Storage
(e) Depreservation from storage
(f) Preparation for issue
2. (a) The operations associated with more than one stage may be carried out
concurrently and not necessarily in the order given. Some stages, such as (a), (b)
and (e) may be omitted or work may be stopped for varying periods.
(b) The work will at all times be carried out concurrently with the routine
servicing operations required in accordance with Article 0805.
3. In some cases the HQNA may authorize omissions or changes, in others the
circumstances in a support unit may make changes necessary.
4. Procedures for uninstalled engines and ECUs are given in Article 1305.
5. Work in support units is to be controlled locally so that the commitments of the

support unit to transfer aircraft and ECUs can be met by the date due and so that all R
aircraft are brought up to and kept in their authorized classification as soon as possible.
Only aircraft which are in A or L use or in an authorized reserve classification are assets,
the remainders are liabilities.
6. In some cases, there may be insufficient serviceable reserve engines or other

essential items available to equip all reserve aircraft in a high classification. In these cases
it is particularly important that the Airframe and avionics etc be kept in a high state or
readiness so that the only major task required before issue is the fitting and test of the
engine or their essential component. Use is to be made of slave items whenever the
reserve classification of such an aircraft is being reviewed and there is doubt on the
performance should it be required at short notice.
0810. ACCEPTANCE
1. (a) All aircraft and ECUs transferred from one unit to another must be subjected
to an acceptance check:
(i) To prove that it has been received in an acceptable condition.
(ii) To assess what work, if any, has to be carried out on it by the

receiving unit.
(b) The routines carried out in the acceptance stage vary, depending upon
whether the aircraft is received new; from a squadron or from a support unit, and
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what its probable future will be. The routines necessary are to be determined locally
unless otherwise instructed by the IHQ MoD (Navy)/HQNA.
2. The minimum routines are associated with aircraft transferred in an LTS condition
and ECU in WVR bags which will not be worked on immediately after receipt. In these
cases routines may be limited to a documentary check and to an external check of the
preservation system. Aircraft in LTS are to have their fuel and other systems replenished
or pressurised and are brought up to STS or placed in suspended servicing.
(a) All other aircraft or ECUs which are classified FIR are to be subjected to all
the routines in Para 4 below as far as possible.
(b) All aircraft classified as ADW are to be treated as in Para 3(a) with the
limitations of Article 0805.
(c) All aircraft classified ADW are to have all surplus equipment removed and
they are to be made safe in accordance with Article 0805.
3. Acceptance Routines
(a) Cleaning.
(i) Aircraft received from active use over the sea are to be cleaned of salt
deposits not later than 5 days after receipt.
(ii) All aircraft are to be cleaned of dirt to facilitate the physical

examination and reduce deterioration until husbandry can be carried out.
(b) Test Flight
Whenever possible a test flight is to be carried out in accordance with Article

1414. It may be combined with the ferry flight or the receiving unit may accept the
results of a test flight carried out by the dispatching unit.
(c) Equipment Check.
(d) Documentation Check
The aircraft and ECU documents are to be checked to verify the modification
and order compliance state and to ascertain the effect on serviceability of any
outstanding defects or servicing operations.
(e) Physical Examinations
To be carried out on assemblies and systems by senior trade supervisory

sailors (or their equivalent in the NAY) in order to supplement the known defects
recorded in the aircraft's documentation and any existing current survey report. The
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depth of the examination carried out is to be that afforded by the aircraft being in the
minimum strip conditions.
(f) Functional Tests
The proof that an aircraft is to an acceptable standard or the assessment of

work to be done may be supplemented by functional tests when the routines (b), (c),
(d) and (e) do not provide a complete check.
0811. BRINGING TO THE REQUIRED STANDARD
1. Whenever possible, aircraft and ECUs are to be brought up to the required standard
immediately after receipt to ensure that it is held in reserve in as high a classification as
possible.
2. Aircraft and ECUs should be taken in hand for work at this stage in their order of
arrival, but priority of other work, lack of capacity or of sufficient spares or modification kits
may necessitate delaying starting work.
3. Once an aircraft (or ECU) has been brought to the authorized standard it is to be
kept in that condition by carrying out work as it accrues unless the IHQ MoD (Navy)/HQNA
authorises a reduction in classification.
4. The IHQ MoD (Navy) may authorise a proportion of reserve aircraft to be retained
for use as long term reserves. These aircraft are to be kept in their authorised reserve
classification but will probably not be allotted to 'A' use until wastage becomes excessive.
5. The standard required for aircraft withdrawn for specific work programme will
normally be 'as existing' amended as necessary by the IHQ MoD (Navy)
0812. PREPARATION FOR STORAGE
1. If work is stopped, the aircraft may be placed in a storage condition in accordance

with Article 0806.
2. If work is likely to be stopped for prolonged periods, certain items of equipment may
be removed for storage outside of the aircraft. These may include LOX packs, ejection
seats, SOO armament modifications (but not fixed fittings), electronic equipment and
attractive items. This will provide more opportunities to keep these items in an up-to-date
modification state and provide increased accessibility to the airframe during periodic
examinations.
3. Alternatively, such items may be separately made safe, preserved and stowed in
the aircraft if their safe custody can be assured.
0813. STORAGE
1. An aircraft may be held without work for any period, but normally not more than two
years unless HQNA has earmarked them as long term reserve. Throughout this time the
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aircraft (and any of its equipment stored outside of the aircraft) must continue to be
subjected to the examinations required by Article 0806.
2. Their condition in storage is to be continuously recorded and classification changes

reported to the HQNA (Article 0804).
3. If at any time there is evidence that the storage system has failed so that
preservation may be no longer effective, an examination (Article 0806) is to be immediately
carried out, the classification changed until the examination is complete, and report is to be
rendered in accordance with Article 2303.
0814. DE PRESERVATION FROM STORAGE
1. When work is resumed, unless the aircraft is in suspended servicing, it is to be de-

preserved in accordance with the aircraft servicing schedule (Topic -5Q) and placed in
either full or suspended servicing.
2. Individual de-preservation operations which are not essential to the immediate work
to be carried out, may be postponed until the work is complete to avoid premature
exposure of unworked areas to deterioration, provided this procedure is fully recorded.
0815. PREPARATION FOR ISSUE
1. Aircraft are to be brought up to the transfer standards authorized by the IHQ

MoD(Navy). The details of transfer standards are given in Chapter 14 but they may be
amended by the IHQ MoD(Navy) to suit particular requirements.
2. If there has been a prolonged period in storage, it will generally be necessary to

complete the following routines which are the same in principle to those carried out during
the acceptance stage.
i.e.: Physical Examination

Equipment Check
Functional Tests
Documentation Check
Test Flight.
0816. ENVIRONMENTAL CONDITIONS
The servicing schedules for reserve aircraft are written on the assumption that these
aircraft will be held in the hanger. If it becomes necessary to hold aircraft under other
environmental conditions, servicing instructions are to be requested from the HQNA/ IHQ
MoD(Navy).
0817. ROBBING OF RESERVE AIRCRAFT
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The Ships Air Engineer Officer may authorize robbing of embarked Immediate
Reserve aircraft. In all other cases robbing may only take place with the express authority
of the HQNA.
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CHAPTER 9
PERIODIC BASE MAINTENANCE AND MAJOR INSPECTIONS
CONTENTS
Article
0901. General
0902. Periodic base maintenance (PBM)/Major inspection
0903. Other servicing work carried out at PBM / Major inspections
0904. Integrity of Naval Aircraft and selective survey
0905. Pre-survey/ Additional Pre-survey
ANNEX
A. List of aircraft subject to periodic base maintenance and other forms of periodic
major inspections.
0901. GENERAL
1. The routine servicing operations contained in aircraft servicing schedules,

augmented by corrosion prevention and husbandry, should maintain an aircraft in a
satisfactory material state. However, the condition and performance of the aircraft may
gradually deteriorate over a period of time depending on operating conditions and the
effectiveness of corrosion prevention and husbandry measures taken. Further servicing is,
therefore, required to restore the aircraft and its equipment to the required condition.
2. The work to be carried out during this further servicing can involve B, C and D
servicing depths, and can normally only be carried out ashore at a base fully equipped to
deal with the particular type of aircraft.
3. The Periodic Base Maintenance (PBM)/Major inspection/overhaul is used for the

majority of naval aircraft. This system is based on the principle that the work carried out is
determined by a periodic independent survey of the state of an aircraft. Aircraft are
withdrawn for PBM/Independent survey at regular intervals.
4. The length of time that an aircraft is in service for purposes of calculating PBM
surveys/major inspection/overhaul is the calendar time which an aircraft spends in active
use. Time in any Reserve classification does not count. Time to the next PBM
survey/major inspection/overhaul start or re-starts.:
(a) When a new aircraft is used to 'A' use for the first time.
(b) When an aircraft is re-issued to 'A' or `L' use after a major inspection PBM or
any conversion or refurbishing which the IHQ MoD(Navy) considers equivalent.
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5. The IHQ MoD(Navy) /HQNA will keep records of the time aircraft spend in 'A or L'
use and arrange surveys and withdrawals as necessary.
6. Certain non-operational aircraft may be placed in the `No Modernisation' category

by the IHQ MoD(Navy). In such cases the operations laid down in the servicing schedule,
augmented by corrosion prevention and husbandry, should maintain the aircraft in a
satisfactory material state for the remainder of its expected service life.
0902. PERIODIC BASE MAINTENANCE (PBM)/MAJOR INSPECTION
1. All aircraft in the PBM/Independent Survey system are surveyed at the periodicities
shown in Annex A to this chapter. Survey periodicities commence from the time that the
aircraft is brought forward from Reserve. The surveys are carried out by the NAQAS/
RAQAS. The condition of such aircraft is monitored, by HQNA. When a survey indicates
that the condition of an aircraft is unsatisfactory and justifies its withdrawal for PBM, the
HQNA will allocate it to an Aircraft Yard, Aircraft Support Unit, or Air Station, according to
the depth of work required and the time available. Aircraft subject to PBM are listed in
Annex A to this chapter.
2. The survey report, together with any modifications which are require to be
embodied, will form the basis of a contract of work raised by the IHQ MoD(Navy)/ HQNA
and forwarded to the selected PBM unit at least 5 weeks before the signalled allotment
date. Any deviations from the Contract of Work are to be referred to the IHQ MoD(Navy)/
HQNA.
3. Surveys
(a) Custodians are to prepare aircraft for survey in accordance with the Minimum
Strip Condition published in the relevant Aircraft Servicing Manuals (ASM).
(b) Every assistance is to be given to the NAQAS/ RAQAS by custodians.

Aircraft documentation must be correct and up to date and effective husbandry
measures taken before the survey.
(c) Detailed instructions regarding the survey reports are laid down as (I)NTIs
and in Topic 5C1 for Sea Harrier and Seaking respectively.
4. Reports by Custodians
(a) When aircraft have been allotted for PBM/major inspections it is essential
that the unit undertaking the work is notified by the custodian of the aircraft of any
changes in the aircraft's condition since the latest NAQAS/ RAQAS survey.
(b) Custodians of aircraft allotted for PBM are to forward a report to the unit
undertaking the work ten days before the delivery date quoted on the allotment
signal. Full instructions for compiling the report are contained in the (I) NTI, but in
outline the report is to comprise:
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(i) An amended copy of the original NAQAS/ RAQAS Survey report

giving all additions and deletions in each section of the report.
(ii) The results of a pre-despatch inspection of the aircraft by the parent

station AED detailing all defects which will be outstanding at the time of
transfer.
(iii) A list of all outstanding stores including requirements arising from the
pre-despatch inspection.
5. Demands of Spares, Modification Sets etc. Units undertaking PBM/Major inspection

are to demand spares, modification sets, and other items or equipment required on receipt
of the contract of work.
6. Anticipated requirement of spares. The scheduled maintenance of aircraft and

engines is promulgated by HQNA two years in advance. The anticipated requirement of
spares for the allocated inspection/overhaul/repair of aircraft and engines, by type is
defined in ILMS (Air).
7. All 2nd / 3rd line units, should project the anticipated requirement of spares for the
aircraft / engines allocated for inspection / overhaul between 01 Jan and 30 Mar every
year.
8. The function to project spares is available under the unit role of 2 nd / 3rd line units in
ILMS(Air) system.
0903. OTHER SERVICING WORK CARRIED OUT AT PBM / MAJOR INSPECTIONS
1. Other servicing work may be carried out at PBM/Major Inspection concurrently with
that shown by survey to be necessary to restore an aircraft to a satisfactory material
condition. The extent of other servicing work will be stipulated in the Contract of work.
2. Modifications
The modifications to be embodied are determined by IHQ MoD (Navy)/ HQNA.

Priority is given to operational role modifications, those that have a flight safety aspect, and
those which reduce the squadron servicing task. Other modifications shall be embodied if
the required turn round time is not prejudiced.
3. Routine Servicing Operations
(a) Certain long periodicity routine servicing operations may be beyond the
resources available in squadron servicing task.
(b) Aircraft on PBM/major inspection are to be serviced in accordance with

Chapter 8.
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4. Corrosion Prevention and Refinishing
NAQAS/ RAQAS may stipulate that certain corrosion prevention measures and
refinishing are to be carried out during PBM/major inspection.
5. Non-Stipulated Work.
Defects not shown by the survey or in custodian's reports may be discovered during
PBM/major inspection. Technical Instructions may also fall due. These are to be rectified
or complied with. IHQ MoD(Navy)/ HQNA are to be informed if such work will prejudice
achievement of the required turn round time.
0904. INTEGRITY OF NAVAL AIRCRAFT AND SELECTIVE SURVEY
1. Introduction
(a) The material and functional integrity of an aircraft throughout its service life
should be assured by:
(i) Correct specification of usage patterns and service life.
(ii) Proper Design and Testing.
(iii) Production Quality Assurance and Reliability Programmes.
(iv) Adequate maintenance and monitoring.
(v) Defect feedback leading to approved modifications and amendments

to servicing schedule.
(b) However, factors unknown at the time of design and manufacture may result
in deterioration of certain structures and components which might have been
expected to last the life of the aircraft.
(c) Within the Service the requirements of functional integrity of an aircraft are
satisfied to a certain extent by:
(i) Flexible and 3000 series servicing operations.
(ii) Lifing of critical components.
(iii) Other routine servicing carried out on aircraft, systems and

components e.g. bay servicing, husbandry, etc.
(iv) Monitoring by fatigue meters, vibration recorders, SOAP and other

NDT methods.
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(v) The required but limited access gained during survey by NAQAS/
RAQAS aircraft subject to PBM / Major Inspection.
(d) There remain, however, areas and components of an aircraft whose

condition is not checked by any of these normal forms of inspection or monitoring
except for:
(i) The random and limited access gained during repair of individual
aircraft and components as a result of damage, due to accidents, or where
external evidence indicates possible internal deterioration.
(ii) During work carried out in connection with fatigue investigations.
(e) Representative aircraft of each type may therefore be subjected to deeper

examinations (Selective Surveys) on a sampling basis to enable an assessment to
be made of the condition of the basic structure, components, systems etc at
progressive periods throughout the service life of each aircraft type and from which
any necessary remedial measures can be taken to assure the continued integrity of
that aircraft type.
(f) Sampling may be carried out either 100% on one aircraft, or by investigation
of different areas of several aircraft so as to cover the equivalent of a complete
composite aircraft over a selected time scale. The aim is to obtain the following
coverage at the time stated after formation of the first squadron:
(i) After 4 years : one aircraft (100% coverage, singly or

composite)
(ii) After 5 years : 2 aircraft (100% coverage, singly or

composite)
(iii) After 6 years : 3 aircraft (100% coverage, singly or

composite)
2. SELECTIVE SURVEY
(a) Sample aircraft will be selected by IHQ MoD (Navy)/ HQNA for survey to
obtain information on the condition of the basic structure, components and systems
etc. NAQAS/RAQAS/NAY or other authority may make recommendations on the
choice of aircraft which will normally be selected from those being withdrawn for
PBM/Major Inspection, repair or other work at Third or Fourth Line.
(b) In the selection of an aircraft consideration will be given to its calendar age,
flying hours, fatigue index and whether any abnormally severe symptoms of
deterioration have been experienced relative to its age.
(c) The extent of the Selective Survey carried out will be dependent on:
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(i) The age and usage of the aircraft type .
(ii) Whether the structural integrity of the aircraft type has already been
assured by another authority such as CEMILAC/ DGAQA for service aircraft
and DGCA for civil similar aircraft which can be related to IN usage.
(iii) Whether the aircraft type will be taken out of service before reaching
any life limits already established.
(d) NAQAS / RAQAS is responsible for the preparation of a list of Selective

Survey Operations for each sample aircraft which will include
(i) Detailed examinations and tests of those structural areas,

components, systems etc not normally checked during routine maintenance
and any other checks to corroborate the assumptions made in fatigue life
calculations.
(ii) The nature of the report required on completion
(iii) Any necessary instructions for the development of NDT Techniques

and other methods of assuring the integrity of closed structures.
The list will be forwarded to IHQ MoD(Navy)/ HQNA for the inclusion in the
contract work, which is issued to the appropriate NAY / BSF.
(e) A close liaison will be maintained by NAQAS/ RAQAS with the Unit
concerned during the course of the Selective Survey.
(f) On completion, the unit responsible is to render a report in the form required
to NAQAS/ RAQAS, HQNA and IHQ MoD(Navy). If during the course of the
Selective Survey a defect is discovered which warrants early action on other
aircraft, an interim report with recommendations is to be forwarded to the
addressees listed above. For serious defects, the normal defect reporting
procedures are to be followed.
(g) NAQAS/ RAQAS is to take any necessary action as a result of the Selective
Survey report to:
(i) Amend servicing schedules.
(ii) Introduce additional servicing operations.
(iii) Inform other authorities if action is required outside NAQAS/ RAQAS

terms of reference.
0905. PRE-SURVEY / ADDITIONAL PRE - SURVEY
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1. Pre-survey of aircraft is required to be carried out prior to transfer of aircraft to
3rd line unit/ HAL to ensure accelerated production of aircraft, upkeep of aircraft
material state by rectifying all defects in Form A-700/ MF 700 complying all
outstanding technical instructions and embodying all outstanding modifications.
The maintenance test flight is also equally essential prior to transfer/
preservation so that the correct material and sensor state of aircraft is projected
to 3rd line unit/ HAL and all work packages in addition to the routine inspections
are added in the work order raised by the AAEHU to HAL divisions.
2. The procedure for pre-survey is as follows:-
(a) On receipt of allotment of aircraft, the unit holding aircraft will carry out test
flight and prepare the details of defects required to be rectified during the inspection
for which aircraft is allotted out. The unit will forward the details of defects to station
QA cell with the requisition to carry out pre-survey. Adequate time is to be given to
QA cell to carry out pre-survey and recommend the package of work in addition to
the work recommended by the units. Work package should contain liquidation of
deferred defects also.
(b) Station QA cell is to carry out pre-survey and forward their recommendation
to the units for inclusion, in the work package. In case, the aircraft is transferred to
HAL, the station QA Cell will forward the work package to nearest QA agency with a
requisition to carry out additional pre-survey inspection and submit their report.
(c) The additional pre-survey inspection by NAQAS/ RAQAS should be focused

mainly to bring up the material state during 3 rd line/ HAL inspection including
outstanding class B2 modification.
(d) Unit transferring aircraft will compile pre-survey defects in a job card,
endorse it in Form A-700/ Mod Form 700 and hand over to the allotted unit for
defect rectification concurrent with the inspection for which aircraft has been
allotted. Copies of job card is to be dispatched to HQNA(01 copy) and AAEHU (02
copies in case the allotment of aircraft is to HAL).
(e) In case allotment of aircraft is to HAL then AAEHU will prepare repair order
to HAL divisions for routine inspection with additional package of work
recommended on additional job card due in Form A-700.
(f) In such cases HQNA will liaise with HAL Division to finalise the delivery
schedule of aircraft with the additional package of work given in job card and repair
order.
(g) In case allotment of aircraft is to Naval repair units/yards, on receipt of the

aircraft, the 3rd line units/ Yards is to finalise and place demands which should
include mandatory spares required for the inspection and the demands arising out
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of pre-survey defects/ repair if not already projected on receipt of annual task.
Aircraft wise demands at this stage should be comprehensive and the net inability of
spares at the unit level should be forwarded to concerned depot.
(h) On receipt of demand, depot is to process and consolidate net inabilities

aircraft wise and process procurement through normal channel.
3. In case a portion of defects reflected in job card is not carried out, the concessions
for the same is required to be granted in consultation with relevant QA agency.
4. The unit accepting the aircraft post inspection/ repair has to examine the material
state of aircraft and forward a certificate to HQNA and AAEHU (in case of acceptance from
HAL) giving the comment on material state of aircraft in particular the state of defects
entered in job card/ repair order.
5. AAEHU will thereafter process the HAL bills for payment as per the state of aircraft
indicated in the job completion certificate received and evoke liquidated damage as
applicable.
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ANNEX A Chapter 9
LIST OF AIRCRAFT SUBJECT TO PERIODIC BASE MAINTENANCE AND OTHER

FORMS OF PERIODIC MAJOR INSPECTIONS
1. Periodic Base Maintenance/ Independent survey
Sea Harrier - 12 months +/- 3 months (MSS, SUM, SBM)
Sea King - 90 weeks
2. Major Inspections/ Overhaul
Kiran
Chetak
Islander
Dornier As per INAP 100N-0100-G5
TU-142M
IL-38
KA-28
KA-25
ALH } As per MSR 101C-0201-5A1
UAV } As per INAP 101B-6500/ 6602-5A1
KA-31 } As per Maintenance schedule Part I,II and III
UH3H } As per ASPA
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Chapter 10
MODIFICATIONS
CONTENTS
Article
1001 General
1002 Definition and procedure
1003. Classification of modifications
1004 Promulgation of modifications
1005 Embodiment of modification.
1006 Modification sets and kits
1007 Modification standards
1008 Modification reports and returns
1009 Role equipment
1010 Modification control
1011 Identification and documentation of modifications
1012 Checks on the modification state of airborne equipment
1013 Naval service modifications (NSM)
1014 Proof installations (PI's)
Annex
A Procedure for preparation of Naval service modification and flow chart.

B Format for preparation of Naval service modification leaflet.
C Naval service modification clearance conference agenda
D Format for preparation of Draft informatory leaflet.
E Format for preparation of manufacturing supplements
F Report to IHQ MoD (Navy) on proof installation of a modification.
1001. GENERAL
1. This chapter contains the instructions concerning the modification of aircraft,

engines and equipment in the Indian Navy.
2. Additionally reference should be made to Topic 13 of individual aircraft type

publications which defines the modification standard for Naval Aircraft.
1002. DEFINITION AND PROCEDURE
1. DEFINITION
(a) A modification is an authorised change to an aircraft, engine or equipment

arising after the production drawings have been sealed.
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(b) Proposals for modifications stem from:
(i) Continued development to meet the specification.
(ii) Defects in service.
(iii) New operational roles.
(iv) The need to improve reliability, servicing or effectiveness.
(v) Obsolescence of item/equipment
2. Procedure
(a) A preliminary study of the proposed modification is normally made by a Local

Modification Committee (LMC), at the manufacturers works. The proposals are then
forwarded to the IHQ MoD(Navy) / MOD Committee of Individual aircraft for
consideration and approval. Simple modifications will be approved and classified by
IHQ MoD(Navy)/NAQAS. More complex modifications may be approved for a trial
installation before being classified.
(b) All proposed modifications to naval aircraft, engines, and equipment are
considered by IHQ MoD(Navy)/HQNA and MOD Committee of Individual Aircraft.
(c) Indian Naval aircraft, engines and equipment may be modified when either:
(i) The modification has been classified by the IHQ MoD(Navy)/ HQNA
and the instructions promulgated to the service.
or
(ii) The modification has been approved by Aircraft MOD Committee and
IHQ MoD(Navy) / HQNA promulgated as a NSM.
1003. CLASSIFICATION OF MODIFICATIONS
1. Modifications are classified using a coding system to indicate the urgency and
application. The coding system can be conveniently divided into:
(a) Pre-release application (classified AA)
(b) Contractor application (classified A,B,C or D)
(c) Service application (classified 1,2,3 or 4)
(d) Special Order only (SOO or class E/5)
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Modifications to be carried out by a Contractor are classified by letter and those for
installation by the Service will be classified by a number. Most modifications are classified
by Letter/Number indication application by the contractor or the Service.
2. Contractor Application The letter classification applies to aircraft engines and

equipment in production. They also apply to engines and equipment being overhauled by
the HAL, NAY, BMF, BSF & DRF.
(a) Class AA. Class AA modifications are essential for initial CA Release of a
new type or mark of aircraft or for the introduction of a new equipment and must be
embodied prior to delivery to the Service.
(b) Class A. Class A modifications are essential for safety and must be
embodied irrespective of the delay involved. The absence of a class A modification
may involve the grounding of the aircraft a flight limitations or a limitation of its
operational role.
(c) Class B. Class B modifications are high priority modifications, the non-
embodiment of which imposes operational limitations or reduces maintenance
efficiency. These modifications are to be embodied as soon as practicable during
reconditioning or repair when parts become available.
(d) Class C. Class C modifications are important improvements for technical and
operational reasons and are embodied in production, provided there is no delay in
delivery. These modifications should also be embodied retrospectively during
reconditioning or on repair. In the case of repair only, the embodiment is limited to
those modifications which can be embodied conveniently at this time.
(e) Class D. Class D modifications are improvements of lesser importance which

are embodied in new production, provided no scrap or delay is involved. In service
Class D modifications are embodied when stocks of unmodified spares are
exhausted.
(f) Special Order Only. The term Special Order Only (SOO) is applied to
modifications which are necessary to achieve a limited (specified) objective.
3. Service Application.
(a) The following classifications apply to aircraft, engines and equipment in the
service and aircraft on periodic base maintenance (PBM) or modernization in
NAY/BMF. The classifications also apply to serviceable equipment in IN/IAF Store
Depot/BRD/HAL/EDs.
(b) Class 1. Class 1 modifications are essential for safety and until embodied will
impose a severe limitation on the use of aircraft or other equipment. The aircraft
may be grounded until the necessary modification is embodied.
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(c) Class 2. Class 2 modifications are high priority modifications, the absence of
which impose operational limitations or seriously reduce maintenance efficiency.
(d) Class 3. Class 3 modifications are a lower category than Class 2, but are
such that the gain in operational efficiency, reliability or economy of operation,
servicing, or maintenance, is judged by IHQ MoD(Navy) / HQNA to outweigh the
cost and effort of immediate retrospective embodiment.
(e) Class 4.Class 4, modifications are normally embodied on replacement of

defective parts when all spares to the original specifications have been used. They
do not affect the interchangeability of spares.
(f) Class O. Class O modifications are those which the service will not embody.
(g) Special Order Only. The term Special Order Only (SOO) is applied to
modifications which are necessary to achieve a limited (specified) objective. The
modification committee will define the limited requirements and the aircraft, engine
or equipment to which the modification is to be embodied.
4. Classification System - Riders and Notes.
Riders. Within the context of the awarded of classification the timing or method of
embodiment of a modification may be specified by an appropriate rider to the
service application as follows:
(a) ‘On removal of unmodified item'. This means that the modification should be
embodied on the first occasion that the item itself or the associated part is removed,
For example on removal of engine, tail plane, etc.
(b) ‘On replacement of unmodified item’. The modification should be embodied

on the first occasion that the named item becomes unserviceable.
(c) ‘By return of unmodified item'. By return, to the contractor or service repair
centre. This means that the modification is beyond the scope of 1st Line and 2nd
Line units. In order to maintain the flow of unmodified items to the contractor or
repair unit it is necessary to fit the modified item and return the unmodified item as
directed, as soon as possible.
(d) WOTSAC. This is used to indicate that interchangeability is affected and that
modification will be embodied `when the old type spares are consumed'
(WOTSAC).
(e) NOROR. This means that the modification will `not be embodied on repair or
reconditioning'.
(f) ‘On failure', 'on defect' or 'on need to repair'. These are self explanatory.
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(g) NIP. The modification will not `be embodied in new production aircraft,
engines, equipment`.
5. Classification Notes.
(a) NCP (No Contractors Parts). Parts necessary to embody the modification are
obtainable from Service sources.
(b) RPO (Record Purpose Only). This term is used for the initiation of drawing
changes to the Master Record Index, drawing Introduction Sheet for recording
information. No action is required by the Service.
(c) ROP (Reserve Order of Priority). Modification sets will be issued for
embodiment by the Service before the contractor i.e., the Service having priority.
6. Specific Types of Modification.
(a) Role Equipment Modification. A modification to aircraft which introduces

removable equipment for a specific operational requirement. This is provisioned on
a scale other than on a one per aircraft basis. Such modifications relate to:
(i) The introduction of equipment which, although part of the primary

function of the aircraft, may only be fitted to FAE, TAE and FIR aircraft.
(ii) Removable equipment required when carrying out roles other than the
primary role.
Notes:
(a) (i) Design changes to role equipment will follow the normal classification
system.
(ii) Role equipment modifications will be issued in the 5000 series of

airframe numbers although not all aircraft are identified in this way at present.
(b) Ground support Equipment Modification. A modification which introduces

aircraft special-to-type ground and/or to test equipment and/or special tools.
Ground support equipment modifications are usually identified in the 8000 series.
(c) Limited Operational Modifications. Additions are made to the aircraft

specification for the purposes of development, investigation, service trials and
appraisal. Exceptionally when there is no need to have all aircraft to the same
standard the equipment comes under this category.
1004. PROMULGATION OF MODIFICATIONS
1. Information on modifications is promulgated as follows:

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(a) By modification leaflets in Topics -2 or individual NSM leaflets.
(b) For airframes/engines complete modification lists appear in Topic -13 and or
Topic -2 leaflets plus the 'O' leaflets. For other equipment the complete equipment
modification lists appear in Topic -2.
(c) Draft modification leaflets (DMLs) may be authorized for use by IHQ
MoD(Navy) / HQNA /NAQAS.
(d) Where the aircraft/engine air publication modification list does not exist, IHQ
MoD(Navy) / HQNA/NAQAS will issue a modification booklet.
(e) Register of Naval Service Modifications held by , IHQ MoD(Navy)/

HQNA/NAQAS.
2. Modification Leaflets (MLs)
(a) When a modification is classified the contractor prepares a DML when

service action is necessary. Editing of the DML is carried out by, IHQ MoD
(Navy)/HQNA/ NAQAS before issue as a Topic -2 leaflet. Airframe DMLs are issued
to NAQAS and the NAY for planning purposes only. Where urgent embodiment of
an equipment modification is required IHQ MoD (Navy)/ HQNA may issue an
advance notification or DML and authorise its use.
(b) Informatory leaflets (ILs) are issued when users are not embodying the
modification but have a need to know of the effects of the modification. Such ILs will
contain the information required to enable Units to accept/inspect/approve the work
done by Contractor's working Party (CWP).
(c) The foregoing paragraph also applies to NSMs.
1005. EMBODIMENT OF MODIFICATION.
1. Modifications to aircraft, engines and equipment, are embodied by air stations,

ships, Service Working Parties (SWPs), Contractors Working Parties (CWPs), BMF, NAY,
BSF and HAL and industry.
2. Squadrons and Aircraft
(a) Squadrons.
IHQ MoD(Navy) / HQNA equips a squadron with aircraft to the highest

modifications standard available for the role and task of the Squadron. The
Squadron Commander should ensure that his aircraft continue to be modified
to the highest material standard thereby obtaining maximum reliability and
performance of equipment. However, operational requirements and servicing
commitments may limit the number of modifications which can be embodied.
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(b) Aircraft.
(i) Modifications annotated ‘S' and normally involving less than 20 man
hours are generally embodied by squadrons. Other urgent modifications may
be undertaken by squadrons or designated units, in planned priority
modification programmes, controlled by NAQAS/RAQAS in conjunction with
IHQ MoD(Navy)/HQNA. Squadrons should endeavor to embody 'S'
modifications within 6 months of appearing in the tables, and are to seek a
concession from NAQAS/RAQAS if this extends beyond a year.
(ii) The suffix `R' added to a modification, number, indicates kits that are
in short supply. The IHQ MoD(Navy)/HQNA is responsible for allocating
modification kits suffixed `R' and will give priority to FAE and FIR and other
front line aircraft.
3. Engine
(a) Engine modifications classified 2 or 3 are to be embodied by units during

routine servicing.
(b) Engine modifications to be embodied during 3rd and 4th servicing are as
follows:
(i) Recondition. All Table 8 Groups 1, 2 and 3 modifications.
(ii) Repair. All Table 8 Groups 1 and 2 modifications plus those Group 3
modifications which can be embodied without further stripping beyond that
necessary to effect the repair and/or to embody the group 1 and 2
modifications.
(iii) Rectification 1. All Table 8 Group 1 modifications and only those

Groups 2 and 3 modifications where no additional stripping is required
beyond that necessary to effect the repair and/or to embody Group 1
modifications.
(iv) Rectification 2. All Class A and Class 1 modifications. When the

embodiment of a Class A or Class 1 modification requires work in addition to
that specified for th e rectification, then the engine is to be re-categorised.
(c) IHQ MoD (Navy)/HQNA is authorized to categorise engines 'Rectification '1'

when engines are in short supply.
(d) Concessions for non-embodiment of a modification will be issued by IHQ

MoD (Navy) / HQNA.
4. Equipments
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(a) For the Major Weapon systems and other Selected Equipments, user units
are to aim to bring the equipment up to the following standard:
(i) Table 10 Group 1 and 2.
(ii) As many Table 10 Group 3 modifications as opportunity permits.
The foregoing does not apply on 1st line servicing.
(b) Other equipment modifications will be embodied in accordance with its

classification and as described in the appropriate leaflet.
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5. Periodic Base Maintenance Modification Programmes.
During PBM outstanding modifications are usually embodied, the requirement will
be stated in the contract of work. The IHQ MOD (Navy) / HQNA also allocate aircraft to
NAY, BMF, HAL (Whenever capacity at these centers is available) for specific modification
programmes to maintain aircraft to the highest possible standard.
6. Service and Contractor's Working Parties
Urgent modifications may be embodied in squadron aircraft, engines or equipment

(Which are beyond squadron resources). This work will be carried out by either a station,
NAY, BMF as directed by IHQ MOD(Navy) / HQNA.
7. 3rd Line Service and 4th Line Industry.
NAY/BMF, HAL and other establishments (3rd line) and Industry (4th line) are to
embody modifications beyond 1st and 2nd line capacity and capability. This particularly
applies at modernization for aircraft, reconditioning for engines and certain components or
equipment.
8. Special Order only (SOO) Modifications.
(a) The embodiment of modifications under the classification SOO is to be as

follows:
(i) Role Equipment Modification. Embodied to meet the operational

requirements of the aircraft or as directed by the IHQ MoD(Navy)/ HQNA.
Allowances for the role equipment sets will be included in the Squadron
Mobile Equipment (SME) Allowance, Part B.
(b) Ground Equipment Modifications. The approval of the modification does not
involve embodiment but, initiates ranging and scaling of the equipment which is
promulgated in Air Stores Establishment (ASE).
(c) Limited Operations Modifications. The limited requirement will be specified

(i.e. by squadron etc, aircraft or specific aircraft serial numbers). Allowances will not
be promulgated
1006. MODIFICATION SETS AND KITS
1. Sets and Kits
(a) A modification set consists of:
(i) All items of the contractor's own manufacture and proprietary parts
which the contractor is authorised to purchase.
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(ii) The necessary AGS parts.
(iii) Items which have been issued from service stores on embodiment as
loan to the contractor to complete the modification set.
Note:
(a) Moddification set may be assembled within the Service to contractor's

design drawings.
(b) A modification kit consists of a modification set and those other service
supply items which are assembled by the Service, before issue.
2. Demands
(a) Demands for modification kits/sets and or other service supply items are to
be made on Form IN 335 and sent to the Logistics Officer. These demands are to
include the aircraft, engine or equipment serial number.
(i) Modifications kit for Airframe and Engines may be demanded when
they are listed in the AP 100N-0200 Series tables except, when they are
restricted by a suffix `R' being added to the modification number. In which
case the authority to demand, or alternative supply arrangements will be
made by MO (K) on advice of NAQAS.
(ii) On receipt of the returns of the modification state from various air
stations/carrier/flights, NAQAS will advise on supply of mod kits to units on
RIO demand indicating type of aircraft/aero engine and side number.
(iii) If a mod kit is not available at MO(K), NAQAS being the nodal agency
for the progress/monitoring of all the modifications will inform IHQ
MOD(Navy) for procurement of the mod kits through the contractor and on
receipt of mod kits MO(K) will supply them to units on the advice of NAQAS.
(iv) Equipment modifications not included in INAP-100N- 0200 Series are

to be supplied on receipt of MOD leaflet in accordance with the modification
classification and on approval from NAQAS.
3. Stocks of Modification Kits/Sets.
All modification kits/sets will be held at the appropriate Material Organisation.

Specific avionics modification sets will be held at MO (K)
1007. MODIFICATION STANDARDS.
1. This article describes the following:
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(a) Aircraft and Equipment Mark/Part Numbers.
(b) Basic Modification Standards.
(c) CA Release Modifications.
(d) AP 100N-0200 Series Modification Tables.
(e) Modification Requirements at BMF, Modernization etc.
(f) Components.
2. Aircraft and Equipment Mark/Part Number.
A substantial change of design which materially affects the operational or functional

value of an aircraft or equipment (or the interchangeability of equipment) is treated as the
introduction of a new Mark No for aircraft or a new Mark No and or Part No for equipment
authorized by IHQ MOD (Navy) / HQNA. A change of Part No will give rise to a different
Reference or NATO number (see Article 1011).
3. Basic Modification Standards Aircraft Y Lists.
Aircraft or major equipment is supplied from production to a basic modification

standard known as the Y Lists. The first issue is Y1and subsequent issues will be
annotated Y2, Y3 and so on.
4. CA Release Modifications.
The conditions of the CA Release of an aircraft may require certain modifications

to be embodied. It is mandatory to embody these modifications for the role or operation
stated. These modifications are listed in AP 100N- 0200 series tables and details are
also included in the relevant Aircrew Manuals/Pilots Notes for Helicopters.
5. INAP 100N-0200 Series - Modification Standard of Naval Aircraft.
(a) The modification standards for aircraft and equipment are contained in the AP
100-0200 Series MOD tables 1 to 10 inclusive. These tables amplify the class 2 and
3 modifications, listing them under operational roles and improvements to
maintenance. NSM's as well as contractors modifications will be listed.
(i) Table 1 Modifications defining the / operational standard or

operational capability.
Airframe (ii) Table 2 - Modifications having a safety aspect.
(iii) Table 3 Modifications to improve serviceability and reduce

maintenance.
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(iv) Table 4 Modification which do not merit | inclusion in Tables 1,2

and 3.
(v) Table 5 Modifications embodied in all aircraft.
(vi) Table 6 Modifications for which no/ further embodiment is

intended or have been superseded or/suspended.
(vii) Table 7 Modifications (Engine) to be / embodied at 1st and 2nd

Line / Servicing.
(viii) Table 8 Modifications (Engine) to be / embodied at 3rd and 4th

Line Engine / Servicing.
(ix) Table 9 Modifications (Role Equipment).
(x) Table 10Modifications (Special Weapons/ or Equipment)
(b) A modification is inserted in the appropriate table when 50% of the

modification sets are delivered. In the case of modifications that are in short supply
these will be suffixed 'R' and will be added to the tables as decided by IHQ MoD
(Navy) / HQNA. When modifications are first added to the tables they are
underlined.
6. Aircraft Standard
(a) The HQNA issues FAE and TAE aircraft to the following standard:
(i) Table 1 - To the appropriate operational role.
(ii) Table 2 & 3 - As directed by the IHQ MoD (Navy) affecting safety and
serviceability.
(iii) Table 4 As many modifications as can be embodied in the time

available.
7. Engine standard
(a) The majority of modifications are embodied during overhaul at a 3rd and 4th
line servicing unit but a small number may be embodied by other units.
(i) Table 7 Modifications that can be installed at 1st and 2nd line
servicing units.
(ii) Table 8 Modifications that are installed at 3rd and 4th line
servicing units.
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The modification tables for engines appear under the aircraft in which they are installed.
8. Role Equipment Standard.

Table 9 lists the various role equipment modification numbers together with the changes
which are referred to as engineering modifications.
9. Major Weapon Systems and Other Selected Equipment Standard
(a) The IHQ MoD (Navy) / HQNA will issue selected systems/equipment to the
following minimum standard.
(i) Table 10 Group 1 - All modifications
(ii) Table 10 Groups 2 and 3 - Modifications to be embodied during

routine servicing, repair or
reconditioning within the time
available for this work.
The modification tables will appear under the aircraft in which they are installed.
10. Modification Standard Required at Periodic Base Maintenance(PBM)
Modifications to be embodied at PBM are those outstanding AP100N-0200 Series

modifications as directed by IHQ MoD(Navy) / HQNA.
11. Modification Standard Required at Modernization
Modifications to be embodied at modernization are listed in the Contract of work.

Normally all outstanding class 1 and class 2 modifications are embodied at this time. In
addition class A modifications may be embodied, provided there is no delay in completion
date for the aircraft.
12. Aircraft Support, Holding and Receipt and Dispatch Unit Procedures - Modification
Standard
All outstanding AP 100N-0200 series (S) modifications are to be embodied during

the procedures for bringing an aircraft up to the required standard unless otherwise
ordered by the IHQ MoD(Navy) / HQNA.
13. Engine Holding Unit (Throughout) Procedure -Modification Standard
At the periodic servicing for engines and power plants all outstanding class 2
modifications, class 3 modifications for which parts are available, are also to be
embodied. For engines stored in moisture vapor proof (MVP) bags outstanding
modifications are to be embodied prior to dispatch to user for installation.
14. Modifications to be embodied concurrently with Categorised Repair, Re-conditioning

and Rectification Work.
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(a) Category 3 Repair on-site.
(i) By contractors. Modifications as stipulated in the contract.
(ii) By Service Working Party. Modifications as specified by the IHQ

MoD(Navy) / HQNA . Other modifications to be embodied during
repair may be specified by IHQ MoD(Navy) / HQNA.
(b) Category 4 Repairs. All class A & B modifications are to be except where
concessions are authorised. Embodiment of class C modifications is to be limited to
those which do not require additional stripping beyond than necessary to complete
the repair. Exceptionally additional airframe modifications may be specified by IHQ
MoD(Navy) / HQNA.
(c) Category 4 Reconditioning. Embodiment of the following engineering and

component modifications are compulsory unless otherwise detailed by IHQ
MoD(Navy) /HQNA.
(i) All class A, B and C modifications.
(ii) Class D modifications when unmodified spares are not available.
(d) Category 4 Rectification 1. Restoration to a serviceable condition, embodying

modifications as specified by the IHQ MoD(Navy) / HQNA.
(e) Category 4 Rectification 2. Only applicable to rectification as follows:
(i) Checking and adjustment of the units.
(ii) Replacement of external parts.
(iii) Replacement of accessories.
(iv) Minor re-work.
(v) Modular engines requiring module change only.
(f) Special Repair. Only modifications specified by IHQ MoD(Navy)/ HQNA.
15. Components.
(a) Component modifications other than major weapon systems or other

selected equipments are not included in the modification tables unless there is a
governing airframe or engine modification.
(i) Officers-in-Charge of Workshops are to ensure that class 1

modifications are embodied. Class 2 and 3 modifications are to be
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incorporated during routine servicing, repair or reconditioning of the
equipment as follows:
(aa) Air Stations - 1, 2 &3 Modifications
Carriers - Class 1 & 2 Modifications
Small Ships - Class 2 where facilities exist.
Where modifications are scheduled to take in excess of 20 man-hours, the IHQ

MoD (Navy)/ HQNA will confer with NAQAS / RAQAS to provide assistance.
(b) Aircraft Yards - All modifications.
(c) Store Depots - All modifications.
1008. MODIFICATION REPORTS AND RETURNS
1. Reports to Air Equipment Authority.
(a) The IHQ MoD(Navy)/ HQNA / NAQAS maintain comprehensive records of

the modification state of aircraft, engines and equipment. This requirement is met by
forwarding reports as detailed in Article 7309 of INAP2.
(b) All units are required to send a quarterly modification status report to
respective Main Data centres, as indicated in chap 2303 para 8. This report should
be by aircraft/aero engines type and comprise of following parts:
(i) Part I: Complete Mod status of aircraft/aeroengine.
(ii) Part II: Details of changes in Mod status since last return.
(iii) Part III: Details of Mod kits held with the operating unit awaiting
embodiment/survey.
2. Modifications Embodied by Contractors Working Parties (CWPs).
Four copies of Form A22 are to be raised by the Air Engineer Officer detailing
modifications embodied by a CWP. The original copy is to be sent to IHQ MoD(Navy). One
copy each to the HQNA, NAQAS and one copy retained by the originator.
3. Modification Concessions.
If modification required by the IHQ MoD(Navy) / HQNA is not embodied, a

concession is to be raised and recorded in Aircraft Servicing Form.
1009. ROLE EQUIPMENT

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1. Definition Role Equipment (RE) is removable aircraft equipment listed in the SME
Part B and which may be identified in the 5000 or 3000 modification number series. RE will
be sub-divided as detailed in SME Part B title page.
(a) Standard RE. This equipment will be fitted to all Established and Immediate
Reserve (FAE, TAE FIR & TIR) aircraft of a fleet and will remain permanently
installed. This equipment is also shown in relevant Topic 3E/Part
(b) Special RE. Certain aircraft fleets will be subdivided into permanent groups
for specific purposes and equipped with special RE. This equipment will remain
permanently installed.
(c) Squadron or flight RE. This is true 'Role Change' equipment that is filled by
the unit and is not transferred with the aircraft. The scales are currently laid down in
the SME Part B table of allowances. AP 100N-0200 series.
2. Control Procedure
To control equipment the following procedure must be adhered to:
(a) Control of all RE sets will be vested in designated air stations, who will
establish RECONS. (Role Equipment Control Center)
(b) All sub assemblies and piece parts comprising each RE set will be
referenced and shown in the aircraft Topic 3. Complete RE sets will not be
referenced be referred to by their master modification number (e.g. Seaking 5023).
(c) When a major compensation an RE set is identified by a manufacturer's

serial number it is to be recorded in the aircraft documents. Other major component
without a manufacturer's serial number may be allocated a local serial number by
the RECONS to identify it.
(d) Standard and special RE will be transferred from SME/PLR to the aircraft
inventory when installed.
3. Spares Support
Newly introduced RE will be held as sets for a limited period. Thereafter the
Maintenance Unit (MU) will hold referenced sub-assemblies and piece part spares only.
4. Inabilities
Spares are to be progressed in the normal manner by the demanding unit on

MO(K)/MO(G)/MO(V).
5. Designated Station Support
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Where reclamation of a complete RE set is beyond and the capability or capacity of
the squadron/flight, it is to be returned to the appropriate Material Organisation and
exchanged on a one for one basis. When the holder is remote from the designated station,
demands are to be in signal format in accordance with JSP 336. Unserviceable sets are to
be returned in accordance with the disposal and priority of return instructions issued by the
Supply Officer of the designated air station. Dispatch details are to be reported to the
Material Organisation.
6. Accounting Principles
(a) RE's in general. RE sets are to be accounted for as one item (e.g.
appropriate 6000 or 3000 series modification number) and records are to include
manufacturers or local serial numbers where applicable.
(b) Standard RE. Standard RE will be listed in the aircraft inventory.
(c) Special RE. Special RE will be listed in the aircraft inventory.
(d) Squadron/flight RE. Holdings of this equipment to the scale of allowances

currently provided in the SME Part B are to be accounted for by the custodian as
follows:
(i) Front line squadrons and flights: in the squadron/flight inventory of

squadron mobile equipment.
(ii) Second line units including BMF, NAY, BSF to be taken on charge by
the Supply Officer of the air station/yard and issued on permanent loan to the
appropriate custodian.
(iii) RE held in RECONS: to be held on charge to the Supply Officer of the

designated station.
7. Air Equipment Authority Function
(a) IHQ MoD(Navy) / HQNA in consultation with other authorities, is responsible

for the following:
(i) Allocating priorities of short supply RE between units/stations.
(ii) Arranging supply to Non-IN users of RE as directed by higher

authority.
(iii) Approving temporary increases of RE to units/stations.
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(iv) Ensuring that Supply Officers are informed of any changes in aircraft
AE requirements in order that RE demands can be anticipated.
8. Role Change
When the role of an aircraft is to be changed, reference should be made to the CA

Release and to the Change of Role Section of the Air Publication (Topic 1) for the
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1010. MODIFICATION CONTROL
Policy
1. The responsibility of Configuration Control of Naval Aircraft is solely vested with IHQ
MoD (Navy). Hence introduction of any modification which would alter the configuration/
role of an aircraft should have the prior approval of DNAS.
2. The responsibility of controlling modifications for enhancing maintainability,

improving reliability, overcoming obsolescence and product improvement is that of DNAM.
3. The policy of IHQ MoD(Navy) is to control modifications by limiting classification to

those essential for the safe and effective operation of naval aircraft.
4. This policy is implemented by:
(a) Assessing the cost-effectiveness of proposed modifications.
(b) Classifying safety of flight modifications at any time.
(c) Imposing restrictions on the initiation of modifications progressively during

the life of an aircraft, engine or equipment by the use of Modification Restricted
Lists.
1011. IDENTIFICATION AND DOCUMENTATION OF MODIFICATIONS
1. Modification State.
(a) The modification state of aircraft, engines and airborne equipment is

identified by:
(i) Appropriate entries on the modification plates and ERCs, and or
(ii) The part number and reference/NATO number of components and

major assemblies being changed after modification.
(b) The modification state is to be checked before and after transfer between
accounting units and when undertaking repair, rectification and reconditioning.
(c) ERCs and/or equipment labels are to be examined to ascertain the

modification state of the equipment. Where doubt exists a physical check is to be
made to ensure that the modifications embodied are the same as those that are
recorded.
2. Avionic and Certain Other Equipments.
(a) Each modification will have a unique identifying reference made up of a

number which may be preceded by a letter or letters e.g. R0455. This identifier may
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be followed by an oblique stroke and a further number. When this second number is
present it indicates which number is to be struck off when recording the modification
in accordance with sub-para (b) below.
(b) Recording
(i) Most avionic, SONAR and other equipments now in service are fitted
with detachable or engraved modification labels which are graded and
numbered 1 to 12 or 1 to 25. A modification is recorded on this type of label
by striking through one of the numbers as stated in the modification leaflet.
(ii) Before a new modification is recorded, the equipment must reach the
specified modification standard defined in the leaflet introducing the label.
(iii) A modification label lists the modifications embodied on the unit to

which it is attached e.g. main chassis or sub-assembly. On the outside of
fully packaged sets there will be a summary of the modification states of the
various units enclosed.
3. Spare Parts fitted with Modification Plates. Where that part of a major component
which bears a modification plate is to be replaced, the unit carrying out the replacement is
to ensure that the modification plate on the new part is amended to reflect the true
modification state of the component.
1012. CHECKS ON THE MODIFICATION STATE OF AIRBORNE EQUIPMENT
1. Procedure
(a) The modification state of airborne equipment is to be checked:
(i) Before and after transfer between accounting units.
(ii) When undertaking a repair, rectification or reconditioning.
(b) Equipment with Record/Log cards and/or Equipment Labels. Record/Log

cards and/or equipment labels are to be examined to ascertain the modification
state of the equipment. Where doubt exists a physical check is to be made to
ensure that the modifications embodied are the same as those that are recorded.
1013. NAVAL SERVICE MODIFICATIONS (NSM)
1. Introduction. NSM's are modifications authorised by IHQ MoD(Navy) designed and

developed within the Service and for which IHQ MoD(Navy) is the Engineering Authority
(EA). The NSM procedure is used to enable modifications of an urgent, simple (defined as
requiring less than 20 man-hours to embody) or special nature to be embodied quickly in
aircraft, engines, airborne targets, survival equipment, ground, test and role equipment and
associated equipments when the normal design authority (DA) procedure would not
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suffice. Before full NSM development is authorised it must be shown that an operational or
flight safety requirement exists or that a significant improvement in maintainability,
reliability or cost effectiveness will result. When fleet embodiment is required and the
aircraft or equipment is still in procedure, DA modifications are preferred. Factors which
could determine the adoption of NSM procedure include:
(a) The requirement is urgent and can be satisfied using local resources.
(b) Special operation and exercise requirements.
(c) Where there are significant cost and time benefits.
(d) Limited applicability.
(e) Aircraft or equipment approaching obsolescence.
(f) Trials raised on Form NAC 101 which require physical changes to aircraft or
equipments.
(g) Spares are not affected.
(h) Long term support is not required.
(j) Limited DA capacity.
2. Initiation. NSM's may be initiated by HQNA Administrative Authorities (AA) or

Service units to:
(a) Meet a Minor Staff Requirement.
(b) Satisfy on operational need.
(c) Improve maintainability and for reliability or function.
(d) Support a trial.
(e) Introduce a locally designed improvement.
All NSM proposals must be supported by a full justification of the operational need and/or a
comprehensive economic case for introduction.
3. Procedure. The procedure to be followed for the introduction of a NSM is detailed at

Annex A.
4. Classification and Recording. NSM's are classified in accordance with Article 1003.
Embodiment of NSM's in aircraft or equipment should be recorded on equipment record
cards (ERC) and/or as specified in the modification leaflet and reported in accordance with
Article 1008. NASDO/NAQAS is to maintain a central record of NSM embodiment.
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5. Master List. AP 100N-0300 Series is the master list of all NSM's for aircraft by type,
airborne targets survival equipment and miscellaneous items. Cancelled NSM's will remain
recorded in the master list. The modification tables, AP 100N-0200 series lists DA
modifications and where they cover NSM's, embodiment of both must be recorded.
6. NSM Leaflets. All draft leaflets, manufacturing supplements and drawings are to be
prepared in accordance with the formats at Annexes C, D and E and distributed as
appropriate following the clearance conference or inspection but always one copy to
HQNA and NAQAS. NAQAS will edit all draft leaflets. Formal leaflets will be issued by IHQ
MoD(Navy).
The type of leaflet to be used for embodiment will be stated in AP 100N-0300 series
part 1 and should be retained in Part 2. Where Part 2 has not been issued, leaflets should
be filed in the appropriate AP Topic 2.
Where a DA cover modification is raised for a previously issued NSM, it may not attract a
formal leaflet therefore the NSM leaflet should be retained.
Leaflets for cancelled NSM's should be destroyed.
7. NSM Embodiment. The authority for NSM embodiment will be promulgated by IHQ
MoD(Navy) as follows:
(a) Full fleet aircraft and equipment; in AP 100N-0200 series when leaflets and
kits are available.
(b) Limited number of aircraft and equipment; in AP 100N-0300 series when

leaflets and kits are available.
(c) Special trials; in AP 100N-0300 series and usually with a caveat restricting
use to a particular agency, e.g. NAY.
(d) Exceptionally and to meet particular requirements earlier embodiment may

be separately authorised by IHQ MoD (Navy).
(e) Simple modifications should be fully embodied in all aircraft and equipment
within 6 months of promulgation.
8. NSM Clearance for Flight. Clearance for flight may only be authorised by IHQ MoD
(Navy) in the form of a Service Deviation by the EA or signal or letter by IHQ MoD (Navy).
9. Removal of NSM's from Aircraft and Equipment. Cancelled NSM's should be

removed and equipment disposed off in accordance with current regulations. Before
returning equipment to the supply system NSM's should be removed unless covered by a
DA modification. It is normally a condition of aircraft and equipment overhaul, repair and
reconditioning contracts that any NSM's which have not been satisfied or superseded by
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DA modifications, should be removed. Exceptionally, where NSM's are required to be
retained, specific instructions will be given in the contract.
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1014. PROOF INSTALLATIONS (PI's)
1. The Commanding Officer of ships/Establishments/Captain Superintendent NAY (K)

for an aircraft type is required to satisfy the Quality Assurance Representative from
NAQAS/RAQASs that each airframe modification classified for retrospective embodiment
can :
(a) Be embodied without undue difficulty using the modification set and leaflet
which is intended to supply for the purpose and
(b) Subsequently and if applicable, be functionally or otherwise tested as called

for in the leaflet.
2. In order to obtain confirmation of these points, the Quality Assurance

Representative of NAQAS/RAQASs may require a proof installation (PI) of the
modification. Normally, the PI will be undertaken on an aircraft already available to the
contractor at his works or on an aircraft of the Fleet. Quality Assurance representative may
ask the appropriate air engineering Officer to provide an aircraft on which the PI may be
undertaken and may request that the PI be undertaken by Service Personnel. In all other
cases, the PI is to be undertaken by a contractor's working party (CWP).
3. Embodiment by Service Personnel. When a PI is to be embodied by Service

personnel:
(a) The ATO of the nominated Air Station is to ensure that, subject to any
overriding operational commitments, the PI is undertaken as a matter of priority.
(b) The normal responsibilities and regulations for the quality of work undertaken
by and supervision are to apply excepting that, in assessing the degree of
supervision required, due consideration is to be given to the need for detailed
assessment of all aspects of the PI and drafting of the report described in Annex F.
(c) No deviations, other than minor ones, are to be made from the instructions
contained in the PDML without the consent of the engineering authority first being
obtained. In this context, the ATO is authorised to deal directly, and by the fastest
possible means, with the engineering authority, as the case may be.
4. On completion of the PI, the ATO is to submit a report on the PI to NAQAS. The
form of the report is to be as described in Annex F. Copy addressed are to include:
(a) IHQ MoD(Navy)
(b) HQNA
(c) NAQAS
5. Embodiment by CWP. When a PI is embodied by a CWP
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(a) The contractor is wholly responsible for the work and its supervision and
(b) The QAR is wholly responsible for all aspects of quality assurance and for
assessing suitability of the modification kit and the PDML.
The ATO has no responsibility for the foregoing aspects and is not required to
submit the report described in para 4 above.
6. Retention and Recording of a Proof Installation. A PI is to remain embodied unless

otherwise ordered by the engineering authority. If a PI has unsatisfactory features the
engineering authority is to instruct on any precautions or special measures which are to
apply.
7. Recording of the PI in aircraft and work documents is to be as for an approved
modification excepting that entries are to include the bracketed annotation (PI).
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ANNEX A Chapter 10
PROCEDURE FOR THE INTRODUCTION OF A NAVAL SERVICE

MODIFICATION
1. Unit forwards proposal in form of Draft modification Leaflets supported by drawings

through parent ship or air stations to HQNA copy to NAQAS. The NSM need not be
schemed at this stage unless required to assist in making the supporting operational, flight
safety or economic case for adoption.
2. If supported, HQNA forwards proposal to Mod Committee copy to IHQ MoD (Navy)
with detailed evidence of operational or flight safety requirement or comprehensive
economic case of introduction.
3. Mod Committee evaluates the technical aspect of modification and if found suitable,
Mod committee forwards it to IHQ MoD (Navy) for trial approval with a copy to NAQAS.
4. IHQ MoD (Navy) co-ordinates activities to:
(a) Ensure the proposal if fully justified.
(b) Confirm that no parallel development is being undertaken.
(c) Confirm financial provision
(d) Ensure assess to aircraft and manufacturing capacity is available,
(e) Approve the mod for trial.
(f) If not supported cancel the requirement.
(g) Schemes the NSM or tasks a Service unit and arranges a TI (Trial
Installation).
(h) Request assistance as required from other agencies.
5. If modification trial is approved, IHQ MoD (Navy) directs the support units for the
manufacture of one mod kit for trial installation and intimates service unit and NAQAS
/RAQAS. During the process of manufacturing the mod kit should be offered for stage
inspection and final inspection to respective NAQAS /RAQAS.
6. After the manufacture, the mod kit is drawn by the service unit and installed it on the
aircraft with the help of IInd line unit if required. During the process and after installation it
should be offered for the inspection and clearance by NAQAS /RAQAS.
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7. On clearance of installation by NAQAS /RAQAS, Flight clearance will be accorded
by NAQAS /RAQAS after studying all aspects, compatibility, limitations etc. DTD & P (air)
may be consulted if considered necessary.
8. On completion of ground and flight trials, NAQAS / RAQAS will produce a

modification leaflet as directed by IHQ MoD(Navy) and forwards to IHQ MoD(Navy) for
distribution.
9. IHQ MoD (Navy) (PDNAM)
(a) Authorises further embodiment.
(b) Issues flight approval.
(c) Issues amendments to Air Publications.
(d) Issues formal modification leaflets to standard distribution.
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ANNEX B Chapter 10
FORMAT FOR PREPARATION OF A DRAFT

NAVAL SERVICE MODIFICATION LEAFLET
AP 100N-0300
NSM TBA
MAIN EQUIPMENT
(Aircraft Type and Mark)
NSM No. (Classification)
ADP No.
Title of modification
1. Introduction
Insert here a brief statement of why the modification is introduced and how it
achieves the requirement. Insert the following sub-paragraphs (1), (2), (3) and (4) as
appropriate:-
(a) This modification supersedes/partially supersedes/ is satisfied by the work

called for by Mod No*/Service Modification No*/Special Instruction (technical)
Or, if appropriate
(i) This modification does not supersede, partially supersede or satisfy

the work called for by any other modification, Service Modification, or
Special Instruction (technical).
Note: - One of the above alternatives shall be stated.
(ii) This modification is the cover/complementary modification to

component Mod No*
Or, if appropriate
(b) The cover/complementary airframe modification to this modification is Mod

No*
(c) This modification is essentially connected with Mod No* of that work is not
already embodied it must be effected concurrently.
(d) This modification is applicable only if Mod No* is/is not already embodied.
2. Embodiment
Leave this paragraph blank unless any special embodiment instructions have been
issued by IHQ MoD (Navy).
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3. Approximate time required for embodiment
The work will take approximately....man hours to embody. (The breakdown for
stripping, embodiment, re-assembly and testing is to be detailed separately).
4. Drawings required
(a) State Drawing/Figure Numbers incorporated in this leaflet.
Or
(b) The following drawings are required and are to be demanded from
concerned INDA.
Drawing No. Title
Or
State "None"
Note:- In general drawings should be incorporated in leaflets and be of the

simple line diagram or sketch type to engineering drawing standard. Drawings or
sketches submitted with proposal should be suitable for reproduction and
sufficiently large for a 2 to 1 reduction. For standard A4 size and the maximum size
of the printed illustration (including captions, sheet number, fig number, title and
security markings) is 260mm x165mm. Line diagram or sketches to be used as
working drawings must have all detail large enough to be easily interpreted.
Photographs should only be used to complement drawings.
5. Parts and special tools required
(a) Leave blank.
(b) Detail all the parts, in-service and AGS items required under the following
headings:-
Reference No. Part No. Nomenclature Quantity
(c) Detail all materials, paints, adhesives, cordage, metals etc required under the
following headings:-
Reference No. Part No. Nomenclature Quantity.
Or
State: "None"
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(d) If items in the explosive range are required state their demand source, if
known, and then detail them under the following headings:-
Reference No. Part No. Nomenclature Quantity
Special tools or Test Equipment:
State their details only and insert their demand source if known.
Or
State "None"
6. Modification of Spares
List details of any affected spares under the following headings:
Ref. No. Part No. Nomenclature Qty.
Or
State: "None"
7. Change of reference, Part and Assembly numbers.
The embodiment of this modification changes reference part and assembly

numbers as follows:
Old New
Ref.No. Part/Assy No. Nomen- Ref No. Part/ Assy No Nomen-

clature clature
Or
State : "None"
8. Sequence of operations
The following is the sequence of operations:
WARNING
1. BEFORE ANY ELECTRICAL CIRCUIT IS DISTURBED OR

DISCONNECTED, ALL ELECTRICAL POWER SUPPLIES IN TO OR FROM THE *
ARE TO BE DISCONNECTED. POWER SUPPLIES ARE TO BE RECONNECTED
ONLY WHEN THE PERSON RESPONSIBLE FOR EMBODYING OR INSPECTING
THE MODIFICATION IS SATISFIED THAT ALL ACTION HAS BEEN TAKEN TO
MAKE THE * SAFE FOR RECONNECTION.
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2. THIS MODIFICATION IS TO BE EMBODIED AS DIRECTED WITHOUT
ANY DEVIATION AND THE PRESCRIBED ROUTING OF ELECTRICAL CABLES
IS TO BE STRICTLY FOLLOWED.
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CAUTIONS
(1)
(2)
ETC OR STATE "NONE"
NOTES:
(1)
(2)
ETC OR STATE "NONE".
(a) Installation
(i) Detail operations, which should be practically proven if possible. Each

individual operation is to be separately paragraphed.
(b.) Operation/Functional checking
(i) Detail any Operating Instructions/Procedures applicable to the

installed NSM and/or refer to any existing instructions.
9. Special tests after embodiment
(i) When the modification has been embodied and inspected do the following
special tests :
and/or, if appropriate
(ii) When this modification has been embodied and inspected do functional tests
of all systems which have been disturbed for the purpose of embodying this
modification, in accordance with current testing instructions.
and/or, if appropriate
(iii) As the embodiment of this modification involves disturbance of the * system,

an independent check of the system is to be made.
*Detail which system(s).

Or, if appropriate
State: "None".
10. Recording Action Insert:
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(i) When this modification has been embodied and inspected in accordance with
current authorised procedures the relevant entries are to be made in the appropriate
aircraft/component records.
(ii) etc. State any other Recording action necessary.
11. Disposal of redundant parts
List of all the parts under the following headlines:-
Ref No. Part No. Nomenclature Qty Class Disposal of Eqpt.
Or
State "None"
12. Effect on weight and moment Insert:-
This modification causes a weight mass change of PLUS/MINUS * 1b/Kg and a

change of moment of plus/minus * 1b/Kg cm. (Use appropriate units)
13. Effect on aircraft or equipment operation and handling
Detail the effect on normal operating and handling procedures, the effect on
emergency operating and handling procedures and for the aircraft the effect on limitations
and performance.
Or
State "None"
14. Effect on servicing and ground support equipment
Enter particulars of the effect on servicing and on ground equipment, including test
equipment and simulators.
Or
State "None"
15. EMC Nuclear and tempest clearance
(i) MC clearance has been given/is awaited.
(ii) Nuclear clearance is not applicable.
Or
Nuclear clearance is given
Or
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Where this modification is required to be embodied before nuclear clearance
received the following limitation in limitation log is mandatory: -
"NSM..........embodied, SD110-0102-8A Sect 3 refers". This limitation is to be
removed when formal clearance is received.
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(iii) State if aircraft type non-secure speech capable.
Or
Embodiment of this modification invalidates the Tempest clearance until

formal clearance has been received. An appropriate entry is to be made in
the aircraft documentation.
Or
Tempest clearance has been given.

Trial Installation satisfactorily carried out on this DML.
at.................... (Unit) on.................... (A/C No. Equipment or Component)
TI carried out ……………………..(SNOW/ A706 No) refers.
Sign……………………… Name………………………… (Block Letters)

Appointment……………….Tel…………………………………………….
date..................
Satisfactory inspection of TI carried out (NAQAS/RAQAS)
Technically vetted by ……………………. …………………… (Sign)
Name……………………………………………………….. (Block Letters)

Appointment…………………….Tel…………………………………….
Date………………….
Approved by IHQ MoD(Navy) Name (Block capitals)..................
Signature.....................................
Date..............................................
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ANNEX C Chapter 10
NAVAL SERVICE MODIFICATION

CLEARANCE CONFERENCE AGENDA
ITEM 1 LEADING PARTICULARS ACTION
1. Introduction. Detail why modification introduced with

justification of operational or flight safety need or economic case. IHQ MoD(Navy )
2. TI Aircraft Quote type, mark and serial number. TI Unit
3. Items Removed/Repositioned Quote including part and

reference numbers. TI Unit
4. Items Introduced Quote including part and reference numbers. TI Unit
5. Structural Changes. Detail any changes to airframe, engine

or equipment and confirm stress requirements have been satisfied in TI Unit
accordance with AP 970.
6. Change in AUW. Quote. TI Unit
7. Change in weight and Moment Quote. TI Unit
8. Change in Electrical Load TI Unit
(a) Specify increases/decrease in load on all affected circuits.
(b) Specify circuit breakers protecting affected circuits and rating.
9. Bonding Check. Confirm action complete. TI Unit
10. Comments. Detail any special features not previously covered. TI Unit
ITEM 2 OPERATOR ASPECTS
1. Operation Day/Night. Detail any features not covered by current

CA Release. TI Unit
2. Emergency Procedures. Detail any procedures not covered by

current CA Release. TI Unit
3. Operating Instructions. Detail operating instructions for use

by aircrew. TI Unit
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Note: Advise on these aspects should be sought from specialist agencies and/or the lead
air station.
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ITEM 3 TECHNICAL ASPECTS
1. Effect on Servicing
(a) Detail servicing required by IN MOD TI Unit
(b) Detail amendments to existing servicing procedures.
2. Test Equipment. Detail equipment specifically required to support

IN MOD TI Unit
3. Ground Equipment Detail equipment specifically required to

support IN MOD TI Unit
4. Effect on Spare Equipment. Detail requirement for modification

of spares quoting identification quantity and location. TI Unit
5. Proof Installation. Arrange if required NAQAS
ITEM 4 CLEARANCES
1. Service Deviation/CA Release. State if required. NAY
2. Recommendation for Flight Clearance. TI Unit
3. EMC. Quote reference of clearance NAQAS
4. Tempest. Quote reference of clearance. NAQAS
5. Nuclear Quote reference of clearance or limitation imposed. - IHQ MoD

(Navy)/NAQAS
6. Bonk Quote reference of clearance. NAQAS
7. Flight Safety Implications Detail all possible

effects on flight safety and any limitations to be imposed. TI Unit
Note.. Advise on these aspects should be sought from specialist

agencies and/or the lead air station.
8. Limitations Imposed.Detail any limitations which might

be imposed under the headings operational and engineering. TI Unit
Note: Advice on these aspects should be sought from specialist agencies and/or the lead
air station.
9. Compatibility with other Modifications. Detail any known or foreseen

compatibility problems taking advice from the DA specialist agencies
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and/or the lead air station and initiate any action required. TI Unit
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ITEM 5 TEST REQUIREMENTS
1. Detail tests to be conducted by specialist agencies and initiate

any action required. TI Unit
2. Detail tests required to evaluate the NSM including mutual interference

and compass checks, confirm completed actions and initiate required
actions and nominate units involved.
3. Retail and checks completed quoting references.
ITEM 6 CLASSIFICATION AND EMBODIMENT
1. Classification. Detail. NAQAS
2. Further Embodiment. Detail intended embodiment and where and

by whom to be carried out. NAQAS
3. Restrictions on Embodiment Specify taking Article 1010 and basic

standard of aircraft or equipment into account NAQAS
4. Manufacture of Modification Sets. TI Unit
(a) Detail parts requiring special manufacturing facilities.
(b) Draft MS:
(c) Specify remaining manufacturing requirements.
5. Assembly of Modification Kits. TI Unit
(a) Detail component parts of complete kit by part, reference

number and quantity.
(b) Arrange provision of NIV items / NAQAS
(c) Arrange provision of reference items / NAQAS
(d) Agree target date for supply. / NAQAS
(e) Assemble kits. / NAQAS

RAQAS
6. Major Stores Requirements. Highlight any significant item not

covered by (e)above. TI Unit
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ITEM 7 RECORDS PUBLICATIONS AND DOCUMENTATION
1. Security Classification State the security classification of:
(a) Modification leaflet

(b) Drawings.
(c) Reports.
(d) Equipment.
2. Type of leaflet and Distribution. State if embodiment to be in accordance with formal

leaflet DML or DIL and if not required.
The minimum distribution of the leaflet and meeting minutes past TI is: IHQ MoD
(Navy)
(a) IHQ MoD(Navy) -1 /
(b) NAQAS -1 / TI Unit
(c) *** -1 /
(d) TI Unit -1
(e) Specialist trials units - 1 / TI Unit

(f) DA – 1 / if approved
(g) Associated Service BA's / by MODS
3. INAP 100N-0200 Series Amendment.
4. INAP 100N-0300 Series Amendment
5. Relevant Aircraft/Equipment Publications Identify need and

draft amendment for specialist agency approval as follows. TI Unit
(a) Topic 1 (IHQ MoD(Navy) / NAQAS)
(b) Aircrew Manuals (IHQ MoD(Navy) / NAQAS)
(c) Servicing Schedules (IHQ MoD(Navy) / NAQAS)
(d) Detail further action. IHQ MoD (Navy)
6. Interim Documentation. Certain IN Mods may require supporting,

fitting, operating and servicing instructions and wiring diagrams and
drawings, all should be defined and drafted. TI Unit
Issue instructions stating by whom this may be used. IHQ MoD(Navy)
ITEM 8 DISPOSAL OF TI, HOST AIRCRAFT AND / OR EQUIPMENT
Detail IHQ MoD(Navy)

/NAQAS
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ITEM 9 ANY OTHER BUSINESS
ANNEX D Chapter 10
FORMAT FOR PREPARATION OF A DRAFT INFORMATORY LEAFLET

INAP 100N-0300
NSM TBA
MAIN EQUIPMENT
NSM No (Classification)
ADP No
1. Introduction
As per DML format.
2. Embodiment
Leave this paragraph blank unless any special embodiment instructions have been
issued by IHQ MoD(Navy)
3. Drawings, Parts and Special Tools required
To be based on DML format but kept to a minimum.
4. Sequence of operations
Insert minimum detail and include details of functional checks.
5. Recording Action
As per DML format.
6. Effect on weight and moment
As per DML.
7. Effect on aircraft on equipment operation and handling
As per DML format.
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8. EMC, Nuclear and tempest test.
Trial Installation satisfactorily carried out on this DIL.
at.................... (Unit) on.................... (A/C No. Equipment or Component)

TI carried out ……………………..(SNOW/ A706 No) refers.
Sign……………………… Name………………………… (Block Letters)

Appointment……………….Tel…………………………………………….
date..................
Satisfactory inspection of TI carried out (NAQAS/RAQAS)
Technically vetted by ……………………. …………………… (Sign)
Name……………………………………………………….. (Block Letters)

Appointment…………………….Tel…………………………………….
Date………………….
Approved by IHQ MoD(Navy) Name (Block capitals)..................
Signature.....................................
Date..............................................
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ANNEX E Chapter 10
FORMAT FOR PREPARATION OF MANUFACTURING SUPPLEMENTS
If considered necessary, a manufacturing supplement (MS) is to be prepared by the TI Unit

to facilitate manufacture of NSM sets as follows:
INAP 100N-0300
NSM TEA
NAVAL SERVICE MODIFICATION LEAFLET

MANUFACTURING SUPPLEMENT
MAIN EQUIPMENT
NSM No TBA (classification)

ADP No TBA
1. Introduction
This supplement lists the parts to be manufactured together with the associated
materials and service supply items required for these parts.
2. Drawings required Insert:
The following drawings are required and are to be demanded from IHQ MoD
(Navy).
Drawing No. Title
3. Parts and special tools required
(a) Manufactured parts and associated materials and any in-service items.
(i) Retain all the parts which form a manufactured set under the following
headings:
Reference No. Part No Nomenclature Quantity per set
(b) In service items.
(i) Detail all the in-service items required to manufacture the items at
paragraph 3(a)-(i) under the following headings:
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Reference No. Part No Nomenclature Quantity per set
Or
State "None".
(c) Special Tools and/or Test equipment.

Detail all the special tools or tests equipment required under the following
headings:
Ref No. Part No. Nomenclature Quantity per set

Or
State "None"
4. Change of reference, Part and Assembly Numbers
List details of any changes noting that as a rule NSM's should not change those
identities. The appropriate DA cover modification is the normal method of change.
Old New
Ref No. Part/ Nomen- Ref No Part/ Nomen-

Assy No. clature Assy No. clature
Or
State "None".
5. Additional Information
Detail any information regarding the supply of parts, tools and test equipment and
any manufacturing technique not shown in the text of the MS or covered by the relevant
drawings.
____________________________________________________________
Technically vetted by...................................Name............................
(block letters)
Appointment...................................................Tel..............................
Date.............................
Approved by IHQ MoD(Navy) Name (block letters)..............
Signature........................
Date............
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ANNEX F Chapter 10
REPORT TO IHQ MoD(Navy) ON PROOF INSTALLATION OF A MODIFICATION

-----------------------------------------------------------------------------------------------------
REPORT ON PROOF INSTALLATION OF MODIFICATION (enter full modification
number)
------------------------------------------------------------------------------------------------------
Reference:
A. (Enter reference of IHQ MoD(Navy) requesting letter)
1. The proof installation of the modification requested at Reference A has been

undertaken on (enter aircraft type, mark and serial number). Observations on the proof
installation are contained in the following paragraphs.
2. Completeness of Modification Kit Etc.
(a) Modification kit, i.e., modification set plus any Service supply items.
(b) Unit supply items.
(c) Special tools or jigs (if applicable). (Comment separately on the

completeness of each of the above ranges of items.)
3. Completeness of Drawings. (Comment upon the completeness of drawings.)
4. PDML. (Consider all aspects of the PDML, including its para 13 Èffect on Aircraft or
Equipment Operation and Handing' and make any recommendations for amendment of the
PDML.)
5. Embodiment. (Comment upon all difficulties encountered in embodiment of PI and

include any recommendations for improvement.)
6. Other Remarks (Include any other observations considered useful and necessary.)
7. Overall Assessment. The proof installation is considered to be (enter satisfactory,

Satisfactory subject to settlement of all adverse comments made above or unsatisfactory
as appropriate).
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Chapter 11
FLIGHT TESTING OF NAVAL AIRCRAFT
CONTENTS
Article
1101. General
1102. Maintenance Test Flights
1103. Check test flights
1104. Test flight documentation
1105. Rogue aircraft
1101. GENERAL
1. Test flights for maintenance purposes are carried out:
(a) To ensure that the overall performance of an aircraft has not fallen below an
acceptable standard.
(b) To facilitate the investigation of suspected defects.
(c) To confirm the air worthiness of an aircraft after the rectification of certain
defects or replacement of components as required by regulations/relavent aircraft
maintainence manual or by the unit AEO/ALO
2. All test flights are to be carried out in accordance with current flying orders and
Special Flying Instructions observing limitations in the relevant Aircrew Manual/flight test
schedule and service deviation if any.
3. Maintenance personnel associated with the servicing of an aircraft should be

encouraged to take part in the test flight whenever possible. The regulations for duty flights
by Service personnel in Service aircraft apply to test flights.
1102. MAINTENANCE TEST FLIGHTS
1. Applicability. Maintenance test flights are to be carried out on the following

occasions:
(a) At the appropriate periodicity where the aircraft test flight is a 3000 Series
Flexible Operation(Seaharrier aircraft only).
(b) At yearly intervals, normally when disembarked, for aircraft not covered in
para (a) above.
(c) On receipt of an aircraft in a user unit from a non-Naval source.
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(d) Before direct transfer of an aircraft from one unit to another and on receipt in
the second unit. Where practicable, these flights should be combined.
(e) On receipt of an aircraft in an airworthy condition in NAY and also before an

aircraft is issued to the unit, unless otherwise directed by the IHQ
MoD(Navy)/HQNA.
2. Content. Maintenance test flights are to be carried out in accordance with the Flight
Test Schedule appropriate to the aircraft type.
3. Pilot Qualification. Maintenance test flights are normally to be carried out by the
station Maintenance Test Pilot (MTP). If he is unable to conduct the maintenance test flight
or if no MTP is borne, arrangements are to be made for a suitably qualified MTP from
elsewhere to conduct the test flight. When no suitably qualified MTP can be made
available maintenance test flights may be carried out by experienced squadron pilots. In
this case it is recommended that another maintenance test flight be carried out by a
suitably qualified MTP as soon as practicable.
1103. CHECK TEST FLIGHTS
1. Applicability. A check test flight is to be carried out to assess the serviceability of an

aircraft after any modification, repair, component change or adjustment which is
considered likely to have affected its handling or performance, or the functioning of an
aircraft system. A check test flight may also be carried out to investigate suspected
defects. Check Test Flights can be divided into two categories:
(a) Flights where a full technical debrief is required before the aircraft can be
cleared for further flight (eg. post ECU installation, Vibration survey).
(b) Flights where the aircrew can assess aircraft serviceability in flight (eg.
SONAR check, radio check).
2. Content. The requirements of a Check Test Flight are to be decided by an

AEO/ALO in consultation, where necessary with the Senior Pilot or Senior Observer. Tests
should be wherever possible, in accordance with the relevant sections of the Flight Test
Schedule.
3. Pilot Qualification. Check Test Flights may be carried out by suitably experienced
aircrew who have been briefed in accordance with para 2 above.
4. Continuous Charge and Combination with Operational/Training Missions.
(a) Flights under para 1(a) above may not be combined with operational or
training missions and may only be carried out on Continuous Charge under
exceptional circumstances. Such exceptions may be granted by the Unit Air
Engineer Officer/Air Electrical Officer who is to ensure that:
(i) The Captain of the aircraft understands the need to return for debrief
on completion of the test flight.
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(ii) Full technical debriefing and assessment of aircraft serviceability take

place before the aircraft is cleared for further flight.
(b) Flights under para 1(b) above may routinely be combined with operational or
training missions or carried out on Continuous Charge. Flights on Continuous
Charge are to be documented as follows:
(i) When clearing the aircraft for Check Test Flight, the following is to be
added to the change of serviceability log entry:
"AIRCRAFT AUTHORISED FOR CONTINUOUS CHARGE OPERATIONS

SUBJECT TO SATISFACTORY CHECK TEST FLIGHT"
(ii) If the result of the Check Test Flight is unsatisfactory the AEO/ALO is
to decide:
(aa) If the aircraft is to be placed unserviceable in the change of

serviceability log. This automatically takes the aircraft off Continuous
Charge unless authorised in accordance with Article 0216.
Or
(ab) If the defects are acceptable for deferment, then they are to be
transcribed to the "MOD Form 705C, (continuous operation crew
change certificate)" and a statement to this effect made in the Test
Flight report entry in the MOD Form 707/MOD Form 720 change of
serviceability log/Job card. The aircraft may then remain on
Continuous Charge Operation.
1104. TEST FLIGHT DOCUMENTATION
1. Aircraft Servicing Form
(a) The requirement for a test flight and any resultant unserviceability are to be
entered in the Change of Serviceability Log, in accordance with Chapter 22. Aircraft
flown with open MOD Forms 720B Job card for Husbandry survey operations are to
comply with the rules in INAP 100N-0101, Part 2, Chapter 4.
(b) If a Check Test Flight is to be carried out under Continuous Charge

Operation the change of serviceability log entry is to be endorsed in accordance
with Article 1103 Para 4 (b) (i).
2. Flight Test Report
(a) The results obtained during maintenance test flights are to be recorded on a
Performa an example of which is shown in the Flight Test Schedule. After the Unit
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AEO/ALO has debriefed the MTP, the Performa record is to be filed in the aircraft
log pack. The Maintenance Test Pilot is to retain a copy of the report for his records.
(b) Check test flights may be recorded on the Performa if appropriate and by a
suitably detailed entry in the Change of Serviceability Log of the aircraft servicing
form.
3. Flight Test Schedules
(a) In Service Aircraft. Proposals for amending the Flight Test Schedule for an
"in service" aircraft are to be forwarded on Form A 20 to HQNA copy to NAQAS. All
proposals are to be appraised by the lead MTP for the aircraft concerned and
agreed by IHQ MoD(Navy) before amendment action is taken.
(b) Flight test schedules are to be reviewed by the IHQ MoD (Navy) concurrently
with Aircraft Servicing Schedule reviews.
1105. ROGUE AIRCRAFT
1. Where a maintenance test flight reveals that an aircraft possesses unacceptable

peculiarities or irregularities in flight, which cannot be rectified despite thorough
investigation and every effort to rectify the faults by the user units, the aircraft is to be
designated a `Rogue Aircraft' and the circumstances reported by signal to the IHQ
MoD(Navy), copy to the HQNA. Such an aircraft is to be quarantined.
2. After being quarantined a `Rogue Aircraft' is not to be flown other than for further
assessment of the faults, and then only by qualified test pilots. Whenever practicable at
least three such pilots are to test fly the aircraft in an effort to diagnose the problem.
3. If the attempted diagnosis proves to be unsuccessful the circumstances are to be

reported to the IHQ MoD (Navy)/HQNA who will arrange for further investigation to be
undertaken.
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Chapter 12
COMPONENT SERVICING AND REPAIR
CONTENTS
Article
1201 General
1202 State of components before installation
1203 Uninstalled lifed components
1204 Repair of components in aircraft carriers and air stations
1205 Reconditioning of components
1206 Shelf life of hydraulic seals - packaged or fitted to components in storage.
1207. Warranty repair of rotables repaired through trade
1208. Procedure for forwarding technical returns to HQNA on aircraft rotables
1201. GENERAL
1. This chapter contains special instructions relating to components and equipment

when not installed in aircraft.
2. Instructions for the disposal of components and equipment considered beyond

repair by any means are given in INBR 12, STORES ACCOUNTING AND STORE
KEEPING MANUAL and in NAMM Chapter 14.
1202. STATE OF COMPONENTS BEFORE INSTALLATION
1. General
(a) The supervisor fitting an item is responsible for ensuring that it is serviceable
before installation. This check is to include an examination of the component and
any relevant servicing documents.
(b) A standard serviceability test, pre-issue functional test or bay servicing is to

be carried out on items for which such tests are authorized in relevant Air
Publications. Once tested, an item may be retained in locally approved stowages,
without requiring retest on issue for the following maximum periods:
(i) 3 months - Engine and Flying control components (except as provided

in sub-para iii), Survival Equipment and Ejection Seats.
(ii) 6 months - Pitot Static instruments and Gyro fitted equipment.
(iii) 12 months - All other Air Radio, WL and Mechanical Equipment. This
includes those Engine and Flying Control components which can be
functionally tested during installation checks, ground run or test flight (except
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where component failure during the functional test would cause aircraft
damage).
This instruction does not apply to aircraft role equipment which has an independent
servicing cycle.
(c) The tests may also be waived, if authorised by an Air Technical Officer on
the following occasions:-
(i) When no second line testing facilities are available. Items requiring
pre-issue checks are however to be given a first line functional test on
installation.
(ii) Items known to be serviceable when robbed from an aircraft not in

storage and which satisfy a first line functional test on installation.
(iii) Items on which minor repairs have been carried out on a separate
section or sub-unit of complex equipment. In this case tests may be limited to
the section or sub-unit.
Note: A documentation record of such a waiver is also required to be made in Aircraft À

700`/MF 700/ Job Card citing the above mentioned occasions, as applicable.
(d) The following should be taken into account when deciding to install an
untested component:
(i) Storage and handling of component since it was last tested.
(ii) Technical history of component.
(iii) Flight safety aspects of airborne failure.
(iv) Ability to carry out adequate ground tests when installed in an aircraft.
(v) Operational requirements.
(e) Where doubt exists, the Air Engineer Officer/Air Electrical Officer of the Ship
or Air Station is to be consulted. In small ships or detached flights the advice of the
parent air station is to be sought.
(f) The dates on which components and equipment fall due for any routine
servicing operation must be checked and the servicing records for the aircraft, or
spare engine in which they are fitted, amended on installation.
2. Components for which no Servicing Records Exist.
(a) Components, for which no servicing records exist, other than serviceable
items drawn from stores, may not be installed in aircraft or spare engines etc.
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unless it is known that they do not require any routine servicing operation, or
removal in accordance with the servicing schedule, before the aircraft or engine in
which they are to be fitted.
(b) Components for which no servicing records exist must not be fitted into the
equipment for which such records are kept, unless the modification state of the
components have been checked and found the same as the parts they replace, or,
if different, unless the appropriate entries are made in the records of the equipment.
3. Installation of Components in Items with Fixed Lives Where items of equipment

have fixed lives, replacement components or sub-assemblies, which may affect this life,
should not normally be installed unless the replacement is known to have run fewer hours
than the main equipment to which it is necessary to fit an ‘old’ component to a `younger'
main assembly, an entry stating the life remaining is to be made in the Change of
Serviceability Log and Forecast Sheet Component Changes, Sections 5 and 6 of the
Aircraft Servicing Form, and also in the Component Record/Log Card/Logbook/Passport of
the main assembly. If the MOD Form series of Engineering Record Cards is being used,
the ‘old' component becomes the `Limiting' component and is to be entered on the
Assembly Record Card (MOD Form 749) or for Modular ECUs the Modular ECU Record
Card (MOD Form 750). The total usage of the component is not to exceed the replacement
life of the main assembly without approval of HQNA/ IHQ, MOD (Navy).
1203. UNINSTALLED LIFED COMPONENTS
1. It is essential that a statement of life expended accompanies an uninstalled

component at all times, This is to be recorded on the Component Record/Log Card or,
where no Record/Log Card is specified on the Equipment Label (MOD Form 731) attached
to the component. (See also Article 3106).
2. The Quality Assurance Officer-in-Charge of the contractors are responsible for

ensuring that a lifed component being returned to the service after repair, which does not
carry a record/log card, has its expended life shown on a label attached.
1204. REPAIR OF COMPONENTS IN AIRCRAFT CARRIERS AND AIR STATIONS
1. (a) Aircraft Carriers and Air Stations are equipped with the facilities required to
carry out all 2nd line Scheduled Servicing and modification of components and
equipment that they are required to support. The provision of these facilities also
provides a capability for 2nd line repair of certain components.
(b) If possible a component or equipment should be repaired and/or modified at

2nd Line, taking into account:
(i) The amount of work involved.
(ii) The availability of facilities and equipment required.
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(iii) The working environment.
(iv) The manpower and level of skill required.
(v) The reliability of the component.
(vi) The spares required.
(vii) The operational effect of not having serviceable equipment available

as a spare.
(c) It is not normally practicable to carry out repairs at 2nd line on items which
are initially classified as `Repairable at 4th line only'. However, situations may occur
where, provided all the factors in para (b) are considered, such repairs may be
possible and/or necessary. In these instances the Administrative Authority is to be
informed.
2. Component Servicing Sheets
(a) Component Servicing Sheets (CSS) are promulgated by IHQ MoD(Navy)

before a new aircraft, missile, or major equipment enters service to establish a
maintenance policy for each component which has servicing significance. The CSS
indicate the depth of servicing to be carried out at 1st and 2nd line and repair at 3rd
and 4th line.
(b) The servicing policy on the CSS is used to determine the ranging and scaling
of major and break down spares, the technical information required in air
publications, and the provisioning of tools and ground support equipment.
(c) When the equipment enters service, the CSS may be issued as a Summary
of Component Servicing under topic -5W of the relevant publication code. The
guidance of the CSS must be followed as closely as possible because:
(i) To attempt more servicing than that indicated may be frustrated by

lack of spares, support equipment or information.
(ii) To do less at 1st and 2nd line will result in excessive consumption of
spare components and may overload the 3rd/4th line repair facility,
eventually leading to a severe shortage of spare components.
3. Components for which no Component Servicing Sheets exist. Where no

Component Servicing Sheets have been issued for a particular aircraft type, the factors in
para 1(b), together with the availability of technical information, should be assessed locally.
Locally assessed repair policies should be determined in advance since consultation with
outside authorities, particularly in respect of the availability of spare parts, may be
required. Repair policies on such components are to be formulated by the naval repair
agency in consultation with respective ship/station/yard QA cells and approved by
concerned RAQAS/NAQAS.
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1205. RECONDITIONING OF COMPONENTS
1. Reconditioning is to be carried out in accordance with the Air Publication, the Repair
Specification and the standard approved drawings, as indicated in the Drawing
Introduction Sheet (DIS) for the type of engine, accessory or component, as applicable.
2. It includes the following:
(a) Complete dismantling for cleaning, inspection, gauging and testing, as

appropriate, of all components and parts.
(b) The repair or replacement of all parts and components that are worn beyond
the permissible tolerances laid down in the appropriate Schedule of Fits,
Clearances and Repair Tolerances, or are defective for other reasons.
(c) The embodiment of all outstanding modifications in accordance with the

specification, or as may be directed by IHQ MoD(Navy)/HQNA instructions.
(d) Re-assembly and testing.
3. Unscheduled Reconditioning. Components may be reconditioned at any time if the

extent of repair being undertaken involves complete dismantling. All components, either
lifed or otherwise, scheduled to be removed during recondition of airframes, must meet the
performance requirements of the reconditioning test schedule.
1206. SHELF LIFE OF HYDRAULIC SEALS - PACKAGED OR FITTED TO

COMPONENTS IN STORAGE.
1. There is no shelf life limitation on these items, but as far as practicable.
(a) Packaged seals are to remain wrapped.
(b) Packaged seals, or components known to contain seals, are not to be stored
in temperature over 90oF or in close proximity to functioning electrical apparatus.
Excessive humidity or strong lights are to be avoided. Where practicable, package
components should be inverted every twelve months.
(c) Seals are to be examined for signs of deterioration before use.
(d) The principle of using `first in, first out` is to be applied to both unassembled
seals and components containing seals.
2. This instruction does not apply to seals assembled into components fitted to aircraft.
For these components the appropriate lives are published in the aircraft Topic -5A1.
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3. This instruction does not apply to Stores Depots for whom separate instructions are
issued.
4. Seals manufactured abroad may have storage life dates in the packages; these
may be ignored subject to inspection on installation.
1207. WARRANTY REPAIR OF ROTABLES REPAIRED THROUGH TRADE

(INDIGENOUS)
1. Following procedure is to be followed to derive maximum benefit of warranty period:
(a) Units/NAY/MO:- On receipt of item post repair ex-trade, a record of warranty

period is to be maintained to monitor the serviceability state of ROTABLES.
(b) On failure of the repaired ROTABLES within warranty period matter is to be

reported to concerned unit/NAY/MO through signal/fax, concurrently endeavor be
made to reload to concerned unit/NAY/MO by FAM. Survey of item be regularized
with MO simultaneously.
(c) Material Organisation:
(i) On receiving intimation of warranty failure, survey of item be

regularized in system and item be loaded to concerned unit/ NAY on system
to facilitate raising of warranty claim.
(ii) From serviceable stock, items repaired last by trade are be issued on
first available opportunity.
(d) Concerned Unit/ NAY: - Raise priority claim on receipt of item at the earliest
and reload the item to trade for expeditious repair and return.
1208. PROCEDURE FOR FORWARDING TECHNICAL RETURNS TO HQNA ON

AIRCRAFT ROTABLES
1. All technical returns on` ROTABLE Repair Tasks`, `Rotable Status Report`, `Mod
Status Report` concerning to all aircraft / ROTABLES are to be forwarded to HQNA (for
concerned SATO) on separate covering letters aircraft wise. An abbreviated aircraft code
in capital letters for respective aircraft ,e.g., TU, IL, DO, IR, SH, MIG29K, CH, SK, ALH,
UAV, CHUKAR etc should suffix the unit’s letter reference number. For example, NAQAS
letter 302/22-FORWARDING OF RETURNS/SH.
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Chapter 13
ENGINE SERVICING AND REPAIR
CONTENTS
Article
1301 General
1302 Condition of engines supplied for installation
1303 Temporary marking of engine components
1304 Preservation of engines
1305. Servicing procedures for uninstalled engines
1306 Engine power checks - piston/propeller combinations
1307. Helicopter engines - change of hand
1308. Helicopter engines - installed power checks
1309. Power checks ON Jet/turbo prop engines
Annex
A Classification of ships and air stations carrying out in-field repair of engines.
1301. GENERAL
1. The depth of maintenance which can be carried out on engines is divided into the
following levels:
(a) Normal 2nd line maintenance including the holding of spare engines for
immediate replacement.
(b) In-field repair of engines carried out by ships and air stations beyond normal
2nd Line servicing. A limited range of special tools, jigs and spares is required.
(c) More complex in-field repairs carried out by air stations and support units. A
more extensive range of tools, jigs and spares is required and special skills and
techniques may be needed.
(d) Major repairs, overhauls or re-conditioning.
2. The work covered by the level in para 1(d) is only carried out in service in the NAY
(K)/ NAY(G). Ships, air stations and units authorised to implement in-field repair of engines
are classified B or C corresponding to the levels in para 1(b) and (c). The appropriate level
of repair is not to be exceeded. Classifications are given in Annex A.
1302. CONDITION OF ENGINES SUPPLIED FOR INSTALLATION
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Engines supplied for installation are normally fitted with a number of accessories and
fittings to form a convenient engine change unit. The items which will make up an engine
change unit or power plant are shown in the Engine log card/ Checking List.
1303. TEMPORARY MARKING OF ENGINE COMPONENTS
1. It is sometimes necessary in the servicing and repair of engines and components to

make a temporary marking around a suspect area eg. a crack.
2. Failures can occur on items subject to high operating temperatures such as hot
sssection components of turbine engines due to carbon deposits from lead pencils, wax
crayons, grease pencils and similar marking media. These deposits result in carbonisation
and subsequent hardening or embrittlement of the immediate area surrounding the carbon
deposit when subjected to intense heat.
3. The marking of such parts must be carried out with soapstone or other substances
which will not cause carbon deposits. Tailor's chalk or French chalk (talc) may be used, but
the use of blackboard or common chalk is not permitted due to etching effects.
1304. PRESERVATION OF ENGINES
1. Engines not in use, whether installed or uninstalled, are to be treated and

periodically examined in accordance with the instructions contained in Maintenance
Schedules and Storage Schedules.
2. All uncased engines in a state of preservation are to be protected by MVP covers

and stowed under cover if possible.
3. When engines are transferred in a state of preservation, the time spent in transit is
to be counted as part of the period of preservation.
4. The state of preservation is to be recorded on the engine record/Log Book.
1305. SERVICING PROCEDURES FOR UNINSTALLED ENGINES
1. Uninstalled engines are held in a state of preservation requiring the minimum

amount of routine servicing compatible with the degree of readiness for issue required.
They must be stored in Water Vapour Proof (WVP or MVP) bags, crated or encased.
2. Receipt Procedure
(a) Uninstalled engines are to be checked on receipt. The record/log books are
to be checked and any outstanding modifications or technical instructions noted.
The effectiveness of the preservation treatment is to be inspected and in cases of
doubt engines are to be re-preserved and/or re-inhibited.
(b) Engines other than those received in WVP bags are to be inspected for
external damage, corrosion and completeness. Engines in WVP bags are to be
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accepted into stock on the evidence of their record/log book and satisfactory
condition of the MVP bag.
(c) No engine is to be accepted into serviceable stock where its external

condition or inadequacy of record/log card entries give reason for doubt.
(Chapter 14).
3. Modifications, Technical Instructions and other Servicing Work
(a) Ships and Air Stations. The occasions on which modifications are embodied,
technical instructions complied with, or other non-routine servicing work is carried
out on uninstalled engines held in ships and air stations, must be determined
locally.
(b) Engine Holding Units (EHUs). Engines other than those in WVP bags held in
EHUs are to be subject to an annual throughput. The work carried out is to include:
(i) Inspection for signs of deterioration.
(ii) Embodiment of modifications for which parts have been received and
compliance with outstanding technical instructions.
(iii) Re-preservation.
(c) Engines stored in WVP bags. Engines held in WVP bags are to be checked
and maintained in accordance with storage and procedures. The date of the last
inhibiting recorded on the record/log card is to be used to determine the dates on
which inspection and re-preservation fall due. The WVP bag should not normally be
opened until the engine is being prepared for issue unless the time it remains
enclosed exceeds the maximum period laid down in storage procedures. Engines,
held by EHUs, in WVP bags, are not subjected to the annual through put procedure.
4. Preparation for Issue.
(a) All outstanding modifications and technical instructions are to be embodied

before issue of the engine to bring into the standard required.
(b) In EHUs, concessions are to be obtained from the HQNA for any modification
for which parts have not been received by the time the engine is due for dispatch.
Modification sets received, but not embodied, immediately before the dispatch of an
engine will be forwarded with the engine, details being reported to the HQNA and to
the Receiving Unit. Modification sets received after the dispatch of an engine are to
be returned to the Naval Store Depot unless required for another engine.
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(c) Engines, being prepared for issue from Engine Holding Units, in WVP bags,
are to be re-preserved on completion of outstanding work and the bags re-sealed.
Certificate of preservation is also required to be endorsed on engine log
card/equipment label. If no work is required to be carried out prior to dispatch, WVP
bags are not to be opened unless re-inhibition is necessary.
(d) No bench test or ground run is to be given when engines are prepared for
issue.
1306. ENGINE POWER CHECKS - PISTON/PROPELLER COMBINATIONS
1. An engine power check is a comparison between the rpm produced by an engine

with its propeller at a certain boost pressure at the time of the check, and the rpm
previously established under standard conditions when the engine is known to be
developing its full power. It is to be carried out in accordance with the relevant engine type
Air Publication, and in calculating the result, due consideration is to be given to the
atmospheric conditions prevailing.
2. Conditions under which Power Checks and Establishment of Reference RPM

should be carried out.
(a) Wind Direction. Wind is likely to affect the results to a varying degree,
depending on its magnitude and direction, and it is difficult to make accurate
allowance for it. As far as possible test should be avoided in conditions of high wind.
The nose of the aircraft must always be into wind.
(b) Air Temperature. The air temperature at the intake of an engine usually
differs from that of the surrounding atmosphere. Since the effect of changes in air
temperature on the propeller torque has a greater influence on the resultant rpm
than does a change in temperature in the air intake, the shade temperature of the
surrounding air should be recorded for the purpose of rpm correction.
3. Occasions for Power Checks.
Power checks of engines are to be carried out on the following occasions:
(i) After change of carburetor or injector.
(ii) When an engine is reported lacking in power.
(iii) After adjustment to engine or propeller controls.
(iv) After any dismantling of boost gauge connections.
(v) On installation of engine.
4. Acceptable loss in RPM for Power Check
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(a) The reference rpm. for power checks is to be established in accordance with
relevant technical instructions on the following occasions:
(i) After fitting a new propeller.
(ii) After making any change to propeller fine pitch stop settings.
(iii) After any repairs to propeller blades which are likely to affect torque
transmitted or reference rpm.
(iv) After a change of boost pressure at which the power checks is

conducted.
(v) After a change of engine.
(vi) After a change of boost pressure gauge or rpm indicator.
(vii) After a change of major engine component likely to affect rpm or boost
value.
(b) When establishing new reference rpm to an old engine, due consideration
must be given to any loss of power from which the old engine is already known to
suffer.
5. Acceptable Loss in RPM. If the observed rpm having been corrected for
atmospheric conditions, is more than 3% below the reference rpm the aircraft is to be
placed unserviceable on this account.
6. Insufficient Information in Chart A, Air Diagram 4616.
A case may occur where Chart "A" of Air Diagram 4616 does not cover the
prevailing atmospheric conditions. Curves must not be extended beyond the left vertical
scale. Where prevailing conditions indicate the need for enlarged charts application is to
be made to IHQ MoD (Navy).
7. Recording of Reference RPM and Power Checks. Instructions for the recording of
reference rpm and power checks in servicing documents are given in Chapter 22.
1307. HELICOPTER ENGINES - CHANGE OF HAND
Certain helicopter engines can be handed in service by, for example, the change of
a `hot end'. On all occasions of a change in the hand of an engine, the engine record/log
book is to be amended and the HQNA is to be informed. It is accepted that the engine
number plate may not reflect the correct hand of the engine.
1308. HELICOPTER ENGINES - INSTALLED POWER CHECKS
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1. Installed engine power checks can be undertaken either in-flight or on the ground.
In-flight power checks are preferred to avoid spurious results due to exhaust gas re-
circulation or temperature inaccuracies from the lack of air ram effect.
2. Although other checks are detailed for some older in-service engines, there are two
main methods for determining installed engines performance which are detailed in the
appropriate aircraft servicing schedules/process sheets. These methods are:
(a) PPI (Power Performance Index) used to provide an accurate assessment of

performance employing all readings and corrections for ambient conditions etc.
(b) PAV (Power Assurance Value) which is a simplified power check to monitor
engine health.
(c) PPIs/PPCs and PAVs are to be carried out in accordance with current
Aircraft Maintenance Manuals.
1309. POWER CHECKS ON JET / TURBO PROP ENGINES
Power checks procedure to be carried out as per guide lines enumerated in art
1306. In addition, procedures enumerated in relevant maintenance manual pertaining to
Jet/Turbo prop engine is to be followed.
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ANNEX A Chapter 13
CLASSIFICATION OF SHIPS AND AIR STATIONS CARRYING OUT

IN-FIELD REPAIR OF ENGINES
(Article 1301)
CLASSIFICATION
AIRCRAFT/ENGINE -----------------------------------------------
A B C
__________________________________________________________________
Sea Harrier/ Pegasus 151-32 All sites Hansa NAY(K)

Holding HAL(ED)
Aircraft
__________________________________________________________________
SEAKING GNOME H1400 -do- - HAL(ED)

H1400-1 -do- - HAL(ED)
H1400-1T -do- - HAL(ED)
CHETAK / ART III B -do- - HAL(ED)
ISLANDER / AVCO LYCOMING -do- - HAL(OD)
KIRAN MKI / VIPER -do- - HAL(ED)

KIRAN MKII / ORPHEUS -do- - HAL(ED)
CHUKAR III -do- - HAL(ED)
DORNIER / GARRET -do- - HAL(ED)
KA 28/ TV3-117VK -do- NAY(G) RUSSIA

KA 25/ GTD 3M -do- NAY(G) RUSSIA
IL 38/ AI 20M -do- NAY(G) RUSSIA
TU 142/ NK 12MP -do- NAY(G) RUSSIA
KA 31/TV3-117Sh -do- NAY(G) RUSSIA
ALH/ TM3332B2 -do- HAL(ED)
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Chapter 14
TRANSFER AND DISPOSAL OF AIRCRAFT AND ENGINES
CONTENTS
Article
1401 General
1402 Transfer of aircraft between units
1403 Roles
1404 Minimum acceptance standards on transfer
1405 Routine (a)serviceability
1406 Routine (b) equipment
1407 Routine (c) modification
1408 Routine (d) finish
1409 Routine (e) cleanliness
1410 Routine (f) maintenance operations and technical instructions
1411 Routine (h) compass
1412 Routine (i) lifed components
1413 Routine (j) check weighing
1414 Routine (k) test flight
1415 Uninstalled engines and engine change units, standards of transfer.
1416 Aircraft/aero-engines received in an unsatisfactory condition
1417 Transfer of aircraft between services
1418 Dismantling damaged aircraft for repair
1419 Disposal of aircraft for scrap
1420 Disposal of aircraft to foreign government
1421 Transfer / Acceptance of Aircraft and ECU on ILMS (AIR)
1422 Making safe before disposal.
1401. GENERAL
1. The administrative procedures for the transfer or disposal of aircraft and ECUs are
given in Section VII Chap 73 of INAP 2. This Chapter and Chapter 8 contain details of
associated technical procedures.
2. Aircraft are to be transferred by ferry flight whenever possible.
3. Aircraft maintenance documents are to be completed and transferred without delay.

(Chapter 21).
4. The instructions for ensuring acceptable standards of aircraft on transfer are based
upon the actions which can be taken on substantially serviceable aircraft in Units which
have complete maintenance facilities. It may not be possible to comply with these
instructions in every respect because of aircraft unserviceability or lack of facilities;
reliance therefore must be placed upon alternative actions, such as visual checks in lieu of
flight or functional test.
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5. Acceptance check. All aircraft transferred between operating and maintenance unit
must be subjected to an acceptance check in order to:-
(a) Prove that they have been received in a satisfactory condition.

(b) Assess what work must be carried out on them by the receiving unit.
6. The acceptance check is to contain the following elements:
(a) Cleaning All aircraft are to be cleaned immediately on receipt to remove salt
deposits, facilitate physical examination and reduce deterioration until husbandry
can be carried out.
(b) Test Flight. Whenever possible a test flight is to be carried out. It may be
combined with the ferry flight or the receiving unit may accept the results of a test
flight carried out by the dispatching unit.
(c) Equipment check. Aircraft are to be checked to the aircraft Topic 3E.
(d) Documentation check. The aircraft and ECU documents are to be checked to
verify the modification state and to ascertain the effect on serviceability of any
outstanding defects or servicing operations.
(e) Physical examinations. Assemblies and systems are to be examined by

senior trade supervisory ratings (or their equivalents in the NAY) in order to verify
deferred defects recorded in the aircraft's documentation and any existing
survey report. The depth of examination carried out is to be that afforded by the
aircraft being in the minimum strip condition.
(f) Functional checks. Assessment of work may be supplemented by functional

checks when the above routines do not provide a complete check.
1402. TRANSFER OF AIRCRAFT BETWEEN UNITS
It will not always be possible for Units to carry out the full routines for acceptance of
preparation for issue. Sufficient work however must be done to ensure that both the
dispatching and received Unit AEO/ALOs are satisfied with the standards of the aircraft.
1403. ROLES
1. Most aircraft are capable of performing a number of different roles, classified as

follows:
(a) Primary roles: Essential to all aircraft of that type.
(b) Secondary roles: Essential only to specific aircraft of that type.

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(c) Tertiary roles: Additional roles which all or specific aircraft could perform if
suitably modified or equipped and tested.
2. Concessions will not be given by IHQ MoD(Navy) for primary or secondary roles.
They may be given if the receipt or dispatch work related to tertiary roles is likely to cause
delay in the completion of aircraft in time or the work is beyond available Unit capacity or
capability.
3. The ability to perform a role is related to the aircraft's modification or equipment

state.
4. All aircraft received new from a contractor must be completely functional checked
for all roles.
(a) All parts of the aircraft to which any of the following may be fitted must be
mechanically and functionally compatible with them:
(i) SOO modifications
(ii) Weapons
(iii) Pods
(iv) All other airborne SME
(v) Ground test sets
(vi) Ground equipment including jacks, slings, picketing eyes, towing arms
etc.
(b) (i) If any Unit is unable to complete checks to this extent for any reason,
the following action is to be taken.
(aa) The circumstances are to be reported to IHQ MoD (Navy).
(bb) Unchecked equipment or roles are to be recorded in the Aircraft

Servicing Form as limitations.
(ii) The IHQ MoD(Navy) is to issue individual or general concessions to

omit the work or is to take action to overcome the difficulty in consultation
with NAQAS/RAQASs.
(c) If shortages of any items preclude permanent installation in the aircraft in

question, items should be temporarily installed to enable the tests to be carried out.
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5. For all aircraft other than those received new from a contractor, testing of roles and
compatibility of equipment on transfer may be limited to those items or systems which
have been disturbed by repair, rectification or modification.
1404. MINIMUM ACCEPTANCE STANDARDS ON TRANSFER
1. There are four transfer standards which may be authorised by the IHQ MoD (Navy)
who may also vary them in detail to suit particular requirements:
(a) Issue Standard: Applicable to most aircraft transferred from R to A or L for

permanent active use. (Chapter 8)
(b) Reserve Standard: applicable to certain aircraft transferred from one support
unit to another, generally for completion of work to bring them to full issue Standard
or for storage in an AR condition. Usually applies to aircraft transferred from NAY to
Unit.
(c) One Flight Only Standard: applicable to certain aircraft transferred to R or

within R for major work or classification to GR or DR.
(d) As Existing Standard:
(i) It is defined as the condition of serviceability, modification, finish etc

(equivalent to the routines listed in para 2. below) as they exist in the aircraft
on receipt of the authority to transfer the aircraft, except for the minimum
changes in these conditions essential for the method of transfer. For
example, making the aircraft serviceable to one flight only standard if being
ferried by air, or draining fuel and otherwise making safe if being shipped
(Chapter 8).
(ii) Applicable to any transfer where time or cost preclude the carrying out
of the full application of the routines listed in para 1. above. It is
important that the minimum standard specified in para 1 (d) (i) and (iii) is
not exceeded in order that the underlying time or cost restriction is fully
satisfied. May also be used if an aircraft (or ECU) is being transferred to
other establishment for investigation of a defect or other similar purpose.
(iii) They are not to be robbed, and following receipt of authority to

transfer, defects subsequently found are not to be deferred, nor are any
routine servicing operations to be postponed, without the authority of
the IHQ MoD(Navy).
2. The standards on transfer are to be checked on all aircraft with respect to the
following routines:
(a) Serviceability
(b) Equipment
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(c) Modifications
(d) Finish
(e) Cleanliness
(f) Scheduled servicing operations and technical instructions due.
(g) Engine(s) performance (refer to engine Topic 1 and Flight Test Schedule).
(h) Compass swing.
(j) Lifed components
(k) Check weighing
(l) Test Flight
3. Dispatching units and receiving units are to carry out the checks and tests which are
necessary to ensure that the aircraft is to the authorised transfer standard as detailed in
Article 1405 to Article 1415.
4. Work on these routines is not required if equivalent work has been carried out within
the previous 6 months to the satisfaction of the Units concerned in a transfer, provided
that the systems, equipment and components affected have not been disturbed in that
period and have been subjected to an authorised servicing procedure.
5. For this reason, and to assist receiving Units in planning any work to be done,
dispatching Units are to ensure that sufficient information on work carried out is included in
the aircraft documentation. In particular if work is recorded on job cards which are not to be
transferred with the aircraft, dispatching Units are to ensure that all pertinent details have
been transcribed to the aircraft documents. The documentation of aircraft allotted to a
Naval or Civilian repair organisation is also to be supplemented by a report.
1405. ROUTINE (a) SERVICEABILITY
1. General
(a) Serviceability may be defined in relation to short or long term requirements.

The following definitions are to be used in connection with transfer standards:
(i) SHORT TERM: An aircraft (or ECU or component) is free of defects

which may render it incapable of performing the immediate flight planned for
it and is not due for any periodic inspections other than Flight Inspections.
(ii) LONG TERM: An aircraft (or ECU or component) is free from defects
which may render it incapable of performing any of the flight and operational
roles required of it.
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(b) Defects which do not in any way influence the structural integrity,
airworthiness or performance of the aircraft in any role need not be rectified before
transfer if there is insufficient time, manpower or material available to carry out the
work without prejudice to the authorised transfer date or other unit commitments.
2. One Flight Only Standard. To be serviceable (para 1 (a) (i) above and as para 5
below).
3. As Existing Standard. In all respects the condition is to be in accordance with Article

1404 para 1 (d).
1406. ROUTINE (b) EQUIPMENT
1. General. The equipment to be fitted to aircraft is listed in the Aircraft Inventory

(appropriate Topic 3B)
2. Issue Standard. Depending on whether aircraft are in a flying or non-flying condition

they are to be fitted with the equipment listed in the appropriate Topic-3B. The IHQ
MoD(Navy)/ HQNA may however authorise omission of tertiary role equipments.
3. Reserve Standard. All equipment fitted on receipt is to be fitted on despatch unless

authority to remove or add items has been given by modification or other action.
Equipment essential to the requirements of Article 1405 para 1 (a) (i) must also be fitted.
4. One Flight Only Standard. As in para 5 below.
5. As Existing Standard. Equipped as defined in Article 1404 para 1(d) and as required
by Article 1405 para 1(a) (i) if being transferred by air.
1407. ROUTINE (c) MODIFICATION
1. General
(a) The modification standards on transfer and the general regulations for
modifications are given in Chapter 10 and in INAP 100N-0200 series. Units
transferring aircraft are to endeavor to complete to these standards.
(b) On transfer between Units modifications already fitted are not to be removed
without the authority of the IHQ MoD(Navy).
(c) In general, the modification standard current at the date of commencement of

preparation for issue is to be worked to, but any changes made by amendment to
INAP 100N-0200 series before the authorised transfer date are also to be embodied
if time and facilities permit.
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(d) Authority may be given by or sought from the IHQ MoD(Navy) to embody
other modifications which are not in current INAP 100N-0200 series tables.
(e) Support units embodying modifications which introduce or change the fixed
parts for the carriage of SOO modifications are to check that the fixed parts are
mechanically compatible with the SOO items. Functional testing is to limited to the
capabilities of the test equipment and facilities available. Any limitations to the
testing are to be recorded as deferred defects.
2. Issue Standard
(a) Aircraft transferred to A or L from R are to be complete (Chapter 10).
(b) Aircraft transferred within A are similarly to be checked to these standards

and deficiencies reported. (Chapter 10).
3. Reserve Standard. As existing standard.
4. One Flight Only Standard. As existing standard.
5. As Existing Standard. As existing at the time of receipt of authority to transfer.
1408. ROUTINE (d) FINISH
1. General
(a) The prime purpose of aircraft finish are to protect the structure against
corrosion, to achieve the required aerodynamic performance and to camouflage or
otherwise identify aircraft. Appearance is secondary to these and the principle of
Article 1405 para 1 (b) is to be observed unless Display Finish (DF) has been
authorised (see (c) below).
(b) Essential safety markings such as for ejection seats, fire extinguishers, `no
step' etc are to be clearly legible.
(c) When an exceptional appearance is necessary, a special standard, coded

DF (Display Finish) may be authorised by the IHQ MoD(Navy)/ HQNA.
2. Issue Standards. Aircraft being transferred to A are to be to the best possible

standard consistent with para 1 above. Dispatching Units with Dope Shop facilities are to
ascertain and endeavor to apply side numbers, ships crests and other special markings.
3. Reserve Standard. Unless a concession is authorised, to be as for Issue Standard.
4. One Flight Only Standard. As existing at the time of receipt of authority to transfer.
5. As Existing Standard. As existing at the time of authority to transfer.

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1409. ROUTINE (e) CLEANLINESS
1. No specific differentiation is made between transfer standards but cleanliness is

particularly important when aircraft are to be subjected to physical examination during
transfer as dirt can mask corrosion and other defects.
2. Units despatching aircraft which have been in active use over the sea are to
endeavor to free them from salt deposits by fresh water washing before transfer. If this
cannot be done, the inability is to be recorded as a deferred defect in the Aircraft Servicing
Form.
3. Units receiving aircraft which have been in active use over the sea and have not
been fresh water washed before despatch are to clean them immediately.
4. Aircraft transferred to other Unit for investigation are not to be cleaned except for
the provisions of Chapter 15 (AIRCRAFT-ANTI CORROSION MEASURES AFTER
DITCHING).
1410. ROUTINE (f) MAINTENANCE OPERATIONS AND TECHNICAL INSTRUCTIONS
1. General
(a) The receipt of aircraft due or overdue for maintenance operations hampers or
prevents units from carrying out receipt test flights. Despatching units are to ensure
that, in general, no maintenance operation or other technical instruction becomes
due within 7 days of transfer, unless they can be carried out in the course of
normal flight servicing.
(b) When aircrafts are transferred to or within R for repair, modification, PBM or
MDZN, it is essential that all defects requiring rectification are known as early as
possible to ensure rapid turn round. User units are to endeavor to carry out all
flexible servicing operations of an examination nature of up to 28 weeks periodicity
(or the equivalent in flying hours) in the month prior to transfer. For Servicing
Options on aircraft planned for special Repair Organisation work programmes (see
Annex A). All rectification required is to be recorded in the Aircraft Servicing Form if
not otherwise known to the Support Unit through aircraft survey or other action.
2. Issue Standard
(a) From R to A: The following flexible servicing operations and technical

instructions are to be carried out before transfer:
(i) All those due before the date of transfer.
(ii) All those due within 20 days or 25 flying hours after despatch.
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(iii) All 3000 series operations due within 6 months (or due in the period of
transfer if known to be less than six months).
(b) Within A: The servicing operations due in accordance with para 1(a) above.
3. Reserve Standard. The operations due in accordance with para 1 (a) above unless
otherwise instructed by the IHQ MoD(Navy).
4. One Flight Only Standard. No maintenance operations are to be due or likely to

become due during the envisaged flight.
5. As Existing Standard.
(a) Within A, and R to A, the maintenance operations due in accordance with

para 1 (a) above.
(b) Within R and A to R: the maintenance operations defined in para 1 (b) above.
1411. ROUTINE (h) COMPASS
1. General
The general instructions for compass swinging are given in Chapter 19.
2. Issue Standard
(a) A compass swing must be carried out after completion of modification and
equipping as late as possible in stage F (Preparation of aircraft for issue).
(b) Exceptionally, for transfers within A, when a compass base is not available,
the compass swing may be omitted.
3. Reserve Standard. As for Issue Standard, para 2 above.
4. One Flight Only Standard. The provisions of Chapter 19 apply.
(a) Within A or R to A, as for Issue Standard, para 2 above.
(b) Within R or A to R as for One Flight Only Standard, para 4, above.
1412. ROUTINE (i) LIFED COMPONENTS
1. General
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(a) If the aircraft is likely to have a test flight after transfer, the despatching unit is
to ensure that no lifed component becomes due for change within 7 days of
delivery.
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(b) Exceptionally, if the ECU or any other lifed component has been temporarily
installed for ferry flight purposes para 1 (a) may be disregarded.
2. Issue Standard
(a) The ECU and any associated gearbox, and any other lifed component
requiring more than 4 hours to change, must have at least 50 hours (flying hour
based items) or 25% (non flying hour based items) of its life remaining after
completion of the planned ferry flight. These values are not to include permitted
extensions.
(b) All other lifed components must have at least 25 hours (flying hour based
items) or 10% (non flying hour based items) of their life remaining after transfer.
(c) Transfers within A: If the above standards cannot be met, concessions must
be sought from the IHQ MoD(Navy).
3. Reserve Standard
(a) Within R, from one Support Unit to another for completion to Issue Standard
(eg. NAY to Unit), as for Issue Standard para 2 (a) and (b) above except that all
figures are to be increased by 10 hours or 5%
(b) Within R for major work such as repair, rectification or PBM (but not
modification work alone) eg. from a Unit to an NAY) as in para 1 above.
(c) Alternatively, minimum life remaining may be specified by the IHQ

MoD(Navy) in PBM or other work authorisations.
4. One Flight Only Standard. As in para 1 above.
5. As Existing Standard
(a) Within A or R to A, Issue Standard.
(b) Within R or A to R, as in para 1.
(c) If being transferred other than by air, as existing at the time of receipt of
authority to transfer.
1413. ROUTINE (j) CHECK WEIGHING
1. General
(a) The general instructions for weighing aircraft are contained in Chapter 19.
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(b) Check weighing is to be carried out after completion of all major modification,
equipping, refinishing or repair likely to have a significant effect upon the weight or
c.g.
2. Issue Standard
(a) Aircraft passing through Repair Yards being prepared for Front or Second
Line operation are to be check weighed unless the total work done since the
previous check weighing is known to have a limited and readily calculable effect
upon the weight or c.g.
(b) All other aircraft need not be check weighed provided that there is no
evidence to suggest that the weight or c.g. is outside limits.
3. Reserve Standard. As Issue Standard.
4. One Flight Only Standard. As para 2 (b) above.
5. As Existing Standard. As Issue Standard.
1414. ROUTINE (k) TEST FLIGHT
1. General
(a) The regulations for flight testing are contained in Chapter 11.
(b) If the despatching unit cannot carry out the appropriate test flight before
delivery due to lack of facilities, or other reason, agreement to omit it may be
requested from the receiving unit if the latter is able to carry out a test flight after
delivery. If agreement cannot be obtained, the circumstances are to be reported to
the HQNA/ IHQ MoD (Navy) before completion of stage F (Preparation for Issue).
(c) If circumstances make the practice convenient, a test flight may be combined
with the ferry flight.
(d) If the work carried out on an aircraft since the previous Maintenance Test
Flight has been so limited that the performance is not likely to have been affected,
a check Test Flight may be carried out, provided that no more than six months have
elapsed since the Maintenance Test Flight and all defect found as a result of the
Test Flight have been rectified.
2. Issue Standard. Every effort must be made to carry out a maintenance Test Flight
before transfer.
3. Reserve Standard. As for Issue Standard para 2 above.
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4. One Flight Only Standard. Test Flight not required.
(a) With A or R to A, to be test flown provided the transfer date is not prejudiced.
(b) Within R or A to R, Test Flight not required.
1415. UNINSTALLED ENGINES AND ENGINE CHANGE UNITS, STANDARDS OF

TRANSFER.
1. General
(a) Uninstalled engines, engine change units and power plants are to be
transferred in pproved transit stands or engine cases. Instructions for preparing
engines for transit are contained in the engine Topic 7/5N,P,Q/AP4471A/Engine
Publication.
(b) To prevent damage or deterioration during transit, engines and any

components which accompany them) are to be securely fastened to the stand or
case. Engines are to be inhibited and all apertures, pipes, and unions blanked
effectively. (Chapter 13 refers).
(c) Components which may contain cartridges are to be unloaded and spent
cartridges removed before despatch. The Condition and Safety Certificate is to
be completed to this effect on the attached Equipment Label.
(d) Engines which have been dismantled in any way are to be loosely
assembled before transfer.
(e) Engines are normally to be transferred complete to the relevant check list.
Any permanent items removed must be shown as a deficiency on transfer
documents.
(f) Serviceable engines and ECUs held in an AAEHU are to have all relevant
STIs, NTIs and other technical instructions carried out and all first and second line
modifications embodied before issue. Spare Engines and ECUs held in AAEHU or
elsewhere should also be issued in this condition; any deviations are to be recorded
in the documentation.
(g) ECUs issued through the AAEHU which have been subjected to Cat 4
(Repair) or Cat 4 (Rectification) may not have all I, II, III & IV line modifications
embodied in which case the IHQ MoD(Navy) will specify a lower standard.
(h) In addition to the requirements at para 1 (f) above, it may be necessary for
certain engines to have a specific modification or NTI state to make them
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compatible with particular aircraft. In these cases the IHQ MoD(Navy) will specify
the requirement when the transfer is authorised.
(j) Serviceable ECUs transferred to AAEHU or for installation in an A, L or

AR aircraft are to have the following minimum lives remaining (not including
any permitted extension).
(i) For FAE or FIR use: 30% or 150 hours, which ever is the least.
(ii) For TAE or TIR use: 20% or 100 hours, whichever is the least.
(iii) For temporary installation for ferry flight or test purposes: Sufficient life
remaining (including any authorised extension) to complete the specific task.
When ECUs are in short supply, the IHQ MoD (Navy) may authorize the
transfer of ECUs which have lower lives remaining.
(k) Engines and ECUs are transferred to three standards: Issue, One Flight Only
and as Existing. Reserve Standard is not applicable to uninstalled Engines and
ECUs.
2. Issue Standard. Applicable to all uninstalled engines and ECUs transferred for
installation in or as spares for A,L and AR aircraft. They are to meet the requirements of
paras 1 (a), (b) (c) (f) and (j) above and be complete to the relevant checking list.
3. One Flight Only Standard. Applicable to engines transferred for temporary

installation for ferry flight or test purposes. They are to be serviceable, and compatible with
the modification state of the airframe, to have sufficient life remaining and to be complete
to the relevant checking list.
4. As Existing Standard. Applicable to engines and ECUs transferred to a Support Unit

or the Repair agencies for repair, overhaul, modification, for investigation. They are to
meet the standards of paras 1 (a) (b) (c) (d) and (e) above and as defined in Article 1404
para 1 (d).
1416. AIRCRAFT/AERO-ENGINES RECEIVED IN AN UNSATISFACTORY CONDITION
1. A narrative report in accordance with Annex B is to be made by the receiving Unit

whenever an aircraft or uninstalled Engine is received in an unsatisfactory condition
resulting from:
(a) Deviations from the authorised transfer standards detailed in Article 1404 to
Article 1415.
(b) Equipment or components missing which cannot be resolved by normal

discrepancy action.
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(c) Loose Articles.
(d) Poor documentation
(e) Defects not covered by the authorised standard but which should have been
rectified before transfer.
2. The report does not affect the receiving Unit's responsibility to report defects in
accordance with the instructions in Chapter 23, where applicable.
3. This reporting procedure also applies after repair or modification by an on-site

working party when the condition of an aircraft is unsatisfactory in relation to the particular
work carried out.
4. The report is to be made within seven days of the receipt of the aircraft/Engine or
documentation. Where this is not possible an interim report should be made and the final
report as soon as possible thereafter. This instruction, however, does not debar reporting
when the cause for complaint is discovered at a later date.
5. The Aircraft/Engine should be retained in its unsatisfactory condition and a signal

outlining the essential facts, made to the addressees detailed in Annex B, followed by the
detailed report where:
(a) The AEO/ALO of the ship or Air Station considers this necessary to ensure a
fair and conclusive investigation.
(b) The unsatisfactory condition could give rise to a claim under the Warranty
issued by a manufacturer or contractor.
6. Should the transferring Agency wish to examine the Aircraft/Engine they are
normally to do so within 5 working days of receiving the signal. Any extension of this time
is subject to the approval of the administrative Authority who may also, in the case of
operational necessity, cancel the normal 5 working days grace and order that the
Aircraft/Engine be rectified and returned to normal use in a shorter time.
7. When an aircraft/Engine is held in an unsatisfactory condition pending investigation,

only maintenance work not related to or likely to affect the reported condition is to be
undertaken.
1417. TRANSFER OF AIRCRAFT BETWEEN SERVICES
When transferring aircraft between services, the despatching unit is to ensure that
the receiving unit has access to the schedules to which the aircraft has been maintained. If
necessary the maintenance schedules are to be transferred with the aircraft
documentation.
1418. DISMANTLING DAMAGED AIRCRAFT FOR REPAIR
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1. (a) When dismantling aircraft for despatch for repair, care is to be taken to avoid
further damage to the aircraft or components. Pipes, cables, capillary tubes, etc.,
are not to be cut unless absolutely necessary.
(b) Dismantled aircraft are to be preserved against deterioration and placed in a

state of suspension or storage as appropriate.
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2. Removal of Equipment and Components.
(a) Certain equipment must be removed from an aircraft before despatch to a

civilian contractor. Details are contained in Topic-3E.
(b) It is important that any unserviceable permanent items fitted to an aircraft

allotted for repair or reconditioning are returned to the appropriate Air Store
Depot or Repair Centre for repair as quickly as possible. Despatching units
should, therefore, endeavor to remove such items for which replacements have
been demanded.
(c) All items removed are to be returned to the Logistic Officer (Stores)
immediately for onward despatch to the appropriate Air Store Deport or Repair
Centre. The Stores Return Voucher is to be endorsed. "Items removed
from........aircraft, Serial Number.............". Where items may have been
damaged as a result of an accident, this fact is to be noted on the equipment label
in addition to any other unserviceability.
(d) When removing equipment or components care is to be taken that items

attached to them, but not forming part of them, remain with the aircraft. All orifices
exposed by the removal of an item are to be blanked off.
3. Removal of Engine or Engine Change Unit. Care is to be taken to separate airframe

components from engine components for despatch with the airframe or engine as
appropriate. Reference is to be made to:
(a) Engine Checking List in Topic-3 of the Engine AP/Engine Log book.
(b) Section F of the Topic-3B of the Airframe AP/Airframe log book.
4. Equipment, Components, Parts etc, dispatched with the Airframe. Equipment,

components etc., including small items such as nuts, bolts, washers, packing pieces,
dispatched with the aircraft irrespective of serviceability are normally to be attached in their
correct location. If this cannot be done the items must be properly packed and clearly
marked with their description, stores reference or part number and the type and serial
number of the aircraft.
5. Fuels, Explosives etc. Aircraft are to be made safe Article 1422.
6. Recording in Aircraft Maintenance and Transfer Documents.
(a) All permanent items removed in accordance with para 2 (b), or those robbed
to service other aircraft for which replacements have not been received, must be
recorded in the transfer document (Form INA-II) as deficiencies whether listed in
Aircraft Inventory (Topic-3) or not.
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(b) This instruction does not affect the requirement to enter details of the
removal or replacement of items in Aircraft Maintenance Documents.
1419. DISPOSAL OF AIRCRAFT FOR SCRAP
1. Recovery of Components and Main Assemblies.
(a) Whenever possible, assemblies, components or parts of aircraft being

reduced to spares and produce or disposed of for scrap, which could after further
servicing be used again, are to be recovered. Where the damage is extensive the
work required to salvage items is to be assessed. If the process is likely to be
uneconomical the assemblies and components should be reduced to produce.
(b) Items recovered are to be returned to the appropriate Store Depot in

accordance with the instructions in INBR-12 STORES ACCOUNTING AND
STOREKEEPING MANUAL. Main planes and centre sections recovered are to be
reported to the IHQ MoD (Navy) for disposal instructions.
(c) Consideration is also to be given to the recovery of items which may be

suitable for training purposes. Application is to be made to HQNA for a party from
the appropriate training establishment to survey aircraft being reduced to produce.
2. Aircraft Damaged by Fire
(a) Aircraft structures damaged by fire are divided into the following three
classes:
(i) Class 1 - Major assemblies on which melting of the structure has

taken place.
(ii) Class 2-Major assemblies adjoining class 1, which have been

subjected to heat but appear visually to be sound, but may be
discoloured or show blistering of paint.
(iii) Class 3 -Major assemblies far removed from the fire and apparently
not affected.
(b) Class 1. Where melting of main structure has occurred, the whole of the
assembly, together with the attached components, is to be treated as scrap.
Where melting is localised on light structures and a considerable amount of
equipment adjacent is apparently unaffected by fire, the major assembly, complete
with its attached components, is to be referred to the repair yard or contractor as
one consignment. The damage caused by the fire must not be removed, as this
evidence is required when surveying the repair. The assembly, together with any
loose items removed during dismantling, is to be labeled "Subjected to Fire".
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(c) Class 2. The evidence of fire, if any, is not to be removed and the label is to
give some indication of the position of major damage by fire on the adjacent
component. The assembly, complete with the attached components, is to be
returned to the repair yard or contractor, as applicable suitably labeled with the
information as stated above.
(d) Class 3. The label is to state what part of the aircraft has been subjected to
major damage by fire. The assembly, together with its attached components, is to
be returned to the repair yard or contractor.
3. Explosive materials among Scrap. The greatest care is to be taken that no

explosives or dangerous chemicals are disposed among aircraft salvage being reduced to
produce. This includes pyrotechnics, ammunition, detonators, sodium-filled exhaust
valves, bottles containing gases under pressure and explosive-filled underwater weapons
of any description, etc.
1420. DISPOSAL OF AIRCRAFT TO FOREIGN GOVERNMENT
1. All Indian Navy markings are to be removed or obliterated.
2. Surplus IN aircraft which have been sold to foreign governments and are to be flown
by pilots of the foreign government direct from IN airfields in this country to their
destinations must have the military markings of the foreign government substituted before
flight. The status of such aircraft becomes that of a foreign military aircraft from the time of
take-off under the control of the foreign pilot.
1421. TRANSFER / ACCEPTANCE OF AIRCRAFT AND ECU ON ILMS (AIR)
1. Transfer / Acceptance of aircraft & ECU is assigned to users as follows:-
(a) ASCO role in Air station / Yard
(b) UNIT role in squadrons / flights
(c) UNIT role in AAEHU
2. Aircraft / ECU can be transferred only after all surveys are completed. Aircraft / ECU
with pending surveys, either from unit to air stores or from air stores to depot cannot be
transferred.
3. The demands of deficient items shall be transferred to the unit to which the aircraft /
ECU is allotted. The transfer of demands is the responsibility of both, the transferring and
accepting unit.
4. Reclassification of ECU is provided in the “HOD” role.
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5. Engine container, MVP Bag and Engine Stands are to be transferred online to
accepting unit as per store procedures.
1422. MAKING SAFE BEFORE DISPOSAL.
1. Making safe is the preparation of an aircraft and its components, or the remains of a
crash whether they are to be salvaged or to, so that no danger is presented to persons
likely to have access to them. Making safe must be completed before unskilled persons
have unsupervised access to the aircraft or its components.
2. The work is to include:
(a) Deflation of high pressure gases and liquids from tyres, oleos, systems etc:
(b) Gagging or retraction of undercarriages, wing/blade folds and similar

systems.
(c) Draining of all systems and components containing flammable or toxic fluids,
and purging if appropriate.
(d) The removal of all weapons, explosives, pyrotechnics and radioactive

materials.
3. When authorising the transfer or disposal of aircraft or components the IHQ

MoD(Navy) is to consider the need for them to be made safe and is to issue the
appropriate instructions.
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Chapter 15
ACCIDENTS, SALVAGE AND TRANSPORT OF AIRCRAFT
CONTENTS
Article
1501 General
1502 Aircraft accidents
1503 Salvage of aircraft
1504 Transport of aircraft
1505 Aircraft anti corrosion measures after ditching
1501. GENERAL
1. Instructions relating to aircraft accidents and investigations by the Admin Authority

are contained in INAP-2 which also contains the action to be taken in the event of
accidents or incidents to aircraft and missiles.
2. Applications for assistance by other units are to be made to HQNA. The instructions
relating to the salvage and transport of aircraft in Article 1503 and Article 1504 are
applicable irrespective of whether the work is being undertaken by a ship or station.
1502. AIRCRAFT ACCIDENTS
1. Whenever an aircraft accident occurs, an Air Engineer/ Air Electrical Officer is to

visit the scene. As far as possible he is to:
(a) Ensure that the Assisted Escape Systems and weapons are safe and any
explosives removed.
(b) Ensure that no danger exists from radioactive materials.
(c) Check position of flying and reaction controls, engine nozzles and nozzle
controls, reading of gauge and indicators, position of Assisted Escape controls, and
whether they may have been disturbed by the rescue party.
(d) Check levels of fuel, oil and hydraulic fluids, as applicable, and examine for
signs of leaks.
(e) Check oxygen system if fitted.
(f) Check for icing of aerofoil systems.
(g) Ensure that arrangements are made to safeguard any secret equipment
which may be fitted to the aircraft.
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(h) Arrange for photographs to be taken of any technical evidence which might
have a bearing on the cause of the accident.
(j) Record the results of any checks carried out.
(k) Check Documents.
2. Care is to be taken that the wreckage is not disturbed and that evidence which may
be of value in subsequent investigations is not destroyed.
3. The Air Engineer/ Air Electrical Officer of a Ship or Air Station is to be associated
with preliminary inquiries into the cause of an aircraft accident until satisfied that a material
failure or maintenance error is no longer suspected. He is to examine the wreckage and, in
conjunction with Commander (Air) and other specialist officers who may be concerned,
interrogate persons involved and witnesses.
4. When material failure or maintenance error is suspected and investigation of the

accident by Board of Inquiry is not mandatory, the Air Engineer/ Air Electrical Officer of a
Ship or Air Station is to advise the Commanding Officer whether the services of
NAQAS/RAQASs should be requested bearing in mind the circumstances of the accident,
the state of the wreckage and the specialist training and experience of NAQAS/RAQAS
personnel.
5. Examination by the Air Engineer Officer
(a) When the Air Engineer Officer is to complete the investigation, he is to

examine the aircraft and question all persons concerned and witnesses, before
rendering his report. In so doing, he is to note all likely causes of the accident. He is
to take particular care to note any modifications embodied or not embodied which
might have a bearing on the accident.
(b) When a technical failure is suspected resulting in the loss of, or serious
damage to an aircraft, and no Defect Report on MOD Form 760/Form A 21 can be
rendered, the Air Engineer/ Air Electrical Officer is to make as full a technical report
as possible on the Form A25 of the circumstances that led up to the accident.
(c) When no technical failure has taken place the fact is to be stated, and
examinations and tests in support of the statement are to be included on the Form
A25, if evidence from other sources is at variance.
6. Examination of Ditched Helicopters
(a) When a helicopter has ditched or force-landed on water there is a high risk
that the aircraft will capsize and sink before or during recovery attempts. In this
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event, therefore, it is important that as much evidence as possible is obtained
quickly to determine the cause of the accident.
(b) The Air Engineer/ Air Electrical Officer of the Ship or Air Station is to institute
whatever examination of the aircraft is possible within the prevailing conditions.
Consideration should be given to inspection and photographs from the ship, from
boats or from other aircraft at the scene. If technical personnel cannot be
dispatched to the ditched aircraft, a detailed briefing of what to look for should be
given to non- technical personnel involved in rescue or aircraft recovery operations.
(c) Particular attention should be paid to the state of the main and tail rotors to
identify any damage and also to the location on the airframe of any fluid leaks. A
report of an examination or observations should be included in Form A25.
7. Examination by the NAQAS/RAQAS
(a) If the aircraft is to be examined by the NAQAS/RAQAS the Air Engineer/ Air
Electrical Officer is to arrange, in conjunction with Commander (Air), that the
wreckage is maintained in its original state until investigation has been completed. If
it constitutes an important or dangerous obstruction (eg on a runway, main road, or
railway) the wreckage may be removed. Photographs are to be taken, whenever
practicable, from all angles showing the first impact marks of the aircraft on the
ground and the ensuing trial of wreckage before the aircraft is moved.
(b) If it has been decided that the NAQAS/RAQAS or Accident Investigation

Officer will investigate the accident, the Air Engineer/ Air Electrical Officer is not to
investigate beyond the checks laid down in para 1.
(c) The Air Engineer/ Air Electrical Officer is responsible that (except as in para
7 (a) or if aircraft is under water) no action is taken by the salvage party until the
investigation has been completed and the aircraft is cleared by the Investigation
Officer for removal by the Salvage Party.
8. Retention of Parts of Wreckage. In a case where a Board of Inquiry is ordered, the

Air Engineer/ Air Electrical Officer is to arrange that any parts of the wreckage that may be
required for examination by the Board are maintained in the required condition.
9. Aircraft Documents following an Accident
(a) In all cases, as soon as possible after the accident the aircraft documents are
to be impounded by the Air Engineer/ Air Electrical Officer or such other officers as
ordered by the Commanding Officer. The findings of the examination of the aircraft
documents are to be stated by the Air Engineer / Air Electrical Officer on the Form
A.25.
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(b) When a Board of Inquiry is ordered, the Air Engineer Officer of the Ship or Air
Station is responsible for arranging that the aircraft documents are produced for
examination by the Board.
10. Accidents involving IAF/ARMY/HAL Servicing. In cases where IAF/ARMY/HAL

personnel (other than IAF/ARMY/HAL personnel serving with the Indian Navy) are
concerned with the servicing of Naval Aircraft, and an inquiry or investigation is undertaken
which raises questions as to the adequacy of such servicing, or the manner in which it has
been carried out, the IAF/ARMY/HAL authorities concerned are always to be invited to
participate in any inquiry or investigation and are to be informed of any conclusions arrived
at which may reflect upon the manner in which the servicing work has been carried out.
1503. SALVAGE OF AIRCRAFT
1. Preliminary Survey
(a) When an aircraft crashes or force lands on land an officer or senior sailor is
to be detailed to visit the scene. He is to:
(i) Ensure that the aircraft and weapons are in a safe condition, calling on
the assistance of the specialist officers if necessary.
(ii) Ensure that any secret equipment fitted to the aircraft has been safe
guarded.
(iii) Assess the personnel, lifting appliances and equipment required to

salvage the aircraft.
(iv) Survey the best approach to the aircraft and the route to be taken on
return with it with particular reference to:
(aa) State of the ground and whether it is suitable for heavy

vehicles.
(ab) Clearance and load-bearing capacities of roads bridges,

overhead wires and other obstructions on the routes to and from the
scene.
(ac) Roads and towns on the route.
(v) Estimate if further damage to land or property is likely in carrying out

the salvage operation.
(b) He is to obtain the permission of the owners of any land or property which
the salvage party may have to pass through, or upon which they must work and
possibly damage further in the course of the salvage operation. This
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permission cannot be with held.
(c) He is also to consult the appropriate authorities and the Police.
(i) When the aircraft has to be salvaged from lakes or reservoirs from
which water is used for public supply.
(ii) When the salvage of the aircraft necessitates the presence of

personnel or equipment on railway property.
(iii) When the aircraft has to be transported on a public highway.
(d) The Officer-in-Charge of the Unit carrying out the salvage operation will detail
the officer or Sr sailor to carry out this survey.
2. The Salvage Operation.
(a) Notwithstanding the preliminary survey, the officer or Sr. Sailor in charge of
the salvage of an aircraft is responsible for all aspects of the operation and for
ensuring that further damage or inconvenience to the public is kept to the minimum
necessary.
(b) The Officer or Sr. Sailor in charge of the operation, if different from the
person carrying out the preliminary survey, is personally responsible for ensuring
that the checks and surveys required by para 1 are correct. He is also to ensure that
clearance for the salvage operation to start has been given by the appropriate
authorities and that proper precautions have been taken to enable the work to
proceed in safety.
(c) He is to ascertain personally whether there are any overhead wires of any
sort which may foul any of the vehicles or their loads. If such wires exist, and the
crane is to operate near or pass underneath them he is to take the utmost care to
ensure that:
(i) No damage is done to the wires.
(ii) No part of the vehicle or its load comes in contact with the wires,
particular care being taken to see that contact will not be caused due to rising
ground.
(iii) If high tension cables are involved, arrangements are made for the
power to be switched off before the vehicle passes under the cables. This
should be done during quiet hours, eg, the early hours of the morning.
(d) If he is in doubt as to the nature of any overhead wires, he must ascertain

whether they are high tension cables or not. In all cases, he is to assume that all
overhead wires are dangerous.
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3. Removal of Fuel, Hydraulic Fluids, etc.
(a) The officer or Sr. sailor-in-charge of the salvage operation is to ensure that
any fuel, hydraulic fluids etc. removed during the salvage of an aircraft is
safeguarded. Fuel is to be decanted into suitable containers and the amount
recovered measured. A record is to be made of the fuel recovered and a copy is to
be given to the Logistic Officer of the establishment to which the fuel is returned. A
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certificate is to be given to the Engineer Officer of the establishment stating whether

the fule is fit for re-use or not. Salvaged hydraulic fluids etc are to be handed over to
the nearest or most convenient establishment.
(b) The regulations for the transport of quantities of fuel by motor transport must
be observed when returning salvaged fuel.
4. Clearance of Site.
(a) The Officer or Sr. Sailor-in-Charge of the salvage operation is to ensure that
a thorough search of the site and its vicinity is carried out and that no parts of
the aircraft or explosives are left lying about or buried in the ground.
(b) The site is to be left clean and tidy and any gates, fences or obstructions
temporarily removed to facilitate salvage operations are to be replaced.
5. Damage by Salvage Party.
(a) The Officer-in-Charge of the salvage operations is not to invite a claim by any
person, or give any undertaking regarding the satisfaction of any claims for any
damage done, either by the salvage party or at the original accident.
(b) Particulars of damage done by the salvage party are to be reported in

accordance with instructions, which are issued by the Administrative Authorities in
connection with damage to property caused by aircraft in their Command.
1504. TRANSPORTATION OF AIRCRAFT
1. Inter-Unit Division of Responsibility
(a) The Parent or holding unit is responsible for the preparation of aircraft
required to be deployed by air freight or by road.
(b) When embarking or disembarking aircraft from ships the transporting unit is
responsible for delivery of the aircraft to the dockside prior to embarkation or
collection of the aircraft from the dockside after disembarking.
(c) When embarking or disembarking from lighters, the ship's staff is responsible
for the embarkation or disembarkation operations between the lighter and the ship;
the transporting unit is responsible for these operations between the lighter and
the dockside.
2. Precautions
(a) The police are to be informed when any aircraft is to be transported by road
and instructions issued by them must be followed.
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(b) It is essential that all explosives, including starter cartridges and ejection seat
and canopy release cartridges, are removed before aircraft are transported by road.
(c) When towing or transporting aircraft by road inside or outside air stations or
establishments, the person in charge of the movement is to satisfy himself that the
road surface is capable of bearing the weight of the aircraft or the transporting
vehicle and aircraft combination. Particular attention is to be paid to manhole
covers, drains, potholes. etc..
(d) Local administration representative should be included as a key member for

planning of salvage operations, which may require assistance of Fire Force, Police,
Water works, Electricity board and even the local residents
1505. AIRCRAFT, ANTI-CORROSION MEASURES AFTER DITCHING
1. Aircraft recovered from the sea after ditching are to be temporarily preserved
against corrosion as soon as possible.
Note :
Refer to paragraph 8 of Article 1502 before completing the following actions.
2. All panels are to be removed, electrical and electronic equipment is to be removed

where possible. Contaminated systems are to be dried. Helicopter main rotor head and tail
rotor gearboxes are to be removed and separately treated, taking care to preserve any
drained oil for possible further investigation. All surfaces, internal and external are to be
very thoroughly washed down with fresh water by whatever means are available, hosing is
the most effective. The surfaces are then to be dried completely and protected with a water
displacing fluid (eg PX24) paying particular attention to crevices. The engines should be
turned if possible whilst spraying through intakes and exhausts.
3. Cables, looms and electrical fittings are to be preserved and protected as follows,
for re-use or use as replacement patterns:
(a) Unclip all cabling from the aircraft structure leaving the p-clips on the
structure.
(b) Remove and retain covers to terminal blocks switches and circuit breakers.
Release back nuts and cable clamps from connectors leaving them loosely attached
to the aircraft structure where possible.
(c) Unclip and spread out the cable looms and thoroughly wash down all cables,
terminals, sockets, switches, circuit breakers and connectors with fresh water
(inside and out where practical). Dry out and then protect with water displacing
fluid (eg PX 24) paying particular attention to exposed connections. Items such
as terminals and sockets may be left on the aircraft subject to a satisfactory visual
inspection for corrosion, but must be replaced if there is any element of doubt.
Insulation and continuity checks are to be carried out.
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(d) Reposition the cabling in the clips after anticorrosion treatment of the
underlying structure. Terminal block covers etc need not necessarily be replaced
at this stage if other repair work is going on.
(e) Reference should be made to Article 4311 for information on cleanliness and
damage to electrical, instrument, electronic and allied components and to AP 119A-
0202- 1 (Corrosion in Naval Aircraft) for general anti-corrosion techniques.
(f) Ensure correct documentation has been completed in accordance with

Chapter 21.
4. All LRUs internally contaminated by salt water are to be prepared for survey and
salvage as follows:
(a) LRUs are to be opened up, thoroughly and carefully flushed out and washed
down with clean, fresh cold water. The LRUs are to be air dried and re-assembled,
no inhibitors or water dispersants are to be used.
(b) A priority 1 MOD form 760/A 21 Defect report is to be raised on each LRU,
disposal instructions are to be requested from FONA by priority signal info IHQ
MOD (NAVY).
(c) On receipt of disposal instructions the LRUs are to be despatched by the

quickest possible means.
(d) The accompanying equipment label should be endorsed with a red triangle
and the words " SALT WATER CONTAMINATED" in large letters.
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Chapter 16
SERVICING OF NON-NAVAL AIRCRAFT AND AIRCRAFT

USED FOR GROUND TRAINING
CONTENTS
Article
1601 General
1602 Assistance by naval agencies for servicing of Indian Air Force and Army air corps
aircraft
1603 Unallocated
1604 Servicing of civil aircraft at naval air stations
1605 Servicing of military aircraft belonging to foreign countries
1606 Unallocated
1607 Unallocated
1608 Servicing of aircraft used for ground training
1601. GENERAL
1. This chapter contains the instructions for servicing aircraft other than those on
Naval charge, and the aircraft used for ground training.
1602. ASSISTANCE BY NAVAL AGENCIES FOR SERVICING OF INDIAN AIRFORCE

ARMY AIR CORPS AND COAST GUARD AIRCRAFT
1. Indian Air Force Army Air Corps and Coast Guard aircraft which land on ships or at
establishments are to be serviced by the ship or establishment. The work is normally to be
limited to Flight servicing and salvage.
2. IN personnel may be provided to assist the Captain of the aircraft in the servicing of
the aircraft. The Captain of the aircraft will be responsible for the work carried out, and its
supervision, and for signing relevant documentation.
3. Only sailors specifically authorised by the Ship/Station Air Engineering/ Air Electrical
officer are to work on unfamiliar aircraft types. Where landings or diversions may be a
frequent occurrence, arrangements should be made, through Administrative Authorities,
for appropriate sailors to be trained to first line standards on the aircraft type involved.
4. Servicing work is to be recorded in the Form 700 in accordance with the instructions
in that form.
1603. UNALLOCATED
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1604. SERVICING OF CIVIL AIRCRAFT AT NAVAL AIR STATIONS
The servicing of civil aircraft landing at Naval Air Stations is not to be undertaken by
Naval personnel except where specifically authorised by IHQ MoD (Navy).
1605. SERVICING OF MILITARY AIRCRAFT BELONGING TO FOREIGN COUNTRIES
1. Servicing of military aircraft, belonging to foreign countries, by naval personnel is to

be limited to:
(a) Flight Servicing including refueling and replenishment.
(b) Rectification work if the necessary technical data is available.
(c) Assistance to members of the services of foreign countries carrying out

servicing work.
2. A record is to be kept, showing details of work performed, man-hours expended by

each man employed, and fuels, stores or other materials used, in order that charges may
be made where necessary.
1606. UNALLOCATED
1607. UNALLOCATED
1608. SERVICING OF AIRCRAFT USED FOR GROUND TRAINING
1. Aircraft may be allocated to units specifically for ground training purposes.
2. Aircraft which will not be required to be restored to a flying condition will be

allocated and are to be serviced to schedules drawn up by the unit holding the aircraft.
These schedules, which are to be approved by the IHQ MoD (Navy) are to be the
minimum necessary to:-
(a) Preserve the value of the aircraft as a training aid, and
(b) Ensure the safety of all personnel likely to have access to the aircraft.
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Chapter 17
ON SITE WORKING PARTIES
CONTENTS
Article
1701 General
1702 Application and procedure for on-site working party
1703 Contractor’s working party
1704 NAY working party
1705 Unallocated
1706 Other Service working party
Annex
A Detailed responsibilities for the inspection of work carried out by contractors working
parties
1701. GENERAL
1. The Repair and Salvage parties and their responsibilities will be stipulated as and
when these parties are nominated by Administrative Authority.
2. One of the methods available for the rectification, repair or modification of aircraft
when the work is beyond the resources of the ships or air station may be the use of an on-
site working party.
(a) An On-Site Working Party may consist of one of the following:
(i) Contractor's Working Party (CWP)
(ii) Personnel from the Naval Aircraft Yard (NAY)/ BSF
(iii) Service Personnel from other ships or air stations as arranged by

Administrative authorities.
(b) On Site Working Parties are only to be employed on the specific tasks for
which they are provided. Service personnel in these parties are not to be employed
on air station or other extraneous duties.
1702. APPLICATION AND PROCEDURE FOR ON-SITE WORKING PARTY
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1. Application for assistance of an On-Site Working Party is to be made by a signal to
the Administrative Authority.
1703. CONTRACTORS WORKING PARTY
1. Contractors Working Parties are covered by contracts initiated by IHQ MoD (Navy).
Copies of these requisitions will be sent to the ship, station or establishment concerned.
2. CWPs are only to be employed on the work for which contract cover has been
given.
3. Work by a CWP is not to be started until either:
(a) A requisition for contract has been received by the ship, station or
establishment concerned.
Or
(b) Approval is given by IHQ MoD (Navy)
Or
(c) Written confirmation has been given either by IHQ MoD (Navy) or the
contractor that the services will be free of charge.
4. A CWP is not to be called upon before all the required modification sets or repair
parts, other than those for which arrangements for supply have been made by the
contractor, are available at the ship, station or establishment.
5. Supply of Parts and Materials. CWPs normally depend on the ship or station in
which they are working for the supply of parts, materials and support equipment. A good
liaison between the ship or station and the working party should be established ahead of
the arrival of the working party so that requirements can be met without delay.
6. Inspection of Work Carried out by a Contractor's Working Party. The Inspection of

the work carried out by a CWP is divided into:
(a) Inspection by the Contractor's inspection organisation.
(b) Super-imposed inspection of the work by representatives of

NAQAS/RAQASs. This may be delegated, subject to the agreement of
Administrative authority to the Commanding Officer or Superintendent of the station
or establishment concerned.
(c) Final acceptance by the Commanding Officer or Superintendent of the

station or establishment before reassuming complete responsibility for the aircraft or
equipment.
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7. Inspection by the Contractor's Inspection Organisation. The Contractor is required

to inform the Commanding Officer or Superintendent by letter of the composition of the
working party in advance of their arrival. This letter will nominate the person or persons
representing the contractor's inspection organisation. The responsibilities of the senior
representatives of this organisation are given in Annex A.
8. Inspection by Naval Aeronautical Quality Assurance Service/RAQASs. Where

inspection is carried out under the direct and personal supervision of a member of the
NAQAS/RAQASs, the Commanding Officer or Superintendent of the establishment has no
direct responsibility for ensuring that inspection is correctly performed. They are however
to inform the respective NAQAS/RAQASs if any action incidental to the work undertaken
by him is considered to be a possible cause of injury to naval personnel or damage to
naval material other than the aircraft under repair. The Representative attached to the
party is responsible for inspection matters only. Responsibility for the control of the party
rests with the designated of the party.
9. Inspection by Commanding Officer or superintendent
(a) In most cases, the inspection responsibility in para 6(b) above will be
delegated in the contract to the Commanding Officer or Superintendent of the air
station or establishment. In the cases where the responsibility of
NAQAS/RAQASs is established, this responsibility devolves upon the Chief
Controller of Aeronautical Quality Assurance or Controller Quality Assurance as
appropriate. Otherwise a suitable party is to be detailed including, if possible, an
officer and sailors with inspection experience. The responsibilities of the Inspection
Officer are given in Annex A.
(b) Final Acceptance. The Commanding Officer or Superintendent is to arrange

for any checks considered necessary to be carried out before re-assuming
responsibility for the aircraft or equipment.
10. Responsibility for routine Maintenance and Test Flight Clearance
(a) Where test flying is to be undertaken by a service pilot as part of the contract
work before the aircraft is accepted by the Indian Navy, the Contractor is
responsible for carrying out any routine servicing or flight servicing in accordance
with current naval instructions and recording them on his Certificate of Inspection.
He is also responsible that defects found on test flight are cleared.
(b) In other cases the contractor is only responsible for carrying out routine
maintenance operations when specifically stated in the requisition for contract.
11. Reports
(a) A signaled report is to be made to Administrative Authority repeated to IHQ

MoD (Navy)/HQNA whenever a CWP starts, and completes, its authorised task.
The signal is to include:
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(i) Requisition number
(ii) Date work started or completed.
(b) A manuscript report is also to be made to the Administrative Authority,

HQNA, IHQ MoD (Navy) and the representative officer at the contractors works
including the following information:-
(i) Composition of party employed
(ii) Hours worked
(iii) Brief details of the work carried out and the modifications embodied (if
any)
(c) When the work is spread over a period the report is to be made to
Administrative Authority with a copy to IHQ MoD (Navy)/HQNA at monthly intervals,
the first report being rendered on the first day of the month following the date on
which the contractor's working party started work. A comprehensive report clearly
endorsed FINAL is to be rendered on completion of the work.
(d) Accurate records must be kept of the work done by CWPs so that
iscrepancies do not arise between the particulars shown in reports and those
uoted by the contractors on Form 640 Advise and Inspection Note. Records
ust include type and serial number of aircraft and engines where aplicable and the
number of hours worked.
1704. NAY WORKING PARTY
1. Supply of Parts and Materials. NAY working parties normally depend on the ship or
air station in which they are working for the supply of parts, materials and support
equipment. A good liaison between the ship or air station and the working party prior to the
arrival of the working party should be maintained so that requirements can be met without
delay. IN Aircraft Yards may supply their own working parties with spares, equipment or
materials through their own organisation.
2. Inspection of Work carried out by NAY Working Party. NAY working party include
staff authorised to undertake inspection duties but, where independent quality assurance
checks are required these may be delegated to NAQAS/RAQAS by HQNA. The Air
Engineer/ Air Electrical Officer of a Ship or Air Station is only responsible for carrying out
any checks or inspections considered necessary before re-assuming responsibility for the
aircraft or equipment.
3. Responsibility for Routine Maintenance and Test Flying. Unless other specific
arrangements are made, the unit holding the aircraft on charge is responsible for carrying
out routine servicing operations or flight servicing due and any test flying considered
necessary.
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4. Reports.
(a) Reports by ships or air stations on the activities of NAY Working Parties are
to be made in accordance with any instructions issued by HQNA or the
Administrative Authority.
(b) The NAY Working Party is to render a report to Administrative Authority with
a copy to IHQ MoD (Navy)/HQNA/ NAQAS/RAQAS on completion of the work. The
report is to include:
(i) Composition of the party
(ii) Industrial wages expenditure
(iii) NAY additional expenditure other than that covered at sl (ii)
(iv) Man-hours expended per aircraft
(v) Total paid industrial man-hours.
(vi) Difficulties encountered or any other recommendations effecting the

employment of further parties.
1705. UNALLOCATED
1706. OTHER SERVICE WORKING PARTY
These Working Parties are arranged as required by Administrative Authorities. The

arrangements will include details of the support and inspection of the work of the On-Site
Working Party required to suit the particular circumstances.
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ANNEX A Chapter 17
DETAILED RESPONSIBILITIES FOR THE INSPECTION OF WORK CARRIED OUT BY

CONTRACTORS WORKING PARTIES
1. The Senior Representative of the contractor's organisation is required:
(a) To produce all drawings and documents necessary for inspection purposes.
(b) To arrange for the required stage inspections to be carried out to the
satisfaction of the inspecting officer, who is to arrange for check inspections by
himself and his staff to verify the standards and practices of the contractor.
(c) On completion of the contracted work, to present two copies of a Certificate

of Inspection, complete and certified to the inspecting officer, and a set of Forms
640/Advice and Inspection Note prepared for certification.
2. The Inspecting Officer is to:
(a) Verify by stage inspections the standards and practices of the contractor.
(b) On completion of the work, carry out an additional inspection of any systems
or equipment which have been disturbed and for which an independent check, as
laid down in Chapter 37, is required. This inspection is to consist of a check of
those parts of the systems or equipment which can be observed by removal of
items provided for access and without further disturbance or removal of
components and systems for:
(i) Full and free movement in the correct sense.
(ii) Security and locking.
(c) Ensure that details of the work done by the Contractor's Working Party have
been correctly entered in the Aircraft Servicing Form or on Job Cards and signed
for both by the man concerned and the firm's inspector.
(d) Check the certificate of inspection for completeness and correct

documentation.
(e) Countersign the Aircraft Servicing Form and the certificate of inspection
using the text:
"Inspected in accordance with NAMM Chapter 17 Annex A."
Signature :
Time and date :

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(f) Retain one copy for himself and hand over the remaining copy to the firm's
inspector.
(g) Sign and apply stamp of ship or establishment to all copies of Form 640,
returning all except the black copy to the firm's inspector. The serial number of the
Form 640 dvice and inspection note is to be noted on the inspecting officer's copy of
the certificate of inspection, and the Black Copy then forwarded to IHQ MoD (Navy)
where it will be retained and receipt acknowledged.
3. If the Inspecting Officer is not satisfied with the contractor's inspection, his
certificate is to be withheld and details of the case reported to the Administrative Authority,
copy to HQNA/ IHQ MoD (Navy) and the Quality Assurance Officer-in-Charge at the
Contractor's works.
4. The additional inspection of systems and equipment required by para 2 (b) above
does not relieve the contractor of his responsibility to carry out any inspections required by
current naval regulations.
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Chapter 18 Unallocated
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Chapter 19
AIRCRAFT COMPASS SYSTEMS- AIRCRAFT WEIGHING- TEMPEST TESTING-

AIRCRAFT VIBRATION ANALYSIS
CONTENTS
Article
1901 Aircraft Compass systems

1902 Weighing of Naval aircraft
1903 Changes of basic weight, moment or CG
1904 Responsibilities in weight, moment and CG determination
1905 Tempest testing
1906 Aircraft Vibration Analysis
Figure I Progressive table of aircraft weight terms
Annex
A Aircraft compass systems – calibration
B Aircraft weighing – Allowable unexplained differences in aircraft basic weight and

basic CG position between consecutive weightings.
C Request for Tempest test.
1901. AIRCRAFT COMPASS SYSTEMS - ADJUSTMENT, SERVICING AND REPAIR
1. The responsibility for the servicing and adjustment of Naval Aircraft compass
systems lies with the Air Electrical trade. The compass swing shall be carried out by
qualified aircrew.
2. Servicing of aircraft compasses is to be carried out in accordance with the relevant

chapters of Air Publications in the 112B series, appropriate publications and the 116G
Series Appropriate Publications for SONAR equipments. Compass swinging procedures
are detailed in AP 3456D, and relevant aircraft servicing manuals.
3. Ships and Stations are not permitted to exceed the limits of adjustment and repair
defined in the 112B & 116G series/ appropriate publications.
4. Instructions relating to the recording and certifying of adjustments to, and servicing
of compass systems in Naval aircraft are given a Chapter 22.
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5. Aircraft compass adjustment is to be carried out by the following personnel:
(a) Officer Aircrew.
(b) Confirmed EAA4/Mech (AL)4/POELA and Civilian Electrical Supervisor and

above.
6. SONAR equipment compasses may be swung by Air Radio Supervisor Sailors
7. In all occasions when a Compass Swing is required, an entry is to be made in the

Change of Serviceability Log of the aircraft servicing form. The entry clearing the defect is
also to state that the Compass Log, or its replacement, the Mod Form 712, has been
completed and signed, and deviation codes fitted to the aircraft.
8. Aircraft compass systems are to be swung on the following occasions:
(a) As directed in aircraft servicing schedules.
(b) For aircraft where compass swinging is not called for in servicing schedules,
annually (except for the SONAR detector unit).
(c) On acceptance by a user unit, if the aircraft has been delivered direct from a
contractor to the unit.
(d) Before delivery of the aircraft from NAY, BMF or storage unit to a user unit.
(e) After an aircraft has been repaired or subjected to conditions likely to affect
the compass system(s). Examples of such repairs and conditions are as follows:
(i) A change of component within the compass system likely to create a

significant change of deviation, e.g. change of amplifier where the previous
corrector currents are not available or change of a detector unit.
(ii) On change of position, replacement, addition or permanent removal of

any magnetic material or any alteration to an electrical circuit which may
affect the compass system(s).
(iii) When the aircraft has been standing on one heading for a period of 4
weeks or more (excluding SONAR).
(iv) When the aircraft has been subjected to conditions of static electricity,
eg. after flying through or near an electrical storm (excluding SONAR)
(v) On transfer of the aircraft from one theatre of operations to another if

this entails a large change of magnetic latitude. This need not apply to
aircraft on detachments of less than 4 weeks (or SONAR in any case) unless
high order accuracy is required.
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Note: -
A large change of magnetic latitude is defined as a change of the earth's

horizontal magnetic field greater than 0.10 Oersted. Charts of 'Curves of Horizontal
Magnetic Intensity' can be obtained from the Hydrographer and are normally held
by the ship's Navigating Officer.
(vi) When the aircraft has been subjected to a form of in-situ magnetic
crack detection liable in the opinion of the AEO/ALO to leave permanent
residual magnetism.
(vii) At any time when the accuracy of the compass or deviation is suspect.
(f) As the above instructions cannot always be adhered to when aircraft are
embarked, the requirement may be deferred subject to a check test flight, against a
ship borne reference or another aircraft to verify that the accuracy is adequate for
navigation and flight safety. An appropriate entry is to be made in the limitation log
and a compass swing is to be carried out at the first opportunity.
9. Method of Calibration and adjustment
(a) The degree of accuracy to which compass systems must be calibrated and
adjusted will depend on:
(i) The type of navigation and weapon aiming system fitted.
(ii) The inherent accuracy of the compass system fitted.
(b) The REFINED swing method gives the highest order of accuracy, and is to
be used for aircraft fitted with high resolution compass systems required to provide
accurate inputs to doppler, navigational, radar and other equipments. Such aircraft
are listed in Group 1 of Annex A to this Chapter. A refined swing shall also be
carried out on all aircraft on introduction into service and after extensive
modification programme.
(c) Aircraft listed in Groups 2 and 3 of Annex A should be adjusted by the

STANDARD swing procedure to the accuracy defined by their group.
(d) Accuracies required to Direct Reading Standby and Aircraft SONAR system
compasses is given under Groups 4 and 5 respectively of Annex A.
1902. WEIGHING OF NAVAL AIRCRAFT
1. General instructions for the check weighing of aircraft are contained in AP 119W-
0001-1, Principles of Aircraft Weighing and CG Determination. Specific instructions for
individual aircraft are contained in the respective air publications.
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2. Equipment for weighing certain aircraft is held at NAY and personnel experienced in
the use of the equipment are available to give assistance at Air Stations. Requests for on
site weighing should be made to NAY(K). HQNA is to be informed of all such requests.
3. All aircraft are subject to a 3000 series operation/modernisation for check weighing
with a latitude of 6 months on the operation.
4. When an aircraft is weighed, the newly calculated basic weight and CG must agree
with the most recent authorised entry in the MOD Form 702/Pt 1 or Form A 700 within the
limits specified. If excessive variations occur, an independent recheck of installed
equipment, fuel state and calculations should be made to isolate the discrepancy. Re-
weighing of the aircraft will be necessary if an 'unexplained' variation in excess of that
allowable is still present after this verification process.
5. In addition to the routine requirements, a check weigh of an aircraft will be required

on the following occasions:
(a) After completion of major modifications, equipping, refurbishing, or repair,

likely to have a significant effect upon the weight or CG.
(b) If any doubt exists, for whatever reason of the true basic weight, moment or
CG.
1903. CHANGES OF BASIC WEIGHT, MOMENT OR CENTRE OF GRAVITY
1. For any change in Basic Weight, Moment or CG a single line entry is to be made in
MOD Form 702 (Basic weight and Balance Data) and in the MOD Form 751 or A 701A
(Aircraft Basic Weight and Moment Record), by an Air Engineering Officer or authorised
sailor.
2. Each modification, component replacement or repair that affects the weight and
balance configuration is to be individually computed and recorded. Group entries covering
more than one event are not permitted.
1904. RESPONSIBILITIES IN WEIGHT, MOMENT AND CG DETERMINATION
1. Weighing teams from NAY / HAL / Air Stations or any nominated agency are
responsible for the determination of each aircraft Basic Weight, Moment and CG.
2. It is the responsibility of the Air Engineering Officer / Air Electrical Officer to present
on the MOD Form 702C/Pt 1 of A 700 (Current Operating Weight) the weight of the aircraft
prepared for a sortie.
3. It is the responsibility of the pilot or delegated aircrew to produce from the Current
Operating Weight recorded on the MOD Form 702C/Pt 1 of A 700 and the fuel, variable,
expendable and pay loads, the All Up Weight at Take-off of the aircraft.
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4. It is implicit that Moment and CG is also calculated with weight in paras 2 and 3
above. For rotary wing aircraft, where Moment and CG datum shift is calculated to be
within safe limits, regardless of loading, presentation of weight only to the pilot is
acceptable.
1905. TEMPEST TESTING
1. General. Tempest testing is necessary to confirm that classified information

intended for transmission from an aircraft over a secure net is not transmitted clear. The
degree of confidence required in the secure speech system is indicated by classifying
aircraft as high, medium or low risk. Risk levels will be promulgated by Administrative
Authorities and may be changed for specific aircraft deploying to sensitive areas.
2. Responsibilities. IHQ MoD (Navy) is responsible for Tempest testing policy and
procedures on Naval aircraft. Responsibility for detailed aspects of this task is delegated to
NAQAS.
3. Occasions for test. Aircraft fitted with Secure Speech communications systems are
subject to Tempest Testing on the following occasion:
(a) On initial installation of any secure speech system.
(b) As part of the initial receipt checks for all aircraft received from
manufacturers.
(c) As part of the Trials Installation clearance procedure for those aircraft
modifications likely to affect Tempest clearance.
(d) When called for in Modification leaflets or Technical Instructions.
(e) After major rework or modification programmes where system integrity may
be affected.
(f) As required by IHQ MoD (Navy) or Administrative Authorities for specific

aircraft deployed to sensitive areas.
(g) As required by servicing schedules. Tempest test will be called up at the

following periodicities:
(i) High risk - Annually
(ii) Medium risk - Every 3 years
(iii) Low risk - Not subject to periodic re-test
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(h) On upgrading of the risk assessment of the aircraft but only if the servicing
operation calling up the Tempest test is overdue when re-forecast to reflect the
higher risk level.
(j) At the discretion of the Commanding Officer or AEO/ALO when the Tempest
integrity of the aircraft is suspect.
4. Requests for Tempest testing are to be made using the format at Annex C.
5. Recording. Tempest testing is to be recorded i.a.w Chapter 22.
1906. AIRCRAFT VIBRATION ANALYSIS
1. Vibration is a continuous movement about a fixed centre position. In any type of

aircraft the source of vibration is either aerodynamic or mechanical. The primary sources
of vibration are main and tail rotors, the transmission components and engines. The rate
at which the vibration occurs is known as the ‘frequency’. The size of the vibration is
known as the ‘amplitude’.
2. The vibration is a rapid oscillatory motion which cannot be reduced to zero level but
it can be reduced to minimum acceptable limits. The limits may vary according to the type
of aircraft and the limit values are given in the relevant aircraft maintenance manuals.
3. The various occasions for conducting the vibration analysis are:
(a) Pilot report
(b) Post replacement of engine and transmission components
(c) Periodic servicing schedules, if any
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ANNEX A Chapter 19
AIRCRAFT COMPASS SYSTEMS- CALIBRATION
GROUP 1 REFINED SWING (CLASS 1 BASE ESSENTIAL)
Accuracy: Residual co-efficients should be reduced to 0.3 degree maximum and a

maximum 50% error or + 0.2 degree.
NIL
GROUP 2 STANDARD SWING(CLASS 1 OR 2 BASE)
Accuracy: Residual co-efficients should be reduced to a maximum of 0.5 degree.
CTK All Marks
KA 25
KA 28
KM 31
IL 38
SHR Mk FRS 51
HR Mk T 60
HR MK T4(I)
UAV
UH3H
KIRAN
SG All marks
ALH
TU/142M
DORNIER
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GROUP 3 STANDARD SWING
Accuracy: residual co-efficients should be reduced to a maximum of 3.0 degree.
ALL DIRECT READING STANDBY COMPASS UNITS
GROUP 4 STANDARD SWING
Accuracy: Residual co-efficients should be reduced to a maximum of 2.0 degree.
SONAR 195 AND 195(M)
Notes: -
1. Classes of Compass Base
Class 1. A compass base free from known magnetic interference greater than
+ 0.1 degree and equipped with DC and/or AC power supplies. A periodic survey
and check is made of these bases.
Class 2. A base free from known magnetic interference greater than + 0.25
degree. It is not necessarily equipped with power supplies.
2. For all Standard Swings, a tripod is to be used with the Prismatic Compass pattern
2 Ref 6C/954 - 2399. Sighting Rods, and the precise heading Test Set are to be used
where provision has been made on the aircraft for these items, unless otherwise stated in
aircraft process sheets of the ASM.
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ANNEX B Chapter 19
AIRCRAFT WEIGHING - ALLOWABLE UNEXPLAINED DIFFERENCES IN AIRCRAFT

BASIC WEIGHT AND BASIC CG POSITION BETWEEN CONSECUTIVE WEIGHINGS
Unexplained Allowable Discrepancy
Aircraft Type
Basic Weight Basic CG Position
Sea Harrier,
Harrier Trainer (T60) + 50 lbs + 0.05 ins
Harrier Trainer (T 4’I’)
Sea King (all marks) + 30 lbs + 0.2 ins
KAMOV (all marks)
KIRAN
TU/142M
AS PER RESPECTIVE A/C MANUAL
IL 38
ALH
UAV (UH / US)
UH3H
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ANNEX C Chapter 19
REQUEST FOR TEMPEST TEST
1. Requests for Tempest testing may be submitted by letter or signal.
2. Security Classification: according to circumstances.
3. Signal Indicator Code : HSI/KKI.
4. Distribution:
(a) Action : By letter - NAQAS
(b) INFO : By letter and Signal : 1. IHQ MoD (Navy)
2. HQNA
5. Text
TEMPEST TEST
(a) Aircraft type
(b) Aircraft Serial No.
(c) Aircraft Call Sign
(d) Squadron/Unit
(e) Location of Aircraft
(f) Threat/Assessment Risk Category (High/Medium/Low)
(g) Preferred date for test.
(h) Reasons for Test (Routine, Modification Quote Mod No), Risk Upgrade).
(j) Priority
(i) Aircraft embarking (quote date)
(ii) Can be delayed one/two weeks, no operational penalty
(iii) When test facility available.
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(k) Contact name and telephone No.
Note:- Request will be acknowledge either by signal or telephone.
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BASIC WEIGHT
1. Weight of structure, power plants, furnishings and systems considered to be integral parts of aircraft }
2. Oil (Turbine engine only) }
3. Full coolant and hydraulic systems }
4. Pneumatic systems }
5. Basic equipment,ie equipment common to all roles }
6. Drainable unusable fuel } Unusable fuel }
7. Trapped fuel } Note 2 } BASIC WEIGHT
8. Oxygen-liquid or gaseous } See } |
9. De-Icing fluid } note } |
10. Domestic water –drinking or toilet }3 } |
11. Other unconsumable liquids } |
VARIABLE LOAD
1. ROLE EQUPMENT FOR ROLE_______________CURRENT OPERATING WEIGHT (Aircraft preared for Service weight)
2. Crew }
3. Crew’s baggage and equipment } Variable load……OPERATING WEIGHT
4. Cabin Attedant’s equipment } USABLE FUEL (See note 2)
(781 Sqdn only) } ALL UP WEIGHT (GROSS
WEIGHT) AT TAKE OFF
EXPENDABLE LOAD (OTHER THAN USABLE FUEL)
ZERO FUEL WEIGHT……………………1.Must not exceed authorized maximum take off weight.
1. Oil (piston engines only) } 2.May be limited by runway or airfield/ ships limitations.
2. Humidifying water } EXPENDABLE LOAD
3. Armament missiles (See note 1) } (Other than usable fuel) USABLE FUEL PLUS………...MAX RAMP WEIGHT
4. Cargo/parachutists for air drop } FUEL FOR TAXYING When authorized this is normally the MAX.Take-off weight plus
(See Note 1) } AND ENGINE RUN UP an allowance of fuel for taxying to the Take-off point ie the point
of brake release for take-off, plus fuel for engine run-up before take-off
PAYLOAD
1. Total weight of passengers } PAYLOAD

2. Total weight of cargo }
NOTES: 1. This diagram gives the strict classification of items for the purpose of defining or determining th centre of gravity of an aircraft and its weight at an stage of preparartion for flight .The
inclusion of ‘armament missiles’ and ‘cargo/parachutists for air drop’ under the heading ‘EXPENDABLE LOAD’does not invalidate their being regarded as ‘PAYLOAD’for the purposes of flight
planning as ststistics.
2. When usable or unusable fule is mentioned, this is to be taken to include thrust augmentation /restoration fluids.
3. Oxygen (liquid or gaseous), de-icing fluid, and domestoic water (drinking and toilet) may be included in BASIC WEIGHT OR EXPENDABLE LOAD. Refernce must be made to the Weight
and Balance Data for the Type and mark of aircraft concerned
Legend __________________ Engineering Responsibility
…………………………………..Aircrew responsibility
FIGURE 1 PROGRESSIVE TABLE OF AIRCRAFT WEIGHT TERMS
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CHAPTER 20
WARTIME MAINTENANCE PROCEDURES
CONTENTS
Article
2001 General
2002 Authority to employ Wartime Maintenance Procedures
2003 Scheduled servicing
2004 Component lifing
2005 Defect rectification and repair
2006 Engineering standards and practices
2007 Aircraft husbandry and corrosion prevention
2008 Supervisory Sailors
2009 Battle Damage Repair (BDR)
2010 Recovery to peacetime standards
2011 Documentation
2012 Availability of ILMS (Air) Resources
2001. GENERAL
1. For urgent operational reasons in peacetime, during transition to war and in combat
it may be necessary, in the interests of achieving immediate operational objectives, to
accept reductions in the maintenance and repair standards normally applied to Naval
aircraft. This Chapter authorises, for these purposes only, certain specific relaxations of
maintenance regulations, described as Wartime Maintenance Procedures, and gives
guidance on their use. The provisions of this Chapter are not to be invoked for exercise
purposes.
2. Any reduction of maintenance or repair standards will increase the risks of

equipment failure in flight or will prejudice the material state of the aircraft in the long term.
It is essential that all servicing and maintenance is carried out as closely as possible to
normal standards taking into account the prevailing circumstances.
2002. AUTHORITY TO EMPLOY WARTIME MAINTENANCE PROCEDURES
1. Wartime Maintenance Procedures should only be employed when authorised by

IHQ MoD (Navy) or HQNA. It is recognised that conditions may change so rapidly that to
wait for authority would jeopardise an operation. In these circumstances only, the authority
to invoke Wartime Maintenance Procedures is vested in the senior Air Engineer/Air
Electrical officer or sailor present at the scene of operations.
2. Whenever Wartime Maintenance Procedures are invoked without prior authority, the
decision is to be reported to IHQ MoD (Navy) immediately by signal. Where a number of
units are in company a single report, covering all units, will suffice.
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2003. SCHEDULED SERVICING
1. The interests of high availability during an operation will best be served by starting
the operation with aircraft in the highest possible material state. Every effort must therefore
be made during any period of build-up or warning to maintain normal levels of servicing
and to carry out, even if not due, any operations likely to improve the effectiveness of the
aircraft as a weapon system (e.g. Compass swing, Weapon system functional).
2. When the situation is reached where full servicing can no longer be maintained, it
may be reduced using the procedures below (Wartime servicing Procedures).
WARNING..........
THE MAJORITY OF DEFECTS ARE DETECTED DURING FLIGHT SERVICING, START

UP AND IN FLIGHT, CONSEQUENTLY EXTREME VIGILANCE AND ALERTNESS WILL
BE REQUIRED DURING FLIGHT SERVICING AND START UP IF ACCEPTABLE
FLIGHT SAFETY AND OPERATIONAL EFFECTIVENESS ARE TO BE MAINTAINED
UNDER THESE PROCEDURES. IT IS VITAL THAT MAINTAINERS AND OPERATORS
APPRECIATE THAT THE SAFETY AND EFFECTIVENESS OF THE AIRCRAFT IS
MORE THAN EVER DEPENDENT ON THEIR ALERTNESS AND KNOWLEDGE OF THE
AIRCRAFT'S STATE.
(a) Procedure 1. To be used during periods of increasing political tension and

transition to war. Under this procedure:
(i) The 10% limit on extension of servicing operations (Article 0303 para
15) is increased to 16% (and the maximum extension of 3 days or 10 hours
quoted in Article 0303 para 15 is not applicable).
(ii) Compliance with Technical Instructions (Article 0102) is to continue

unless otherwise ordered by IHQ MoD (Navy)/HQ NA.
(iii) SOAP samples should continue to be taken but the periodicity may be
adjusted to align with flying requirements.
(iv) Normal Flight Servicing is to continnue.
(b) Procedure 2. To be used when there is an immediate threat to the

ship/group/task force. Under this procedure:
(i) Only those servicing operations listed in the relevant aircraft Master
Servicing Schedule, Topic 5A1/ operational contigency servicing schedule
(for Russian origin aircraft) need be carried out. The latitudes given to each
servicing operation take account of the 16% extension (Paragraph (a) and
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are not to be exceeded. Other servicing operations including 3000 series
may be deferred until operational circumstances permit.
(ii) Non-recurrent Technical Instructions (Article 0102) other than SDIs

may be deferred until operational circumstances permit.
7(iii) SOAP samples need not be taken.
(iv) Normal Flight Servicing is to continue.
(c) Procedure 3. To be used only during a Battle/Assault Phase of an operation.

Under this procedure:
(i) No basic servicing operations need to be carried out.
(ii) Flight servicing may be reduced to whatever level is required at local

discretion.
2004. COMPONENT LIFING
1. The safety margins contained within published component lives vary between
component types and, within component types, the safe life extension may vary from
individual to individual depending on such factors as previous overload history and life
consumed on sub-assemblies. Each component has to be judged on its own merits when
a life extension is being considered. It is therefore not possible to quote a latitude that can
be universally applied.
2. In the short term the authority to extend component lives to meet an urgent
operational requirement is vested in local engineering management by Article 0503. To
enable longer term action to be taken by HQNA to grant additional life extensions, units
are to report to HQNA by signal details of all components that are within 100 hrs of life
expiry (or equivalent for calendar lifed items) quoting, Part, Ref and Serial Numbers, Mod
State, authorised life and the life remaining. This report is to be rendered on receipt of
authorisation to employ Wartime Maintenance Procedures or concurrently with the report
of adoption of Wartime Servicing Procedures if this is done without prior authority. On
receipt of these reports further guidance on revised life limitations will be promulgated.
2005. DEFECT RECTIFICATION AND REPAIR
Rectification and repair, including the repair of damage inflicted by enemy weapons,
is to be carried out to peacetime standards until such time as these become impractical in
the turnround times necessary to meet the operational requirements. When this situation
has been reached the use of Battle Damage Repairs is authorised (Article 2004 refers).
Article 3109 governs stocking and authorisation for issue of ‘War Reserve’ spares for
repair.
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2006. ENGINEERING STANDARDS AND PRACTICES
Normal engineering standards and practices are to be maintained in Procedure 1

and as far as possible in Procedures 2 and 3 only degraded where time does not allow for
their full implementation. Full details of work requiring retrospective action are to be
entered into the Acceptable deferred defects log and this work is to be carriedout as soon
as circumstances allow.
2007. AIRCRAFT HUSBANDRY AND CORROSION PREVENTION
1. Notwithstanding use of Wartime Servicing Procedures 1,2 and 3, husbandry and

corrosion prevention is to continue on an opportunity basis as the operational requirement
permits.
2. The requirements of Article 0402 and Article 0403 should be met when practical in
order to maintain the aircraft integrity.
3. Any corrosion found is to be reported to a Supervisory sailor for assessment, and

recorded in MOD Form 704 or 704A or Form A 700 Part 2(b) or 2(c) as appropriate.
Temporary protection should be carried out as soon as possible and recorded in change of
serviceability log.
2008. SUPERVISORY SAILORS
1. Broadening of the limits placed on Supervisory sailors by Article 2806, in particular

Senior Supervisory, Self Supervisory and Limited Supervisory status may be authorised
should manpower requirements warrant it. Any such authorisations must be of a temporary
nature and be noted as such in the records required in accordance with Article 2806 para
6. All temporary authorisations are to be kept under continuous review.
2. Flight Senior Maintenance sailors may authorise extensions of supervisory limits. In

authorising such extensions they are to take into account the fact that when the provisions
of this Chapter are invoked, the achievement of adequate standards of safety and
serviceability will depend, even more than in peacetime, on high standards of supervision.
2009. BATTLE DAMAGE REPAIR (BDR)
1. Battle Damage Repair (BDR) is the term used to describe nonstandard repairs
applied to aircraft under combat conditions. Although the term is generally associated with
damage inflicted by enemy weapons, the principles of Battle Damage Repair may also be
applied in the rectification of defects arising from other causes, but only when the use of
Wartime Maintenance Procedures has been authorised in accordance with Article 2002.
2. Use of Battle Damage Repair procedures reduces the time necessary for repair at
the expense of a reduced standard of repair. The minimum standard is that which will allow
an aircraft to complete one further sortie with role and performance limitations acceptable
to the Command.
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3. The use of methods detailed in the Battle Damage Repair Manual (INAP 101A-
1500-D) and relevant aircraft Topic 6C's or Airframe Repair Manuals is authorised. The
procedures contained in these publications are generally aimed at achieving only the
minimum standard defined in para 2. It is therefore essential that:
(a) They are only employed when operationalcircumstances prevent a higher

standard of repair being carried out.
(b) They are reworked to full standard as soon as conditions allow.

(c) They are inspected for integrity at frequent intervals.
2010. RECOVERY TO PEACETIME STANDARDS
1. The procedures authorised in this Chapter will erode safety margins and allow
deterioration of aircraft material state. To minimise these effects it is essential that
maintenance standards be restored to normal peacetime levels as soon as the operational
situation allows.
2. Where recovery is beyond unit resources, a request categorisation is to be made if

the operational situation allows. If this procedure cannot be followed the circumstances are
to be reported to the unit's immediate superior authority.
3. Where it is considered that a repair although not strictly in accordance with normal
procedure, is of a sufficient standard to be regarded as permanent, a concession is to be
requested from HQNA through Administrative Authorities.
2011. DOCUMENTATION
1. Normal peacetime documentation is to be used except as provided by this Article.
2. The fact that Wartime Maintenance Procedures have been invoked is to be

recorded in the aircraft Acceptable deferred defect log. This entry is only to be cleared
when the aircraft has been recovered to normal peacetime standards.
3. Defect Recording: The use of Aircraft Job Cards where instituted, should be
continued as long as possible, but may be discontinued at AEO/ALO or Flight SMR
discretion. In assessing whether to continue using Aircraft Job Cards, AEO/ALO and
SMRs should recognise the considerable value of defect data gathered during actual
hostilities in improving the state of preparedness for a future conflict.
4. Scheduled Servicing:
(a) Latitudes applied to servicing operations in Procedures 1 and 2 are to be

recorded in accordance with normal procedures.
(b) The procedure for recording the deferment of operations under Procedures 2
and 3 is as follows:
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(i) Modify a A/C servicing form appropriate part (Primary inspection,
forecast sheets, basic and flexible, Primary Inspection and maintenance
check certificate) by changing its title to read "Deferred operations" and by
changing the "when due" column heading to read "When deferred".
(ii) Transfer the details of the operation, including the flying hours/DTG at
which it is deferred.
(iii) Cross out the original entry calling up the operation. The deletion is to
be initialled by the AEO/ALO.
(iv) When all entries on a given line in the short forecast (if used) have
been transferred to routine servicing or have been extended or have been
deferred, the responsible sailor may sign the "All entries transferred" column.
(c) Local engineering management is to keep the record of deferred operations

under constant review.
5. Battle Damage Repair:
(a) The fact that an aircraft has sustained battle damage and the subsequent
repairs are to be recorded in the Change of Serviceability log. Non-standard repairs,
unrectified defects and any limitations imposed by them are to be entered in
limitation log or acceptable deferred defects log as appropriate.
6. (a) The pressures of an operational situation may require aircraft to deploy to

new operating base at short notice. This could cause aircraft to become separated
from their maintenance documentation, with subsequent difficulty in establishing
aircraft material condition. In order to cover this eventuality, units should consider
carrying a travelling Form 700 in the aircraft while in an operational area.
2012. AVAILABILITY OF ILMS (AIR) RESOURCES
1. In times of declared hostility, the ILMS (Air) system will be available and online for
24 hours until recovery to peacetime standards. The ILMS (Air) center at Kochi will be
nodal agency to co-ordinate actions and initiate necessary steps to provide round the clock
secure connectivity, and initiate emergency recovery procedures.
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Chapter 21
DOCUMENTATION USED IN THE SERVICING OF

NAVAL AIRCRAFT AND AIRBORNE EQUIPMENT
CONTENTS
Article
2101. General
2102. Raising and use of Aircraft and Component servicing documentation
2103. Inspection of Documents
2104. Carriage of Documents in Flight
2105. Despatch of Documents on Transfer of Aircraft or Components
2106. Loss of Aircraft documents
2107. Disposal of Documents
2108. Changes to documents
2109. Aircraft Servicing Forms - Form A-700 and MOD Form 700 series
2110. Unallocated
2111. Unallocated
2112. Unallocated
2113. Unallocated
2114. The Aircraft Log Book (Western Origin Aircraft)
2114A. The Aircraft Log Book (Russian Origin Aircraft)
2115. Airframe Log Card - Form A701
2116. Component Log Card - Form A701a (Western Origin Aircraft)
2116A. Certificates/Passports (Russian Origin Aircraft)
2117. Inspection, Test and Modification Certificate – Form A701B or Mod Form 753
2118A. Certificate for Items of Safety Equipment (viz. Life Raft, Parachute System
and Their Accessories) (Russian Origin Aircraft):
2118. Aircraft Safety Equipment Log Card - Form A 49 (Western Origin Aircraft)
2119. Naval Aircraft Job Card - Form A705
2120. Naval Aircraft Master Job Card - Form A706
2121. Ejection Seat and Safety Equipment - Removal And Installation Job Card -
Form A708A
2122. Ejection Gun, Canopy Hatch and Underwater Firing Units - Removal and
Installation Job-Card Form A708B
2123. Maintenance Data System Job Cards, MOD Form 720 Series
2124. Equipment Label-MOD Form 731
2125. Aircraft Component Maintenance and Manufacture Card-Form A703
2126. Flying Clothing Log Card - Form A3
2127. Form A101
2128. Work Books Form 703a/703b
2129. Requisition for Repair or Manufacture - Form 720
2130. Naval Aircraft Inspection Survey Report-Form A702
2131. Avionic Modification Certificate ARI - Form A701r
2132. Ejection Seat and Component Log Cards - Form A701 ES
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Annex
A Disposal instructions for forms used in Aircraft Servicing Form MOD Form 7
and IN A 700
B Instructions for use of Airframe Log Cards - Form 701
C List of forms used in the Aircraft Servicing
D The aircraft Servicing Form IN A 700 (Revised 6/59)
E Detailed instructions for making entries in the Form IN A 700
F Instructions for the use of component Log Card - FormA701a
G Instructions for the use of aircraft safety equipment Log Cards - Form A.49
H Instructions for Use of Aircraft Component Maintenance and Manufacture Cards -
Form 703
J Instructions for the use of Flying Clothing Log Card – Form A3
K Instructions for the use of Naval Aircraft Inspection Survey report - Form A702
L The Contents of Log Book
M Proforma of the Passport
N Format Form A-703 Component Maintenance Card
2101. GENERAL
1. The principal functions of documentation used in the servicing of Naval Aircraft and
associated equipment are:
(a) To provide a means of showing the serviceability state of an aircraft or item

of equipment.
(b) To provide a means of certifying and recording that certain servicing work
has been carried out.
(c) To provide a technical history throughout the life of an airframe or certain

specified aircraft components.
(d) To provide a forecast of when servicing requirements will become due.
(e) To indicate the inter-changeability state of components.
2. The primary documents used are:
(a) The Aircraft Servicing Form
(b) The Aircraft Log Book.
3. These two documents are raised for each aircraft and cover all components and
associated equipment when fitted to the aircraft. Further documentation is used for
components and items of equipment when not installed in an aircraft.
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4. A description of the various forms used in the documentation system is given in the
following articles. Instructions for the completion of these forms when carrying out certain
types of servicing work are given in Chapter 22.
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5. Documentation is divided into two major categories:
(a) Mandatory.
(b) Non-Mandatory.
6. Detailed descriptions of the various forms used in Naval Aircraft Servicing and,
where appropriate, instructions for their use are given in this Chapter and supplemented
with the Manual of Naval Aircraft Documentation AP 00N-0101 for specific Mod Forms.
2102. RAISING AND USE OF AIRCRAFT AND COMPONENT SERVICING

DOCUMENTATION
1. Documentation requirements for all aircraft are defined by IHQ MoD (Navy).
Requirements specified by IHQ MoD (Navy) will normally be raised initially by aircraft or
component manufacturers. However all units receiving aircraft or components which
require supporting documentation can raise any additional forms required to cover
deficiencies noted. User units are also responsible for maintaining all documentation
relating to aircraft or equipment held by them, in accordance with current instructions.
Note............
Transfer of mandatory aircraft documentation is restricted to properly authorised personnel
(Chapter 28).
2. Instructions for completing mandatory Forms, other than those applicable to the
Aircraft Servicing Form, can be found in the form itself.
3. Mandatory documentation applicable to aircraft components will be determined by

IHQ MoD (Navy). Instructions, concerning mandatory documentation for aircraft
components can be found in INAP 100N-0101 Section 1 Chapter 7 and Annex D to this
chapter.
4. A number of non-mandatory MOD Forms (and other forms) are provided for use
from time to time. Their function and instructions for use are, wherever possible, included
on the form itself. Alternatively such information is included in INAP 100N-0101.
Administrative instructions for the in-service application of non-mandatory forms will be
promulgated by IHQ MoD (Navy)/HQNA.
5. Non-Mandatory forms are not to be transferred with the aircraft or components to

which they belong unless specifically called for by covering orders. In the event that
transfers are required, the authority issuing such an instruction is to ensure that all
possible recipients of the form have been provided with a copy of any relevant orders or
instructions. When escalation takes place in the use of a mandatory form to the point of
universal application, Units and Administrative Authorities should take action in
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2103. INSPECTION OF DOCUMENTS
1. All documents and forms used in aircraft servicing are to be inspected periodically
by the Air Engineer Officer/Air Electrical Officer of the ship or air station.
2. They are to be made available, for inspection by the Station QA cell, Commanding
Officer and the Administrative Authority, when required.
3. In the event of an accident the Aircraft Servicing Form and the Aircraft Log Pack for
the aircraft involved are to be impounded immediately by the Air Engineer Officer of the
Ship or Air Station. They are to be made available for any investigation into the accident
and for the compilation of accident or defect reports.
2104. CARRIAGE OF DOCUMENTS IN FLIGHT
1. Original servicing records are not to be carried in the aircraft to which they relate.
However when aircraft are operating between units, care is to be taken that those records
which are carried are sufficient to indicate to the receiving unit the material state of the
aircraft in order that there may be no delay in putting the aircraft to use in the receiving
unit. In some cases it may be necessary to carry certified copies of original documents in
order to indicate particular aspects of work carried out.
2. Instructions for the removal of pages from the Aircraft Servicing Form, in order to
make it suitable for carriage in its parent aircraft, are given in Section 1 of the Aircraft
Servicing Form. In exceptional circumstances when there is no other way of returning them
to the parent Unit, documents may be carried in their parent aircraft. They are to be landed
at the first available opportunity.
3. Aircraft documents may be transferred by air using scheduled air services or

authorised mail delivery flights. When no such services are available, service aircraft may
be used to transfer documents of another aircraft provided that documents of not more
than one other aircraft are carried at a time.
2105. DESPATCH OF DOCUMENTS ON TRANSFER OF AIRCRAFT OR

COMPONENTS
1. Whenever an aircraft, component, or item of equipment is transferred, the

relevant documents are to be completed immediately and forwarded by the quickest
means to the new unit. Accident signals or requests for repair may not be available in
receiving units. Relevant extracts should be included in Record Cards where necessary.
2. Documents, including Equipment Labels Form IN 815 series, for uninstalled

components and items of equipment are always to be transferred with the item to which
they refer. Engineering Record/Log Cards are to be enclosed and sealed in plastic bags to
prevent contamination by oil, grease etc. Engineering Record/Log Cards are not to be
attached to the outside of transit crates or boxes.
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3. The Aircraft Engineering Transfer Certificate, Form A-11 is to be raised in duplicate

when transferring aircraft or engines. It will list all documentation being transferred. One
copy is to be sent to the receiving unit who are to carry out receipt checks of documents
and return the completed Receipt and Discrepancy Certificate to the dispatching unit.
4. Stores vouchers are to be annotated to the effect that Engineering Record/Log

Cards are enclosed with the item.
5. Units discovering Engineering Record/Log Cards for components, the location of

which cannot be traced, are to forward the Engineering Record/Log Cards to the
appropriate Equipment Naval Store Depot.
2106. LOSS OF AIRCRAFT DOCUMENTS
1. The loss of any Aircraft Servicing Document is to be reported to the Air Engineer/
Air Electrical Officer, who is to authorise the opening of duplicate forms. He is to enquire
into the circumstances of the loss and in all instances is to forward a report to the
Administrative Authority. The person responsible for opening the new forms is to ensure
that they are endorsed accordingly.
2. Where there is no Air Engineer/ Air Electrical Officer borne the loss is to be reported
directly to the Administrative Authority.
2107. DISPOSAL OF DOCUMENTS
Documents are disposed of in accordance with detailed instructions contained in Annex A

of this Chapter.
2108. CHANGES TO DOCUMENTS
1. The format of MOD Forms and other A forms is not to be amended locally. Other
than to meet temporary and urgent operational requirements.
2. All proposals for additional forms shall be subjected to severe scrutiny. In particular,
proposals for allocating engineering record cards/log cards to equipment other than those
which already have them, will be required to meet the following criteria:
(a) The proposed equipment is sufficiently complex and subject to (or likely to be
subject to) frequent in-service repair and servicing which justifies the maintenance
of a discrete technical history whilst in service.
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(b) The equipment is subject to multiple overhaul periods at third/fourth line within
its ultimate service life.
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2109. AIRCRAFT SERVICING FORMS - FORM A-700 AND MOD FORM 700
SERIES
1. Mainly there are two different types of forms used for the servicing of Indian Naval
Aircraft.
(a) Form A-700 for Chetak, Kiran, Islander, TU-142M, IL-38SD, KA-25, KA-28,
KM- 31, UAV and DOR.
(b) MOD Form 700 series for Seaking, ALH, UH-3H and Sea Harrier.
AIRCRAFT SERVICING FORM A-700
2. The aircraft servicing form a-700 consist of a hard cover binder and has six different
parts. Detailed instructions regarding their use are given in Annex D to this chapter. The
composition of the Aircraft servicing form varies slightly between users due to different
servicing system employed.
AIRCRAFT SERVICING FORM MOD FORM 700 SERIES
3. MOD Form 700 is an omnibus title given to a collection of MOD forms in the 700
numerical series. When assembled & allocated to a specific aircraft they provide means of
compiling a complete technical history of the in-service use of that aircraft.
4. In its naval application the MOD form 700 consists of a variety of specified loose
leaf forms selected from the MOD from m700 series to suit servicing philosophy and the
particular needs of a given Aircraft type. These are held within three binders.
(a) MOD Form 700C - Aircraft Servicing Form.
(b) MOD Form 700A - Aircraft Log Pack.
(c) MOD Form 700D - Engineering Record Card Holder.
MOD FORM 700C – AIRCRAFT SERVICING FORM
5. Mod Form 700C consists of a hard backed, loose leaf binder and a series of
particular MOD Forms filled in MOD Form 700C will vary slightly between aircraft types.
Each MOD Form 700C will consist of those MOD Forms listed on the MOD Form 799/1.
6. The forms required to make up a complete Aircraft Servicing Form are given in the
Mod Form 799/1 applicable to the aircraft. The range, layout and instructions for use of
particular MOD Forms filled in MOD Form 700C will vary slightly between aircraft types.
Each MOD Form 700C will consist of those MOD Forms listed on the MOD Form 799/1.
7. Instructions for completion of the Aircraft Servicing Form are given in Mod Form
799. This form is divided into separate parts in order that the introductions may be filled in
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the section of the Aircraft Servicing Form to which they refer. The detailed instructions for
use of the MOD Form series are given in INAP 100N-0101.
NOTE: It may be noted that all instructions regarding Form A700 series are contained in
this Manual for compliance on those aircraft operated using the Form A700.
For the aircraft operated on MOD Forms 700 series, the instructions contained in this
manual are brief. Full instructions for use of MOD Form 700 series are to be obtained from
AP100N-0101. However, cross references between MOD Forms and A Forms have been
made throughout in this Manual for convenience.
Serviceability State of an Aircraft
8. The Aircraft Servicing Form can show an aircraft to be unserviceable in one of the
following ways:
(a) If due for a routine servicing operation or a recurrent technical instruction by

an entry in the Forecast Sheet – Basic and Flexible servicing (Mod Form 721) or
Forecast Sheet – Routine Servicing – 3000 Series (Mod Form 729) or by an
uncleared entry in the Routine Servicing Certificate (Mod Form 710) or relevant
A700 Part 5 entry.
(b) If due for component replacement by an entry in the Forecast Sheet –

Component Changes(Mod Form 722 or A700 Part 6) or by an uncleared entry in the
change of Serviceability Log (Mod Form 707 or A700 Part 4).
(c) If unserviceable for any other reason, by an uncleared entry in the

Change of Serviceability Log.
(d) In terms of performance or roll as stated in the Limitations Log (MOD Form
703 or A700 Part 2 A).
(e) If an acceptable deferred defect is shown in the Acceptable Deferred Defects

Log (Mod Form 704 or A700 Part 2 B) as being overdue for rectification.
Clearance for Flight.
9. An aircraft may only be cleared for flight when it is not shown as being unserviceable
as in paragraph 3 above and the completion of the necessary flight servicing inspections
has been certified in the Flight Servicing Certificate (Mod From 705 or A700 Part 3).
10. Final clearance for flight is given by the signature of the Flight Servicing Inspector in
the Co-ordinating Certificate of the Flight Servicing Certificate. The pilot is then cleared to
accept the aircraft by signing the pilot Acceptance Certificate.
2110. UNALLOCATED
2111. UNALLOCATED
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2112. UNALLOCATED
2113. UNALLOCATED
2114. THE AIRCRAFT LOG BOOK (WESTERN ORIGIN AIRCRAFT)
1. the Aircraft Log Book loose –leaf binder containing all servicing record sheets and
forms relating to the particular aircraft except the current pages of the Aircraft servicing
Form.
2. It is divided into the following Section :-
(a) Section 1-7 – Filled sheets from the appropriate Section of the Aircraft
Servicing Form.
(b) Section 8- Aircraft Log Card (Form A701)/Airframe Record Card (MOD Form
744) together with associated Inspection, Test, and Modification Certificate (Form
A701b or MOD Form 753).
(c) Section 9 –Component Log Card (Form A701a)/Engineering Record Cards

(MOD Form series) together with associated Inspection, Test, and Modification
Certificate (Form A701b or MOD Form 753) for those components, fitted to the
aircraft, which require log cards.
(d) Section 10 – Aircraft Safety Equipment Log Cards (Form A49/Mod Form 715)
for items of safety equipments fitted to the aircraft, which require log cards.
(e) Section 11 – Flight Test Reports.
(f) Section 12 – Compass Log.
3. When the Aircraft Log Book is filled, a continuation log book is to be raised. The
binder and its contents accompany the aircraft documents when aircraft is transferred.
4. Each Section contains a Page Registers. Transfer of forms contained in the Aircraft
Log Book is to be certified by completion of the Page Registers for a relevant section.
5. Instructions for the use of the various forms which make up the Aircraft Log Book
are given in subsequent articles.
6. Aircraft whose documentation is based on MOD Form series Servicing Forms are to
follow MOD Form series Airframe/Engineering Record Cards and Record Cards. Detailed
instructions regarding the use of these Record Cards are given in AP 100N-0101 Chapter
2 and 4.
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7. Aircraft whose documentation is based on Form A700 Servicing Forms are to follow
’A’ Form Series of log cards for various components. Detailed instructions regarding the
9. use of ‘A’ Forms Series are given in subsequent articles of this Chapter and in
Annex B and F to this Chapter.
2114A. THE AIRCRAFT LOG BOOK (RUSSIAN ORIGIN AIRCRAFT)
1. LOG BOOK It is the document used to record and certify the dates and gives
history of the component. They are maintained for Airframe, Engine, Gear box, Electrical,
Radio and Ordnance. The contents of the log books are listed in Annex L. It is maintained
by the authorised sailor nominated by AEO/ALO. The instructions for use of a operation
log book is mentioned in Section 1 of the respective log book
2115. AIRFRAME LOG CARD - FORM A701
1. The Airframe Log Card provides a permanent record whereby the state of an
airframe, in respect of modification technical instructions, important rectifications,
accidents, etc, can be referred to easily.
2. It is to be raised for each airframe. It is filed permanently in Section 6 of the Aircraft

Log Book.
3. Instructions for its use are given in Annex B to this chapter. Custodian is
responsible that all necessary entries are made in the Airframe Log Card by transcription
of relevant details from the Aircraft Servicing Form. This is to be done on removal of
sections from the Aircraft Servicing Form and on transfer of the aircraft.
2116.COMPONENT LOG CARD - FORM A701a (WESTERN ORIGIN AIRCRAFT)
1. Certificate/Component Log Card is a document which records the state of a

component in respect of modifications, technical orders, transfers etc. It also provides a
record to accompany the component when it is not installed in an aircraft.
2. A list of components which require log cards are reviewed periodically and
promulgated as (I) NTI or are included in (I) NAMO/General/G40s of the particular aircraft.
3. Component/Log Cards for installed components are filed in the Aircraft Log Book.
For uninstalled components they are to accompany the component or item of equipment
except when it is known that a removed component will be re-installed in the same aircraft.
In such cases, local procedures are to ensure that the required details of any work carried
out on the component while uninstalled are entered in the Component Certificate Log Card
before re-installation.
4. Detailed instructions for the use of component log cards are given in Annex F to this
chapter. The Officer holding the component on charge is responsible that all necessary
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entries are made on Component Log Cards by transcription of entries from Aircraft
Servicing Forms or component Maintenance and Manufacture Cards:-
(a) When each part or page (as applicable) of the Aircraft Servicing Form is
transferred to the Aircraft Log Book.
(b) On removal of a component from one aircraft for re-installation in another.
(c) On transfer of a component from one charge to another.
5. Section 5 of the component log card does not need to be completed when a
component is transferred, installed in aircraft.
2116A. CERTIFICATES/PASSPORTS (RUSSIAN ORIGIN AIRCRAFT)
1. These are maintained for rotables. They give complete history of the items.The
contents of the passport are at Annex M.
2117. INSPECTION, TEST AND MODIFICATION CERTIFICATE – FORM A701b OR

MOD FORM 753
1. The Inspection, Test, and Modification Certificate is affixed to Section 1 of the

airframe or component log card. It is raised after new construction, conversion, repair or
rectification of an aircraft or component for which a log card is required at the Contractors
or Repair Establishment concerned. The completion and attachment of the inspection,
Test and Modification Certificate for work carried out in the Service is the responsibility of
the Manager (Quality Assurance) at Naval Aircraft Yard and Air Engineering/ Air Electrical
Officer who is in charge of Station Inspection Cell at other establishments.
2. The Inspection, Test, Modification Certificate certifies that:-
(a) The Inspection and test of the airframe or component and anti-
corrosion treatment has been carried out.
(b) All modifications previously embodied are still present together with
modification embodied during the repair, rectification, etc.
(c) Any modification removed during the repair, rectification, etc.
(d) Technical Instructions previously recorded and still relevant and those currently
fulfilled.
3. Entries are to include:-
(a) Engine running times prior to repair, rectification or conversion.
(b) The weight and centre of gravity of an Engine Change Unit.
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2118. AIRCRAFT SAFETY EQUIPMENT LOG CARD - FORM A 49 (WESTERN
ORIGIN AIRCRAFT)
1. Aircraft Safety Equipment Log Cards are used for certain items of safety equipment.
They are similar to component log cards and provide a means of checking the state of an
item and a record to accompany it when not installed in aircraft.
2. Aircraft Safety Equipment Log Cards for equipment installed in an aircraft are to be
held in section 10 of the Aircraft Log Book with the exception of those for the ejection seat
parachute and personal survival packs which are retained with other ejection seat and
component log cards in the continuation binder for the relevant ejection seat. Log cards for
uninstalled equipment are to be held in the ship or station Safety Equipment Section.
3. Items of safety equipment returned to stores or transferred separately from an aircraft

are to be accompanied by the Aircraft Safety Equipment Log Card.
4. Instructions for compiling log cards are given in annex G to this chapter.
2118A. CERTIFICATE FOR ITEMS OF SAFETY EQUIPMENT (VIZ LIFE RAFT,

PARACHUTE SYSTEM AND THEIR ACCESSORIES) (RUSSIAN ORIGIN AIRCRAFT):
1. A separate certificate is maintained for each of the safety equipment items including
their accessories. The certificate generally contains information on specification/technical
data, storage, repairs and the job performed on the item, in addition to other useful
information regarding that particular item.
2119. NAVAL AIRCRAFT JOB CARD - FORM A705
1. On aircraft which are not subject to Maintenance Data System a Naval Aircraft Job
Card may be used in conjunction with a Naval Aircraft Master Job Card, as a means of
recording and certifying all work done as one job on an aircraft. The job is sub-divided into
tasks or operations as convenient and separate job card is raised for each.
2. The work may be routine if the work is of a repetitive nature or it may be non-routine
for rectification, modification or non-recurrent technical instructions etc. The job card is to
be marked ROUTINE or NON-ROUTINE, as appropriate, in the top right hand corner.
3. When the work on a job card is completed, it is recorded and certified on the job
card. The job card is closed by a diagonal ink line through the unused spaces and the
completion certificate signed by an Air Engineer Officer/Air Electrical Officer/authorised
sailor. This signature certifies that the aircraft is serviceable as far as the work shown on
the job card is concerned.
4. The job card is then attached to its associated Master Job Card.
5. Locally produced, pre-printed, job cards may be used for ROUTINE work that
provided that they meet the requirements for recording and certifying the work done.
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6. Job cards are to be filed in the Aircraft Log Book. ROUTINE job cards may be
destroyed when subsequent job cards for identical work have been certified and filed.
2120. NAVAL AIRCRAFT MASTER JOB CARD - FORM A706
1. On aircraft which are not subjected to the Maintenance Data System the Naval
Aircraft Master Job Card is to be used as a means of collecting, checking and certifying the
variation sub-division of a job recorded on Naval Aircraft Job Cards (A705).
2. A job number is assigned to the aircraft and a Master Job Card raised. The serial
numbers of the job are entered on the Master Job Card. The Master Job Card is marked
ROUTINE or NON-Routine as appropriate.
3. When all associated Job Cards have been completed as Air Engineer Officer/Air
Electrical Officer or authorized sailor is to :-
(a) Enter Master Job Card serial number and brief details of the work carried out
in the change of Serviceability Log of the Aircraft Servicing Form.
(b) Enter any details required in the Aircraft Log Book.
(c) Sign the Master Job Card completion certificate and the column headed
“Checked by”.
(d) Certify that the unserviceability covered by the Master Job Card is cleared by
signing the last column of the change of Serviceability Log of the Aircraft Servicing
Form.
4. Master Job Card is to be filed in the Aircraft Log Book.
Use of Master Job Cards by a Repair and Salvage Party
5. The above procedure will be followed for work carried out by repair and salvage unit
except that the RSU Inspection Officer (when applicable) will sign in column (r) of the
Change of Serviceability Log certifying that the necessary details have been transcribed
into the Aircraft Servicing form and Aircraft Log book and that detailed Job cards are held
by the RSU.
2121. EJECTION SEAT AND SAFETY EQUIPMENT - REMOVAL AND INSTALLATION

JOB CARD - FORM A708A
This pre- printed job card lists the work to be carried out when an ejection seat and
associated safety equipment is installed or removed. It provides a standard method of
recording and certifying the work done.
2122. EJECTION GUN, CANOPY HATCH AND UNDERWATER FIRING UNITS

REMOVAL AND INSTALLATION JOB-CARD FORM A708B
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1. This pre-printed job card lists the work to be carried out when an ejection gun,
canopy/hatch, or underwater firing unit is removed or installed.
2. It is to be used in the same way as the Ejection Seat and Safety Equipment
Removal and Installation Job Card.
2123. MAINTENANCE DATA SYSTEM JOB CARDS, MOD FORM 720 SERIES
1. The maintenance Data System Job Cards in the MOD Form 720 series are to be
used to report and record the rectification of defects (except changes of lamp bulbs or
fuses) on Sea Harrier aircraft and equipments. Instructions for the use of these job cards
are given in INAP 100N-0101.
2. It provides for the use of a coding system so that an analysis of work can be carried
out using automatic data processing methods.
3. Supplementary job cards are raised for work done on components or equipment
when removed from an aircraft. The use of a unique reference. Number on the Aircraft and
Supplementary job cards allows the whole history of a defect to be traced by computer
irrespective of the locality of unit or repair centre at which the basic cause of the defect is
located or rectified.
4. The MOD Form 720 Card General is to be used whenever the use of a job card is
appropriate but no input to MDC is required.
5. The minimum actions necessary for completion of MOD Form 720 to establish the
serviceability of an aircraft or equipment are:
(a) MOD Form 720B and C: Complete fields 1, 2, 3, 28, 35, 43 and any
continuation sheets (MOD Form 720H) used.
(b) MOD Form 720D: Complete fields 1, 2, 3, 35, 43 and any continuation sheet
(MOD Form 720H) used.
(c) MOD Form 720M: Complete fields 2, 3, 28, 35, 43 and any continuation sheets
(MOD Form 720H) used.
2124. EQUIPMENT LABEL-MOD Form 731
1. The Equipment label shows the serviceability state of an uninstalled component or

item of equipment. In the absence of a log card, it also provides the only available record
of life of the component or equipment. It is therefore essential that all sections are
completed and the label is attached to the component or item of equipment as soon as it is
removed from an aircraft.
2. Completion of the form is largely self explanatory but amplifying details are given in
INAP 100N-0101, Sec 4, Chapter 2, Annex 'Equipment Label MOD F731'.
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3. For components which may be fitted with explosive devices, the Condition and
Safety Certificate is to be annotated "Certified Explosive Device removed". Further details
of certification requirements are given in Article 3106.
2125. AIRCRAFT COMPONENT MAINTENANCE AND MANUFACTURE

CARD-FORM A703
1. The Aircraft Component Maintenance and Manufacture Card is to be used for

recording and certifying any servicing work on components and armament items when not
installed in an aircraft with the exception of ejection seats and their components (see
Article 2132). When such items are installed, servicing work is to be recorded in the
Aircraft Servicing Form for the parent aircraft. Form A703 is not to be used for work on
equipment applicable to aircraft subject to the Maintenance Data System.
2. It is also used when an item is manufactured in a Naval Unit.
3. The Aircraft Component Maintenance and Manufacture Card is opened and

allocated a distinguishing serial number when the item is received in a workshop. On
completion of the work, the card is to be completed and signed and the serial number
entered on the Defective Equipment label attached to the component.
4. Instructions for compiling Aircraft Component Maintenance and Manufacture Cards

are given in Annex H to this chapter.
5. Cards are to be retained in the unit or workshop. They may be destroyed after two
years.
2126. FLYING CLOTHING LOG CARD - FORM A3
1. A Flying Clothing Log Card is to be raised for items of aircrew flying clothing when
prepared for issue in accordance with the AP 108F series or current Air Publications. The
log card is to be held by the ship or station Safety Equipment and Survival Officer.
2. The Flying Clothing Log Card is to be used for recording and certifying any
inspections, modifications, or other servicing work, carried out on a particular item of
aircrew flying clothing.
3. Instructions for the use of Flying Clothing Log Card are given in Annex J to this
chapter.
4. Log Cards are to be forwarded to new unit when the person holding the equipment
or the equipment itself, is transferred to a new unit.
2127. FORM A101
1. Form A101 makes provision for controlling trials involving Naval Aircraft and
equipment.
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2. The A101 is supplied in three parts; Part A is initiated by the authority requesting a
trial; Part B covers orders for implementation of the trial; and Part C is an internal transit
cover which contains instructions for completion and routing of Parts A and B.
2128. WORK BOOKS FORM 703A/703B
1. The Work Book provides a record of the movement of components in and out of a
workshop. The work actually done on the components is recorded on an Aircraft
Component Maintenance Card.
2. It consists of a number of sheets (Form 703a) contained between foolscap hinged

boards. Instructions for the use of the Work Book are given in Instructions to users
(Form 703b).
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MOD Form 720 Work book
3. For equipment subject to the Maintenance Data System a MOD Form 720 Work Book
is to be used to control the allocation of job numbers and to record the movement of
components in and out of the workshop. The work done on the components is recorded on
MOD Form 720C, Job Card or MOD Form 720D, supplementary job card, as appropriate.
MOD Form 720 Work Books are supplied by MO.
2129. REQUISITION FOR REPAIR OR MANUFACTURE - FORM 720
1. This provides a standard form for use as a local requisition for the repair or
manufacture of aviation equipment and general items.
2. It is not to be used for airborne equipment which must be returned with a Defective
Equipment Label attached.
3. Compilation of the form is self explanatory.
2130. NAVAL AIRCRAFT INSPECTION SURVEY REPORT-FORM A702
1. The Form A702 is a report to be raised by the Aircraft Inspection Survey Party
following the survey of a naval aircraft or hovercraft, as directed by the HQNA. The report
lists outstanding defects, indicates the degree of deterioration of the aircraft, and
recommends rectification action to be undertaken by support and User units.
2. The description and instructions for compilation of the Naval aircraft Inspection
Survey Report are given in Annex K to this chapter.
2131. AVIONIC MODIFICATION CERTIFICATE ARI - FORM A701R
1. The Avionic Modification Certificate provides a record of embodiment of important

avionic modifications in an aircraft installation and is intended to facilitate the transfer and
checking of aircraft to the correct standard.
2. A separate form is to be raised for each air radio installation that has any
modification embodied or to be embodied.
3. It is to be brought upto date before transfer of aircraft and is to contain an entry for
each modification embodied at transfer.
4. It is to be filed in the Aircraft log book with the airframe log card, form A701.
2132. EJECTION SEAT AND COMPONENT LOG CARDS - FORM A701 ES
1. The ejection seat and component log cards provide a permanent record of the state
of an ejection seat and its components in respect of modifications, technical instructions
and work carried out. They are to be used in lieu of Forms A701 and when work is
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recorded on MOD Form 720 Series Job Cards, the relevant important particulars are to be
transcribed to the Form A701 ES.
2. When the equipment is installed in an aircraft the ejection seat and component log
cards are to be enclosed in a continuation binder and retained with the Aircraft Log Book.
For uninstalled ejection seats and components they are to accompany the seat or
component except when it is known that a removed item will be reinstalled in the same
aircraft. In such cases, local procedures are to ensure that the required details of any work
carried out on the item while uninstalled are entered in the relevant log card before re-
installation.
3. A list of ejection seat components which require log cards are promulgated
separately.
4. The officer holding the ejection seat and/or its components on charge is responsible
that the relevant entries in the log cards are completed on the following occasions:-
(a) Whenever seats and/or components require routine servicing, rectification or

modification, etc.
(b) On removal of a component from one ejection seat for re-installation in

another.
(c) On removal of an ejection seat and its components from one aircraft for re-
installation in another.
(d) On transfer of an ejection seat/component from one charge to another.
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ANNEX A Chapter 21
DISPOSAL INSTRUCTIONS FOR FORMS USED IN AIRCRAFT

SERVICING FORM – MOD FORM 700C AND IN A 700
(To be referred in conjunction with Annex C to this chapter)
MOD Form MOD form Title Disposal After use in

700 Number Aircraft Servicing
Section Form is fulfilled
1 701 series Leading Particulars Destroy
799 series Index and Instructions Destroy on receipt

(All Sections) for use of new Issue
713 (All Sections) Page Register Destroy when last page

listed on MOD Form 713
has been removed from
MOD From 700A or C as
appropriate
2 703 Limitations Log Retain for 18 months at the

unit. There after forward to
MDC. MDC to retain for 3
years from the date of
receipt and then destroy.
3 704 Acceptable Deferred Retain for 18 months at the

Defects Log unit. There after forward to
MDC. MDC to retain for 3
years from the date of
receipt and then destroy.
704A Acceptable Hu- Destroy when all entries are

sbandry Deferred signed and complete.
Defects Log
705 series Flight Servicing/ Destroy after 30 days

Replenishment
Certificate
705C Continuous Operation See instructions on

Crew Change reverse of Form
Certificate
705D Continuous Operation See instructions

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Loading Log printed on Form
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ANNEX A Chapter 21 (Contd.)
4 724 Flying Log and Destroy 3 months after

Equipment Running total transferred to
Log new Form
725 Flying Log and In accordance with

Fatigue DataSheet Art 0502
725H Special Flying Log Forward to NAQAS

and Spectrum Data
Sheet
726 Equipment Running Destroy 3 months after

Log Totals transferred to
new Form
737 Oil replenishment Destroy at Unit

and Sampling Record discretion
5 707 Change of Servicea- Retain for 18 months at the

bility Log unit iaw art 2105. There after
forward to MDC. MDC to
retain for 3 years from the
date of receipt and then
destroy.
6 721 Forecast Sheet

Basic and Flexible
Servicing
721A Short Forecast Sheet

Destroy
729 Forecast Sheet
Routine Servicing
3000 Series
722 Forecast Sheet

Component Changes
7 710 Routine Servicing Destroy when all

Certificate Servicing Operations
concerned have been
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repeated on new Form
8 711 Power Check Retain with ECU Log

Certificate Cards until Next Major
Overhaul. (Contractors/
Repair Organizations to
destroy)
9 702 Loading, Weight Destroy previous copies

and Balance Data on Check Weighing of
aircraft
10 712 Compass Log Destroy on raising next

712A compass Log
11 MF 720 Job card Retain Mod form 720 series

job cards for a minimum
period of 18 months and
then destroy. In the case of
front line squadrons and
flights, the job cards are to
be retained by the raising
unit for a minimum period of 6
months. Thereafter the
documents be stored at the
parent parent Air station for
the remaining period of 12
months.
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ANNEX B Chapter 21
INSTRUCTIONS FOR USE OF AIRFRAME
LOG CARDS - FORM 701
Opening of Airframe Log Cards(Western origin aircraft)
1. Airframe Log Cards are opened by the Quality Assurance Officer-in-Charge at

the Contractor's or by the Superintendent of an Aircraft Yard at new construction or
conversion of an airframe.
Continuation Log Cards
2. When a Section of an Airframe Log Card is full, a continuation page is to be

opened and numbered consecutively. It is to be filed immediately following the page
containing the filled section in the Aircraft Log Book and an entry made in the Part 7
Certified Index. The remaining sections of the original page are to be completed before
any entries are made in corresponding sections of the continuation page.
Definition of Terms
3. Terms used commonly in various sections of the Airframe Log Card are defined
as follows:
(a) Date of Occurrence. The dates on which accidents, transfers, etc,

occurred or when rectifications, repairs, etc, were completed.
(b) Airframe Hours. The total airframe flying hours transcribed from the
Aircraft Servicing Form in relation to the particular entry.
(c) Work Serial Number or Aircraft Servicing Form Change of Serviceability

Log Serial No. The Work Serial Number in the Change of Serviceability Log of
the Aircraft Servicing Form of the entry being transcribed to the log card.
(d) Job Serial Number. As for Work serial Number when entries are being
transcribed from the Aircraft Servicing Form. In other cases, the number of
the Master Reference to the job concerned.
(e) Authority Where applicable, the short title of the Air Equipment Authority
followed by Allotment of aircraft as per Article 7311 of INAP 2. For modification
programme the contract or Reference number of the programme is to be
recorded.
Layout of the Airframe Log Card

4. The Airframe Log Card is divided into the following sections:
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(a) Section 1. Used for the attachment of the Inspection Test and Modification
Certificate (Form 701b or MOD Form 753).
(b) Section 2. Transfer Log. Used to record transfer of custody of aircraft.
(c) Section 3. Accident Log. Each accident (as defined INAP 2 in which the
aircraft is involved is to be recorded.
(d) Section 4.Record of Reconditioning, Modernisations and Embalmings. Full

details of work constituting Reconditioning or Modernisation are to be entered in
this section together with any time spent embalmed.
(e) Section 5. Record of Important Rectification, Category 4 Repairs,

Modification Programmes. The following servicing events are to be entered:
(i) Important rectifications.
(ii) Cat 4 Repairs.
(iii) Modification programmes.
(iv) PBM, Modernizations.
(v) Periods in storage and category of storage.
(vi) Suspension of servicing.
(vii) Changes of components which have a log card.
(viii) Major Work done on surface finish.
(ix) Changes in aircraft classification.
(f) Section 6. Airframe Equipment Record. This section is to be completed in

accordance with AP 380.
(g) Section 7. Basic Weight and Moment Record. This section

contains two parts:
(i) Part 7(a). Basic Weight and Moment when the aircraft is new or
converted.
(ii) Part 7(b). Changes in Basic Weight and Moment Record when the
aircraft is in service. Each Modification, component replacement or repair
that affects the Weight and Balance Configuration is to be individually
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computed and recorded as a "Single Line" entry. Group entries covering
more than one of these events are not permitted.
(h) Section 8. Airframe Modification State
(i) This section is provided for recording modifications embodied or

removed by Naval Units. Entries are made by entering the serial number
of the work in the Aircraft Servicing Form, or Aircraft Job Card, certifying
embodiment alongside the appropriate modification number.
(ii) Modifications embodied or removed at Contractor's or Aircraft

Yards are shown in Section 10n the Inspection, Test and Modification
Certificate. These are to be transcribed, by the unit receiving the aircraft,
to Section 8.
(iii) Where part only of a modification is embodied, the entry alongside

the modification number is to include the words "PART ONLY". Details of
the part completed are to be included in Section 5.
(iv) Modifications removed are to be deleted by a line in red ink through

the modification number and Job Serial Number referring to its
embodiment.
(k) Section 9. Record of Compliance with Technical Instructions
(i) The compliance with Technical Instructions is to be recorded in

numerical order under group headings eg STI Electrical vertically down
each pair of columns. The group headings should appear in the same
relative position on subsequent cards. When an instruction is not
applicable due to modification state etc, the number is to be recorded as
not applicable (NA) and brief reasons given.
(ii) Embodiment of Naval Service Modifications and Special Order Only

modifications are to be recorded in this section.
(iii) Removal of modifications is to be recorded by deleting the

modification number and Job Serial No. referring to its embodiment, by a
line in red ink.
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Jan 09
ANNEX C Chapter 21
LIST OF FORMS USED IN THE AIRCRAFT

SERVICING FORM
Form Mod Form Mod Form

A700 Form Title INA 700 700
Part Section
_ _ Binder A700Binder 700 B

Binder A704LogBook 700 A
10 Leading Particulars A700Part1a 701
1. 9 Loading, Weight and Balance A 711 Part 1b 702

Data/Current Basic Weight A700 Part 1c __
And Moment Record
2 Limitations Log A700 Part 2a 703
2. 3 Acceptable Deferred A700 Part 2b 704

Defects Log
3 Acceptable Husbandry A700 Part 2c 704A
4 Flight Servicing Certificate __ 705
3. __ Replenishment Certificate A 700 Part3 706

and Flight Log
4 Flying Log and Equipment __ 724

Running Log
__ Unserviceability Log A700 Part 4 __
4. 5 Change of Serviceability __ 707/1/2
__ Primary Inspection A700 Part 5A __

Percentage Check
6 Forecast Sheet, Basic __ 721

and Flexible Servicing
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Jan 09
5. __ Primary Inspection and A 700 Part 5B __

Maintenance check AE,AO,AL, AR
certificate.
7 Routine Servicing __ 710

Certificate
__ Opportunity Servicing A 700 Part 5C __
5. 6 Forecast Sheet, Routine __ 729

Servicing 3000 series
6. __ Flight Information and A700 Part 6a __

Fatigue Meter Data
Sheets.
__ Power Check or Reference A 700 Part 6b __

RPM Record
__ Second line servicing A 700 Part 6c __

Record
8 Power check certificate __ 711
6 Record of Component A 700 Part 6d __

Replacement Calendar
Basis
6 Forecast Sheet Component __ 722

Changes
-- Record of Component A 700 Part 6e __

Replacement- Out of Phase
__ Record of Component A 700 Part 6f __

Replacement Flying Hours 110/Compass Log/
Compass Log A 700 Part 6G/712A
1 Instructions for use *** 799
1 Page Register __ 713
Note: For IL-38 reference RPM is mentioned in Engine Performance Card.
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Jan 09
ANNEX D CHAPTER 21
THE AIRCRAFT SERVICING FORM INA 700 (REVISED 6/59)
1. The Aircraft Servicing Form is a binder containing a number of loose leaf sheets or forms
and divided into the following parts:
(a) Part I - Leading Particulars, Weight and Balance Data.
(b) Part 2 -Limitations and Deferred Defects Log.
(c) Part 3 -Flight Servicing, Pilot's/Crew Acceptance and Flying Log.
Note: The format of Part 3 for IL, TU and KA/KV are different from the Part 3 used for Western
origin aircraft using Form A-700.
(d) Part 4 -Unserviceability Log.
(e) Part 5 -Primary Inspection and Maintenance Check Log/Certificate.
(f) Part 6 - Miscellaneous Inspection record and Compass log
Serviceability State of an Aircraft
2. The Aircraft servicing form shows an aircraft to be unserviceable in one of the following
ways:-
(a) If due for routine servicing operation or recurrent technical instruction, by an entry
in the opportunity Servicing Chart (for Western origin aircraft only) or by an uncleared
entry in the Primary Inspection and Maintenance Check Certificate.
(b) If due for component servicing or replacement, by an entry in the Record of

Component Replacements or by uncleared entry in the Unserviceability Log.
(c) If unserviceable for any other reason, by an uncleared entry in the Unserviceability
Log.
(d) In terms of performance or role as stated in the limitations log.
(e) If an acceptable deferred defect is due for rectification.
Clearance for Flight
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3. A serviceable aircraft cannot be cleared for flight unless the required flight inspections
have been certified in the Flight Servicing Log - Part 3 of the Aircraft Servicing Form.
4. The final clearance for flight is given, by the signature of the Flight Servicing Inspector in
Part 3 of the Aircraft Servicing Form. In case of TU-142M and IL-38 aircraft, the final clearance
for flight is given by ATO/ALO in Part 3 of Form A700.
Part 1 Leading Particulars, weight and balance Data
5. The Leading Particulars in Part 1 include:-
(a) Engine/ECU type, mark and serial number.

(b) Details of lubricants or fluids used in the aircraft system.
(c) Tyre pressures.
(d) Details of the starter and Oxygen system and the mark of ejection seat fitted.
6. The Weight and Balance section consists of:-
(a) Current Basic weight and Moment Record.

(b) Table of Basic Equipment.
(c) List of Variable Load Items.
(d) Generally used Operating Weights and Moments.
(e) Weight and Balance Limitations.
(f) List of possible item of expendable load.
7. Details are completed in accordance with the instructions at the head of the table and by
reference to Volume 1 of the Aircraft Publication.
8. The Current Basic Weight and Moment Record is to be certified by an Air Engineer
Officer.
9. Superseded entries in Leading Particulars, Weight and Balance Data are to be ruled
through and initialed in ink.
Part - 2 Limitations and Deferred Defects Log
10. The Limitations and Deferred Defects Log is divided into:
(a) Limitations Log. The Limitations Log is printed on red paper or printed on a plain
paper with red ink. It is to be used to enter defects in the equipment of the aircraft or the
non-embodiment of any modifications which may affect the performance or role of the
aircraft but not its serviceability to fly. eg. "defective radar" defective arrester hook" etc.
(b) Acceptable Deferred Defects Log. The Acceptable Deferred Defects Log printed in
green paper or printed on a plain paper with green ink, is to be used for recording
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Jan 09
defects of a minor nature which do not affect the serviceability of the aircraft and do not
require immediate rectification.
(c) Acceptable Husbandry Deferred defects Log. The Acceptable Husbandry

Deferred Defects Log is to be used for recording acceptable defects of a husbandry
nature which cannot be rectified immediately after they are discovered.
11. When a limitation is removed or a defect rectified the entry in Part 2 is to be ruled through
in ink.
Part - 3 Flight Servicing, Pilot's Acceptance and Flying Log.
12. The Flight Servicing, Pilot's/Crew Acceptance and Flying Log is to be used:
(a) To record and certify replenishment of fuel, oil, nitrogen and oxygen systems, flight
servicing inspections and, when applicable, arming of the aircraft.
(b) To certify that the aircraft is serviceable and that the necessary flight servicing
inspections have been carried out and aircraft is cleared by FSI for planned mission. In
case of TU-142M and IL-38 aircraft, aircraft is cleared by ATO/ALO/Senior Supervisory
Sailor.
(c) To certify the pilot's/Flight Engineer's/Observer acceptance of the aircraft for the
flight.
(d) To record details of the flight and the running hours of the airframe, engine and
certain components.
(e) To certify, when applicable, that armament has been unloaded after the flight.
(f) To certify the pilot's/Flight Engineer's after-flight report.
(g) To record aircraft CG in percentage of WMC.
(h) To record the date when following scheduled servicing is due:
(i) PI
(ii) Aircraft flown hours based servicing.
(iii) Calendar based servicing.
(iv) Out of phase based servicing.
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13. Columns not required in the Flight Servicing, Pilot's/Crew Acceptance and flying Log are
to be ruled through. They may be used to record any local special inspections or servicing by
amendment to the column heading.
Part - 4 Unserviceability Log
14. An entry is to be made in the Unserviceability Log whenever an aircraft is unserviceable

for any reason including a routine servicing operation.
15. The Unserviceability Log is to be used to record and certify the work carried out to make
the aircraft serviceable. However, when an Aircraft Job Card or Component Maintenance and
Manufacture Card is used to record and certify such work the Unserviceability Log need only
contain a brief description of the work and a reference to the serial number of the card.
Part 5 Primary Inspection & Maintenance Check Certificate
16. Part - 5 is divided into:
(a) Part 5a - Primary inspection percentage check certificate
(b) Part 5b - Primary inspection and maintenance check certificate
(c) Part 5c - Opportunity servicing chart (Presently not valid for Russian origin aircraft)
Note: The Russian origin aircraft, Part 5 has no further sub division and iis known as primary
inspection and maintenance check certificate. The format of Part 5 (for Russian origin aircraft)
and Part 5(b) (for western origin aircraft using Form A-700) are different.
Primary inspection percentage check:
17. These are to be applied to maintain a high standard of Primary Inspection on all aircraft in
the Unit and are to be recorded in the table provided. During the primary inspection all items of
the inspection are checked at least once per calendar month on each aircraft. The checks
carried out by the appropriate specialist officer or supervisory sailors are to be entered and
signed in the columns under the relevant Headings.
Primary Inspection and Maintenance Check Certificate
18. This certificate is to be used to record and certify the primary inspection and
maintenance checks carried out on the aircraft by the various trades.
(a) Active servicing days as listed in servicing schedules and other technical
instructions are annotated by a single diagonal line with the date due' at the top. When a
servicing operation or technical inspection is due it is to be entered in Primary Inspection
and maintenance check certificate. In case of Russian origin aircraft the next servicing
due is entered in Part 6(d) or 6(f). Completion of the work is also certified in the same
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Jan 09
certificate and servicing day on the chart is lined through and date of completion entered
at the bottom.
(b) If it is decided to anticipate or delay the work required on any servicing day 'A' or
'D' as applicable is to be entered in red ink against the relevant servicing day on the
opportunity servicing chart, together with the initial of Air engineering officer, authorising
the action. In case of Russian origin aircraft, the advancement or delay is to be indicated
in Part 6(d) or 6(f).
Part 6 Miscellaneous inspection record Log and Compass Log
20. The miscellaneous inspection record log is divided into the following sub-sections:
(a) Part 6a - Fatigue meter record
(b) Part 6b - Reference RPM record (For Russian origin aircraft refer Engine
Performance Record also for reference RPM).
(c) Part 6c - Second line servicing record
(d) Part 6d - Record of component replacement or supplementary servicing due on a

"calendar" basis.
(e) Part 6e - Record of component replacement or supplementary servicing due "out

of phase" with flying hours or calendar.
(f) Part 6f - Chronological table of component or supplementary servicing /

reconditioning due on flying hours basis.
(g) Part 6g - Compass log.
Reference RPM:
21. This subsection is to be used to record reference RPM obtained and other readings when
power checks are carried out on aero engines. Refer Engine Performance Record for Russian
origin aircraft for Reference RPM.
Second Line Servicing Record
22. This table is used for recording the date and Flying hours at which the last second line
inspection was carried out and those at which the next such inspection is due as applicable.
Records of component - Replacement or supplementary inspection
23. These sub-sections are to be used to record when component servicing or replacement
as listed (I)NAMO/General/G40 are due. They are to be checked daily and any servicing or
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Jan 09
replacements due entered in the unserviceability log. When the work is completed the original
entry in the record of component replacements is to be cancelled by a single ink line and by
entering the unserviceability log serial number of work along side the cancelled entry. The next
component servicing or replacement due is then to be entered in the record of component
replacement.
Filled pages in the aircraft servicing form
24. Filled pages or parts are filed in the appropriate section of the Aircraft Log Book.
Normally, each page or part should be transferred when filled, but they may be transferred in
batches of up to twenty sheets if more convenient for record purposes. For Russian aircraft they
are filed in folders marked with aircraft type and number.
25. All filled pages or parts must be transferred to the Aircraft Log Book when an aircraft is
transferred to another unit.
26. Pages or parts are only to be removed or inserted in the Aircraft Servicing Form by an Air
Engineer Officer/Air Electrical Officer or authorised sailor.
Travelling copy of the aircraft servicing form
27. A Travelling Copy of the Aircraft Servicing Form is to be prepared and despatched in the
aircraft whenever a flight is undertaken which involves landing at a place other than the parent
ship or station. The current A 700 and the TA 700 are to be up to date in all respects. The
supervisory sailor responsible for preparing the TA 700 is to ensure that aircraft is shown
"serviceable" in various section of the TA 700.
28. The Travelling Copy is to consist of:
(a) Part 1-A completed copy of the current Part 1 of the Aircraft Servicing Form.
(b) Part 2-A completed copy of all unrectified entries in Part 2a of the Aircraft Servicing
Form.
(c) Part 3-Blank forms as required for the expected period of detachment, details of
current engine running hours, flying hours, component hours, engine starts/stops and
number of landings, are to be entered in the first blank sheet. The next Preliminary
Inspections or active days of the Main Checks any other relevant inspections such as
Servicing Instructions likely to be due in next three days are to be clearly indicated when
the current and TA 700 are filled. The last BFS notation is to be entered and signed in
both the copies. The pilot's acceptance signature must be obtained on both the forms.
(d) Part 4 - In blank forms, the next SNOW should be indicated.
(e) Part 5-Part 5A, 5B and 5C transferred from the current Aircraft Servicing Form.
Alternatively, new Parts 5A, 5B and 5C may be raised, showing those servicing
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Jan 09
operations falling due during the time the aircraft is expected to be detached. Brief written
instructions pinned to the cover of the TA 700 duly signed by the supervisory sailor would
also prove invaluable to the unit receiving a detached aircraft. For Russian origin aircraft
Part 5 is to be transferred or new Part 5 to be raised, as the case may be.
(f) Part 6- Details of component changes due during the time the aircraft is expected to
be detached are to be entered in PENCIL.
29. The parts are to be retained between the thin card covers provided, clipped together with
a two-piece filing clip.
Use of the Travelling Copy
30. The Travelling Copy of the Aircraft Servicing Form is to be used on landing at another
place in the same way as the Aircraft Servicing Form except:
(a) Part 2 -Any deferred defects which may arise during the period of detachment are
to be entered in Part 2 of the Travelling Copy. Details of the defect are also to be entered
on a Job Card and signed for by the Air Engineer Officer/Air Electrical Officer or
authorised sailor deferring the defect.
(b) Part 3 –
(i) The Pilot/Flight Engineer (for IL-38 and TU-12M aircraft) is responsible for
entering details of engine running hours, airframe hours, landing etc. in the
appropriate columns of the Flying Log after each flight, when no FSI is available.
(ii) Flight servicing is to be certified in the normal manner but forms containing
entries must be removed before any flight where the Travelling Copy is to be carried
in the aircraft to which it relates.
(iii) When forms are removed, the Flight Servicing Inspector must enter details
(on the next blank form) of engine running hours, airframe hours etc., required for
the particular aircraft type, together with a summary of the last Flight Servicing
carried out.
(iv) Transfer of a/c documents and subsequent disposal (especially part 3

pages of A 700) when an aircraft departs from one station and makes a transit halt
at an intermediate station before reaching its final destination should be
accomplished as follows.
(aa) Pages of part 3 should be prepared and completed in duplicate.
(ab) One copy is to be inserted in TA 700 and the duplicate is to be

handed over at the intermediate station prior to departure of the aircraft.
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(ac) The intermediate station should subsequently despatch this copy to
the destination station by first available means for further necessary action.
(c) Part 4 - The reason for unserviceability is to be entered in part 4 of the Travelling
Copy. The work required to clear the entry is to be recorded and certified on the Job
Card, and brief details also entered in the Part 4. The serial number of the Job Card is to
be entered against the entry in Part 4 of the Travelling Copy.
(d) Part 5 - Forms containing entries in Part 5c (Part 5 for Russian aircraft) are to be
removed before any flight where the Travelling Copy is to be carried in the aircraft to
which it relates.
31. The name and rank of each signatory is to be added in block letters under the signature
of the person signing an entry on any sheet of the Travelling Copy.
32. Sheets containing entries removed from the Travelling copy and Job Cards certifying
work carried out or authorising deferring of defects during the period of detachment are to be
forwarded to the parent unit by post or by hand of pilot of another aircraft.
33. In exceptional circumstances, where it is not practicable to leave documents in the

custody of suitable persons, or where there is not suitable way of returning them to the parent
unit by other means, documents may be carried in the aircraft to which they relate. They are to
be landed at the first available opportunity.
34. On return to the parent unit all entries are to be transferred to the current parts of the
Aircraft Servicing Form adding the name of the unit at which the servicing work was carried out.
If there are any entries in the Unserviceability Log of the Travelling Copy, the pages containing
the entries are to be inserted in the current copy of the Aircraft Servicing Form following the last
entry. A line is to be made under the entry and the next entry made on a new page Pencilled
entries are to be erased.
35. Filled sheets of the Travelling Copy not inserted in the current copy of the Aircraft
Servicing Form are to be filed in the appropriate section of the Aircraft Log Book/folders.
36. When an aircraft departs from one station and makes a transit halt at an intermediate
station or stations before reaching its final destination. TA 700 needs to be duplicated and one
copy should be handed over to the authorised person at the transit halt station prior to departure
of the aircraft. The transit station should subsequently despatch this copy to the final destination
station by first available means for further necessary action.
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Jan 09
ANNEX E Chapter 21
DETAILED INSTRUCTIONS FOR MAKING ENTRIES IN THE FORM IN A 700
1. Limitations log. the limitations log is to be completed as follows:-
Column Entry Made by
1 Date Air Engineering Officer/Air Elec-

trical Officer Authorizing
entry
2 Serial Number of work of

initial entry in unservice- -do-
ability log
3 Brief description of limi-

tations or defect (including
Modification number where -do-
applicable) and its effect
on performance or role.
4 Signature authorizing entry -do-
5 Serial number of entry in Air Engineer Officer/Air

unserviceability log Electrical Officer or
rectifying defect or authorized sailor.
limitation.
6 Time and date -do-
7 Signature -do-
2. Acceptable deferred defects log. The acceptable deferred defects log is to be comp-
leted as follows:-
1 Date Air Engineer Officer/Air

Electrical Officer or authorized
sailor.
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Jan 09
ANNEX E Chapter 21 (Contd.)

initial entry in unservice- -do-
ability log
3 Brief description of defect

or routine servicing opera- -do-
tion number when latitude
authorized
4 When to be under taken. Air Engineer Officer/Air

A specific date and occa- Electrical Officer authorizing
sion is to be entered entry. entry.
5 Signature authorizing entry Air Engineer Officer/Air

Electrical Officer authorizing
entry.
6 Serial Number of work of Air Engineer Officer/Air

initial entry in unservice Electrical Officer authorized
ability rectifying defect. sailor.
7 Time and Date Air Engineer Officer/Air

Electrical Officer authorized
sailor.
8 Signature -do-
3. Acceptable Husbandry Deferred defects log. The acceptable husbandry deferred defects log
is to be completed as follows:-
1 Serial No. Person finding defect
2 Time and Date -do-
3 By whom found -do-
4 Work area Air Engineer Officer/Air

sailor.
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Jan 09
5 Description of outstanding Person finding

defect defect
6 Estimated man-hours Air Engineer Officer/Air

sailor.
7 Signature authorising
acceptability for flight -do-

initial entry in unservice -do-
ability rectifying defect.
9 Signature certifying transfer-

ance of defect to unservicea- -do-
bility log.
4. Completion of flight servicing, pilots/crew acceptance and flying log. The log is to be
completed as follows: (For Russian origin aircraft disregard the column No. mentioned below).
Section/ Entry Made by

Column
Page heading As required insert tank names/ Sailor detailed

No./group and capacities for
fuel and oil. Delete gallons,
pounds as appropriate. Bring
forward totals from previous
page.
FUEL
2 The amount put in each tank Sailor responsible

is to be entered in the appro-
priate column. The total amount
put in is to be entered in the
space provided. Entries are to be
signed for in the space provided.
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Jan 09
OIL
3. The amount is each tank is to Sailor responsible for

be entered in the appropriate replenishment of oil
9. column, entries are to be system.
signed for in the appropriate
space.
10. This column is to be used for

any local recording require-
ments. (Not applicable for
Russian origin aircraft).
OXYGEN
11. Contents and signature of Sailor responsible

sailor making the entry for
replenishment of oxygen system.
SERVICING
12. Type of inspection. When Flight servicing

a conditional inspection is inspector
required, columns 12 and 13
are to be divided horizontally.
The short title of the
conditional inspection is to
be entered in the upper half
by the flight servicing inspector.
( Not applicable for Russian
origin aircraft).
13. Column 13 is to be used for

the signature of the sailor
carrying out the inspection.
(Only for western origin
aircraft) In case of Russian
origin aircraft appropriate space
for signature is to be
utilised by the concerned
sailor.
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Jan 09
ARMING
14. Details of armament or stores Sailor responsible for

and station loaded, signature arming or re-arming
of sailor responsible for arming supervisory sailor
de-arming or re- arming signa- of ordnance trade
ture of supervisory rank of
ordnance trade (other than
for signal devices).
CLEARANCE
15. Signature and time. This entry Flight Servicing Inspector

clears the aircraft for flight. in case of TU-142M and
IL-38 aircraft ATO/ALO
finally clears.
ACCEPTANCE
16. Initials certifying that from Pilot/Crew as applicable.

a check of the aircraft
servicing form, the aircraft
is accepted for the flight
contemplated.
ENGINE STARTS/SHOTS
17 Total number of starts to date Flight Servicing Inspector

for air or electric starting
18 Total number of shots for
cartridge.
Note: For TU-142M and IL-38 aircraft, column for total No. of starts are not provided).
OUT OF PHASE COMPONENT TIMES
19 This pairs of columns to be Flight servicing

20 used for recording information Inspector
21 which occurs out of phase with
22 airframe flying hours or the
calendar.
23 Entries are made when called

24 for in the regulations.
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Jan 09
Note: In case of Russian aircraft use the space provided for the purpose.
ENGINE RUNNING HOURS
25 Has detailed at top of columns Flight servicing

Heading are to be amended for Inspector
26 engines fitted with counters (Pilot or
27 for recording engine life. Flight engineer
in travelling
28 Aircraft servicing form.
Note: For Tu-142M and IL-38 aircraft there is no column for recording total engine running
hours.
AIRFRAME HOURS
29 As detailed at top of columns Pilot/FE/FSI

If no flight takes place after
completion of flight service
certificate enter NOT FLOWN.
LANDING
32 -do- Pilot
In case of TU-142M aircraft,
record of retraches are
necessary.
UNLOADING CERTIFICATE
34 Armament equipment unloaded Sailor responsible for

and from which station, signa- unloading except when
ture of sailor responsible for all armamentexpended.
unloading signature of super- supervisory sailor of
visory sailor of the ordnance ordnance trade.
trade.
PILOT AFTER FLIGHT REPORT
35 Purpose of flight eg. DLP, Pilot

air firing etc. This column
enables history of usage of
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Jan 09
aircraft to be accumulated.
In case of Russian aircraft
it is noted in MISSION column.
36. Signature certifying ejection

seat and canopy (where appli-
cable) SAFE and all defects
entered in unserviceability log.
4. Unserviceability Log The unserviceability; log is to be completed as follows
Page headings Sailor detailed Person

1. Date and time placing the aircraft
unserviceable.
2. Airframe hours Sailor in Charge of

servicing work.
3. How found in brief terms, If Person placing the aircraft

found during routine servicing unserviceable.
the operation number is to be
entered.
4. Name of person making Person placing the Aircraft

the entry. unserviceable.
5. Serial number of work running Sailor in charge of

consecutively for entries in servicing work
column 6.
6. Reason for unserviceability. Person placing the aircraft

Brief title and reference if unserviceable
due to important aircraft
defect signal.
7. Details of work carried out. Person responsible for

See paragraphs 6-8 below carrying out the work
8. Signature of sailor carrying Sailor or sailors responsible

out the work. If more than for carrying out the work.
one sailor is employed.
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Jan 09
on the same servicing work

the senior sailor is to sign.
(In which case he takes
responsibility for the work
of the other sailors involved)
or each sailor is to sign
individually on separate lines
referring to the work done
by him in column 7.
9. Completion time and date sailor is responsible

for carrying out the work.
10. Manhours spent on the work Sailors supervising the Work.
11. Signature of the supervisory

sailor.
12. Signature of officer or Sailor ATO/ALO or authorized

authorised to clear defect. senior sailor.
6. Entries in column 6. Removal of component is to be signed for by the trades man and
supervisor indicating time and date of completion of work as per (I) NTI/General/3/76.
7. Entries in column 7. Entries in column 7 should be brief but are to include operations
incidental to the work carried out. They should be set out in such a way that sailors can
sign individually for the work that they have done and the man-hours expended can be
entered conveniently against each entry.
8. Dismantling for access. Parts dismantled for access must be recorded in column 7 if
specific inspection of this part is required on re-assembly. Other parts dismantled for
access need not be recorded, but columns 8 is not to be completed until such parts have
been correctly re-assembled.
9. Use of Job cards. When aircraft job cards are used to record and certify the work done
only column 7 and 12 are to be completed. Column 7 is to contain a brief description of
the work carried out and the serial number of the Master Job card for the work. The
signature of the officer or authorized sailor in column12 places the aircraft serviceable as
far as the particular entry in column 4 is concerned.
10. Part 5b – Primary inspection and maintenance check certificate (or part 5 for Russian
origin aircraft)
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Jan 09
1. Date/time commenced Primary servicing

Inspector/maintenance
check controller
2. Airframe hours
3. Type of inspection Supervisor-in-Charge.
4 to 19 Signature of maintenance Authorised maintenance

sailors (various trades) sailors on completion of the
type of inspection of their
trade.
20. Inspection completion Primary servicing

Time/date Inspector
21. Signature of inspection Maintenance check

controller/supervisory controller/-supervisor-
in – Charge.
Note: Number of columns vary from aircraft to aircraft.
Part 5c – opportunity servicing progress chart

(Not applicable to Russian origin aircraft)
Page heading As appropriate Sailors detailed

Spaces headed ‘’Due date’’ Sailors detailed
11 Record of component Replacements
Columns are completed as follows:
Column Part 6d Part 6e Part 6f

‘’Calendar ‘’out of ‘’Flying hours
Basis’’ Phase’’ Basis’’
Component Nomenclature
Basic Installations or servicing figure
Life or periodicity
Type of servicing due or reference
Date/Flying hours due
Part 4 unserviceable log serial number
Signature of officer or sailor
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Jan 09
authorised to check and transfer.
ANNEX F Chapter 21
INSTRUCTIONS FOR USE OF COMPONENT LOG CARD - FORM A701a
General
1. Component Log Cards may be opened by SAEO/SALO of Air stations/Aircraft

carriers, AEO/ALO of ship borne flights, NAY/BMF and BSF.
2. When a requirement arises for a component already in use to have a log card,
the card is to be raised by the workshop carrying out pre issue check or by user units
holding the component.
3. Log cards of components which have scrap lives are to continue to be used until
the components are scrapped.
4. After reconditioning, the date and place where the work was carried out, hours or
units on completion and authority for the work, is to be entered on the log card. In
addition, a record of previous reconditioning, if available, is to be carried forward to the
new form.
5. The instructions for raising continuation log cards, and the definition of terms
used are the same as for Airframe Log Cards and are given in Annex B.
Layout and Completion of the Component Log Card
6. The Component log card is divided into the following sections.
(a) Section 1. Used for the attachment of the Inspection, Test and
Modification Certificate (Form 701b or MOD Form 753.)
(b) Section 2. Record of Modifications embodied or removed at Units
(i) Modifications embodied at Units are to be recorded in the order of

embodiment vertically down each set of three-columns. Entries under
embodying Unit must be sufficiently detailed to permit reference back if
needed.
(ii) Removal of modifications is to be recorded by deletion of the

modification number and job serial number by crossed diagonal line is red
ink. A specific entry is also to be made in Section 4 of the Component Log
Card.
(iii) Compulsory engine modifications as listed in AP (N) 380, are to be

annotated with an asterisk.
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(c) Section 3. Record of Technical Instructions. Compliance with technical

instructions is to be recorded in numerical order under group
headings vertically down each pair of columns. When the
instruction is not applicable to a particular component, due to
its modification state or serial number, the number is to be
recorded as "Not Applicable" and brief reasons given.
(d) Section 4. Brief History. The following are to be entered:
(i) Details of any servicing work which may affect the life or operation
of the component.
(ii) Adjustments, performance and functional checks.
(iii) Changes of attached component parts.
(iv) Embodiment of modifications.
(v) On return or transfer of the component, the reason and any details
which may assist in the servicing, repair or defect investigation of the
component. Where applicable, the damage or repair category of the
component, the degree of preservation, and date of last inhibition are also
to be included.
(e) Section 5. Running Time and Installation Details
(i) Section 5 of the Component Log Card for all components other
than Ejector Release Units are to be completed as follows:
Column 1 The date of transfer, installation or removal.
Column 2. The total hours or units run since new or reconditioned

at the date of transfer, installation or removal.
Columns 3,4,5. The type, mark and serial number of the aircraft in
which the component is installed or from which it has been
removed.
Columns 6,7,8. The type, mark serial number and position of the
engine when the item to which the log card relates is a power plant,
engine, propeller or other engine accessory.
Columns 9, 10. NOT USED
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Columns 11, 12 The title of the unit holding the component on
charge and the title of the parent ship or station at the time the
entry is made.
Columns 13,14 The line number in section 4 of Component Log
Card and the corresponding serial number in Section 5 of the
Column 15. The signature of the officer holding the component on

charge. This signature certifies that the details entered in all
sections of the Component Log Card while in his custody are
correct.
(ii) Section 5 of the Component Log Card used for Ejector Release
Units is to be completed as follows:
Column 1. The date of transfer or inspection.
Column 2. The total number of firings since new or reconditioned.
Column 3. The type of airframe in which the ERU is installed.
Columns 4, 5. NOT USED.
Column 6. Type of store carried.
Columns 7, 8. Details of live releases.
Columns 9, 10. Details of the last Firing inspection when being

transferred.
Columns 11, 12. The title of the unit holding the ERU on charge
and the parent ship or station when the entry was made.
Columns 13, 14. NOT USED.
Column 15. The signature of the Officer holding the ERU on

charge. This signature is a certificate that all details entered in all
section of the log card while in his custody are correct.
(iii) Section 5 of the Component Log Card does not have to be

completed when installed components and transferred as a result of the
transfer of an aircraft.
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ANNEX G Chapter 21
INSTRUCTIONS FOR THE USE OF AIRCRAFT SAFETY

EQUIPMENT LOG CARDS - FORM A.49
General
1. Safety Equipment Log Cards are opened by the Quality Assurance Officer-in-
Charge at the manufacturers or Contractors. The log card is largely self-explanatory.
Certain amplifying instructions for its use are given in this Annex.
2. When any section of the log card is filled, a further log card is to be attached.
Unfilled sections of the original log card are to be closed with a horizontal line under the
last entry and a diagonal line through the unused portion.
3. All entries are to be made in ink except where otherwise stated. Entries made in
error are not to be erased but are to be ruled through and initialed by the person making
the correction.
Leading Particulars
4. Serial Number. Original log cards are to be given Sequential Serial Numbers.
5. Serial/Aircraft Number This is the local ship or air station serial number of the
item or aircraft number in which it is installed. It is to be entered in PENCIL.
Section 1 - History of Sub-Components and lifed Items
6. This section is to list those items in the assembly which have a serial number or
have a Service life. Subsequent change of the component is to be recorded in the 1st,
2nd or 3rd change column as appropriate. When compiling column (f), the date of
manufacture is to be recorded in black/blue ink and the date replacement due recorded
in red ink.
Section 2 - Master Modification State
7. This section is to contain a list of modifications which have been carried out on
the assembly or sub-components. Entries are extracted from Section 4 of the log card
and other relevant documents accompanying the item.
8. When fitting replacement items, the item must be brought up to the equivalent
modification state as recorded in this section. Outstanding modifications and technical
instructions are to be carried out and recorded as necessary.
9. Should it be necessary to remove a modification, the entry is to be ruled through

in red ink.
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Section 3 - Inspection Certificate.
10. The signature of the person responsible for the work (in column (c) certifies that:
(a) The inspection and/or packing have been carried out in accordance with
current instructions.
(b) The date of completion is correct.
11. The signature of the supervisory sailor certifies that:
(a) The work has been inspected in accordance with the instructions for
supervisory sailors laid down in the Chapter 37.
(b) Mandatory checks have been carried out where required.
(c) The date of completion as shown is correct.
Section 4 - Repairs, Replacements, Modifications etc.
12. All work carried out on the item, other than that entered in Section 3, is to be
entered and certified in Section 4.
13. The embodiment or removal of modifications is to be certified in this section. The

modification number is also to be entered or deleted from Section 2.
14. The Signature of the person responsible for the work certifies that:-
(a) The work as detailed has been carried out satisfactorily in accordance with
(b) The date of completion as shown is correct.
15. Certification by the supervisory sailor is given in paragraph 11.
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ANNEX H CHAPTER 21
INSTRUCTIONS FOR USE OF AIRCRAFT COMPONENT MAINTENANCE AND

MANUFACTURE CARDS - FORM 703
General
1. Entries on Aircraft Component Maintenance and Manufacture Cards must ensure

that:
(a) The card can be identified with the item to which it refers.
(b) All work, which has to be entered in the Aircraft Servicing Form when the
item is installed, is noted on the card.
(c) The card can be identified from an entry in the Aircraft Servicing Form.
Compilation
2. Name of Part (and Serial No). The reference or part number of the component is
to be included in this column.
3. Record of Spares and Materials Used. The description of the spares or materials
used is to be entered in the unheaded column of this section. The batch number of the
material is to be recorded in the column so headed.
4. Inspected and Passed This column is to be signed by an officer or supervisory

sailor who is responsible for the serviceability of the item and that the correct spares or
materials have been used.
5. Manhours The total man hours expended in rectifying the unserviceability is to be

entered by the tradesman concerned and verified by the inspector signing at the bottom
of the front side of the form.
6. Signature for work completion The column for ‘signature of tradesman’ should be
signed by either the supervisor who has undertaken the job or by the authorised trades
man who is qualified to work on the respective workbench and has undertaken the job.
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ANNEX J Chapter 21
INSTRUCTIONS FOR THE USE OF FLYING

CLOTHING LOG CARD - FORM A3
General
1. The compilation of Flying Clothing Log Cards is largely self-explanatory Certain

amplifying instructions for its use are given in this Annex.
2. When any section of the log card is complete, a further log card is to be attached.
Unfilled sections of the original log card are to be closed with a horizontal line under the
last entry and a diagonal line through the unused portion.
3. Entries are to be made in ink, except where otherwise stated. Entries made in
error are not to be erased but ruled through and initialed by the person making the
correction.
4. One log card is to cover all items of flying clothing appertaining to one individual,
with the exception of the life preserver, the inspections of which are to be recorded on
the Form A49. In the case of casual flights or wet life raft drill equipment, different marks
of one type of equipment eg Oxygen masks, immersion overalls, should be recorded on
the same A3, identifying each item by the number in column (a) of section 1.
5. When a particular item, or component thereof, is subject to MOD Form 760

action, all relevant information is to be extracted from the current Forms A3, and
entered on a separate form with the annotation "Certified true copy" with the SESO's
signature. This form is to be held with the defective item/component.
Leading Particulars.
6. (a) Duty
This is the Sqdn/Flight in which the owner of the equipment is borne for
duty. It is to be entered in PENCIL.
(b) Original log cards are to be given sequential serial numbers.
Section 1.
7. This section is to contain the items of flying clothing which have a servicing
periodicity as laid down in the relevant servicing schedule. The history of equipment,
sub components and lifed items for the items stated in column (a) is to be recorded in
the respective columns. Subsequent change of component is to be recorded in the 1st
and 2nd change columns as appropriate. When compiling columns (f) and (j) the date of
manufacture is to be recorded in BLUE/BLACK ink and the date replacement due in
RED ink.
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Section 2. Inspection Certificate.
8. The signature of the person responsible for the inspection (Column (c) certifies
that:
(a) The inspection has been carried out in accordance with current
instructions.
9. The signature of the supervisory sailor certifies that:
(a) The work has been inspected in accordance with the instructions for
supervisory sailor laid down in Chapter 37.
(b) Mandatory checks have been carried out where required.
(c) The date of completion as shown is correct,
Section 3. Repairs, Replacements, Modifications etc.
10. All work carried out on an item, other than that entered in Section 2 is to be
entered and certified in Section 3.
11. The embodiment or removal of modifications is to be recorded in this section.

The modification number is also to be entered or deleted from Section 4.
12. The signature of person responsible for work certifies that:
(a) The work as detailed has been carried out satisfactorily in accordance with
13. Certification by the supervisory sailor is given in paragraph 9.
Section 4. Master Modification State.
14. This section is to contain a list of modifications which have been carried out on
the assembly or sub-components. Entries are extracted from Section 3 of the log card
and other relevant documents accompanying the item.
15. When fitting replacement items, the item must be brought up to the equivalent
modification state as recorded in this section. Outstanding modifications and technical
instructions are to be carried out and recorded as necessary.
16. Should it be necessary to remove a modification, the entry is to be ruled through
in RED ink.
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ANNEX K Chapter 21
INSTRUCTIONS FOR THE USE OF NAVAL AIRCRAFT INSPECTION SURVEY

REPORT - FORM A702
1. The Form consists of nine Parts:-
Part 1 - Aircraft Life Particulars and Remarks on Condition

Part 2 - Transfer History
Part 3 - Outstanding Entries in MOD Form 703 Limitations Log.
Part 4 - Outstanding Entries in MOD Form 704A Acceptable Deferred
Defects Log.
Part 5 - Outstanding Entries in MOD Form 704A Acceptable Husbandry
Deferred Defects Log
Part 6 - Lifed Components Approaching Expiry.
Part 7 - Outstanding Technical Orders and Modifications.
(a) Outstanding STI's NTI's etc.
(b) Outstanding AP(N) 380 Table 5 and 6 Modifications.
Part 8 - Stores Outstanding
Part 9a - User Unit Defects Found and Recommended Action.
Part 9b - Support Unit Defects Found and Recommended Action.
2. The Parts 1-8 are to be compiled by the User Unit to a standard of legibility
suitable for photostating and handed to the Officer-in-Charge Survey on arrival. Parts 2-
8 are to be signed by the AEO/Senior Supervisor Sailor certifying that the details are
correct and complete.
3. Part 1 - Aircraft Life Particulars and Remarks on Condition
The Aircraft Type, Mark, Role and Serial Number are to be entered at the head of
Part 1, and other details recorded as required by the form.
4. General remarks on aircraft condition are to be made by the Officer-in-Charge

Survey, and are to form a general summary of the aircraft condition and
recommendations for rectification.
5. Part 2 - Transfer History
Part 2 is to show brief details of the past history of the aircraft, including dates
and airframe hours at each transfer. Details of important events such as accidents,
major repairs etc are also to be entered.
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6. Part 3 - Outstanding Entries in Mod Form 703 Limitations Log
A complete list of outstanding entries is to be recorded with dates of entry, MOD

Form 707 "Serial numbers of work" references and "when to be undertaken" details.
7. Part 4 - Outstanding Entries in MOD Form 704 Acceptable Deferred Defects Log
A complete list of outstanding entries is to be recorded, with dates of entry, MOD

Form 707 "serial numbers of work" references and "when to be undertaken" details.
8. Part 5 - Outstanding Entries in MOD Form 704A Acceptable Husbandry Deferred

Defects Log
A complete list of outstanding entries is to be recorded.
9. Part 6 - Lifed Components Approaching Expiry
Details are to be recorded of all lifed items expected to be due for change in
accordance with AP (N) 140 Article 1412 para 2 at the expected time of fee-in if the
aircraft is recommended for PBM. (ie add two months normal flying hours to present
expended life and list items then due for change). Details are to include
section/reference numbers, part numbers, descriptions, lifing details and hours/dates
of expiry.
10. Part 7 - Outstanding Technical Orders and Modifications
Part 7(a) is to comprise a list of all outstanding STI's, NTI's and applicable orders
called up in the Master List of STI's etc. Amendment List State of the Master List is to be
recorded at the sub-heading (a).
Part 7(b) is to comprise a list of all outstanding AP(N) 380 Table 5 and 6
modification at the time of survey.
11. Part 8 - Stores Outstanding
All stores demands outstanding on the aircraft at the time of survey are to be
recorded on Part 8 under the headings, Section/Reference number, Description,
quantity, Priority Demanded, Date Demanded and External Demand Number.
11. Part - 9 Defects Found and Recommended Action
All defects found on the survey are to be recorded on Parts 9A and 9B, itemised
by AISP work areas:-
Part 9a - User Unit defects showing the recommended rectification and the
estimated man-hours content of the job.
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Part 9b - Support Unit defects, giving the recommended rectification, the
stores requirements and the estimated man hour content of the job.
Defects affecting the safety, role or performance of the aircraft found during
survey are to be entered in the MOD Form 707 on discovery.
13. User Unit Action on Aircraft not selected for PBM
(a) On receipt of the Form A702 User Units are to check Parts 9(a) and delete
defects already rectified, by ruling through and annotating the relevant Serial
Number of Work (SNOW).
(b) Make an entry in the MOD Form 704, Acceptable Deferred Defects as
follows:-
"All User Unit defects in Form A702 Serial

No.....dated....to be rectified by..........."
(Normally within three months)
(c) The Form A702 is to be retained in the Aircraft Servicing Form behind the
Acceptable Deferred Defects Log or, if preferred, in the Aircraft Log Book.
(d) When the items listed in the report are actioned, they are to be called up in
the Change of Serviceability Log and dealt with in the normal manner. As each
item is cleared the relevant entry in the Form A702 Part 9(a) should be ruled
through and the SNOW added.
(e) When all User Unit defects listed in the A702 have been rectified, the entry
in the Acceptable Deferred Defects Log is to be transferred to the Change of
Serviceability Log. The entry is to be cleared by the Unit AEO/Senior Sailor
certifying that:- "All User Unit defects as listed in Form A702 Serial
No....dated....have been rectified".
(f) When all the listed defects have been rectified, a report to that effect is to
be forwarded to A.A. with copy to HQNA. If all defects have not been cleared
within three months, an interim report is to be forwarded indicating the items
which are still outstanding and when they will be rectified.
(g) The Form A702 is then to be enclosed in the Aircraft Log Pack as Part of
the documentation of the aircraft. On completion of the next AISP Survey, the
previous Form A702 may be destroyed.
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14. User Unit Action on Aircraft selected for PBM
(a) On receipt of notification of the intention to withdraw an aircraft for PBM,

User Units are to carry out the procedure detailed in paragraph 12 unless
otherwise instructed by HQNA.
(b) At 14 days prior to the date of despatch to the PBM Unit, the survey report
is to be brought upto date to reflect any changes in aircraft condition which have
occurred since the survey by including the following information:-
(i) Additions and deletions in the Form A702 Parts 1-8.
(ii) A list of the modification sets being transferred, together with the
consignment details. The list is to be included in the Form A702 Part 7(b).
(iii) Details of the stores required to rectify User Unit defects which are
still outstanding. The details are to be entered in Column 5 of the Form
Part 9(a) against each outstanding defect.
(c) The amended Survey Report is to be passed to the parent ship/station

AED for inclusion in the report rendered to the PBM Unit 10 days prior to
despatch, in accordance with Article 0901, paragraphs 6 and 7.
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ANNEX L Chapter 21
THE CONTENTS OF LOG BOOK

RUSSIAN ORIGIN AIRCRAFT
The log books of various aircraft contain the following types of information.
(a) Rules for keeping log books, data sheets and certificates.
(b) Specifications/main data.
(c) Specific features
(d) Delivery set and changes in complement
(e) Time limits and their changes
(f) Acceptance statement
(g) Preservation and depreservation
(h) History record
(j) Operation record
(k) Scheduled maintenance
(l) Modifications and inspections performed according to Service Bulletins
and directions.
(m) Operations performed in Service.
(n) Test flight data/engine performance record/parameter check/flight test of
gyro horizon and directional vertical reference system.
(p) Repair/overhaul.
(q) Engine Replacement (only in Airframe Log Book)
(r) Helicopter status To-day/engine condition record/check up record.
(s) Notes on operation and storage.
(t) Log book keeping check.
(u) List of supplements
(v) Compressed Gas Bottle Checks (IL38 and KA25)
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ANNEX M Chapter 21
CONTENTS OF THE PASSPORT CERTIFICATE
CERTIFICATE
Name of the Component :
Part No. :
Sl.No. :
Year of Manufacture :
The passport is divided into the following sections.
Section 1: Specifications : Operating pressure, temperature, current, etc and

mass of the item are mentioned.
Test Results:
Section2: Delivery Set: Description, Designation, Qty, Serial number, remarks and
small parts which are changeable, indicating spares supplied with the
main item.
Section 3: Time Limits: Overhaul life, storage life are mentioned.
Section 4: Preservation and Depreservation:

Corrosion preventive treatment, slushing & unslushing:
Section5: Acceptance Statement: After manufacture, item accepted and certified as

found fit for service. Russian Chief Inspector signs.
Section 6: History Record: It gives complete history of the item and has following
columns:
(a) Date of Installation: Date when installed.
(b) Object designation and Serial No.: Whether it is Airframe, engine,

gear box or any major component name and serial number to be written.
(c) Date of removal: Date when removed.
(d) Operation since placed in service: Hours flown since placed in

service to be entered if the component is withdrawn due to its defectiveness or
item is robbed. In case of robbing hours flown in the previous aircraft and
airframe hours at which it is fitted to be mentioned.
(e) Reason for removal: Reason for removal of the component is due
to its defect, exact reason to be quoted. If the item is robbed, "TO SERVICE IN
____________(Aircraft No.)" and Robbing chit No. is to be written.
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(f) Installed & removed by: Supervisor responsible for it should sign.
Section 7: Repairs (overhaul) and modifications performed to Service Bulletins and

Instructions:
7.1: Overhaul or light overhaul: On completion of overhaul, this section is filled

and certified. The columns are date, overhaul (no. and type), where
performed, present hours flown, service life and signed by.
7.2: Running repair and modifications performed according to Service Bulletins

and Instructions: Modifications done are reflected in this section. The
columns are date when performed, authorising document (Name, No. and
date), performed by, revision of life, signature of person doing modification
and acceptance.
Section 8: Notes on operation and storage: Generally, small notes are given for
operation and storage.
NOTE: Rules regarding keeping of certificates are given in Section 1 of respective lo
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ANNEX N Chapter 21
FORM INA 703 FORMAT
Job No. Form INA 703

AIRCRAFT COMPONENT MAINTENANCE CARD
Form S118 Unit Shop Priority

A/c No.
Date removed Name of part and serial no
Unit .
Cause of Unserviceability
Record of works Man hours Signature of
tradesman
S118 S No Date Inspected and

passed
Record of inspection Man hours Signature of
inspector
Record of spares and materials used

Sect& Ref Batch Qty Sect& Ref Batch Qty
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Chapter 22
RECORDING AND CERTIFYING OF SERVICING WORK DONE ON

AIRCRAFT AND AIRCRAFT EQUIPMENT
CONTENTS
Article
2201. General
2202. Replenishment of fuel systems
2203. Replenishment of oxygen and water systems
2204. Replenishment of oil systems
2205. Loading on armament and non-explosive stores
2206. Unloading armament and non-explosive stores
2207. Unallocated
2208. Flight servicing
2209. Tool control
2210. Recording state of assisted escape systems
2211. Removal, unloading, replacement and loading of ejection and canopy jettison
systems
2212. Routine maintenance operations
2213. Recording of compliance with servicing instructions (I) SI and Recurrent (I) NTIs
2214. Unserviceability other than for routine unscheduled maintenance operations
2215. Component removal for maintenance (other than ejection seats)
2216. Component replacement
2217. Repairs
2218. Husbandry, corrosion prevention and surface finish
2219. Special technical instructions (STIs), non-recurrent Naval Technical instructions
(NTIs) and other non-recurrent instructions
2220. Embodiment of modifications
2221. Removal of modifications
2222. Recording of independent checks on engine and flying controls
2223. Independent checks on assisted escape systems
2224. Non-destructive testing
2225. Recording of reference RPM
2226. Recording compass swining, adjustment and deviation cards
2227. Recording of Tempest Tests
2228. Test flights, taxi tests and ground runs
2229. Recording of fluid leak checks on aircraft immediately prior to take off
2230. Rotary wing in flight track test flights and recording of adjustments between
flights
2231. Recording of maintenance work carried out on aircraft in storage
2232. Recording of maintenance work carried out on uninstalled
assemblies/components
2233. Recording the removal and replacement of detachable panels
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2234. Recording of man-hours
2201. GENERAL
1. The signing or initialling of a form in the MOD Form (or A form) series in relation
to aircraft or aircraft material constitutes a certification under the Regulations IN. It is a
punishable offence to sign any certificate knowing it to be false or without ensuring the
accuracy thereof.
2. Only ball point, fine fiber tipped or metal nibbed pens using permanent ink are to
be used when writing any part of a certificate (ie signed) entry in aircraft engineering
documentation. This policy is to be applied to all aircraft engineering documentation
entries, unless specific exceptions have been authorised.
3. All work carried out on aircraft or on equipment destined for use on aircraft must
be recorded. With the exception of Flight Servicing and Replenishments, all work must
normally be supervised and a signature of this effect is required. Certain senior ranks
may be authorised to supervise their own work, but self supervision should be kept to
the minimum consistent with operational requirements. In addition to normal
supervision, work on certain important aircraft systems and equipment requires a further
check by an independent supervisory sailor.
4. Regardless of any additional detailed recording made elsewhere, the Aircraft

Servicing Form must at all times reflect the serviceability state of the aircraft. Additional
recording media such as job cards are an extension to the Aircraft Servicing Form, and
when they are in use, this fact must be clearly shown in the appropriate section of the
5. Serviceability State of an Aircraft. The Aircraft Servicing Form can show an

aircraft to be unserviceable in one of the following ways:
(a) If due for a routine Maintenance operation - by an entry in the appropriate

part of Aircraft Servicing Form.
(b) If due for a component replacement - by an entry in the Forecast Sheet -

Component Changes.
(c) An uncleared entry, for any reason, in the Change of Serviceability Log.
(d) If an acceptable deferred defect is shown in the Acceptable Deferred

Defects Log as being due for rectification.
(e) In terms of performance or role as stated in the Limitations Log.
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6. Clearance for Flight. An aircraft may only be cleared for flight where:
(a) It is not shown as being unserviceable as in paras 5 (a) to (d) above.
(b) The completion of the necessary flight servicing has been certified in the
Flight Servicing Certificate.
2202. REPLENISHMENT OF FUEL SYSTEMS
1. On completion of fuel replenishments the final fuel state of each tank or group of
tanks and the total aircraft fuel state, is to be entered in the appropriate blocks in the
Flight Servicing Certificate of aircraft servicing form, in accordance with the instructions
for use. The signature in the Fuel Contents Block, in addition to certifying the fuel state
also certifies that the correct grade of fuel has been put in and the complete
replenishment operation has been carried out in accordance with the aircraft ASM. The
quantity of fuel replenished under Continuous Charge Operation need not be recorded.
(Exceptionally in certain instances where All Up Weight at Take Off is required for
Fatigue Data records, fuel replenishment records are to be made).
2203. REPLENISHMENT OF OXYGEN AND WATER SYSTEMS
On completion of replenishment the oxygen and water state of the aircraft is to be

recorded in the appropriate block of Servicing Form of the aircraft (Flight Servicing
Certificate).
2204. REPLENISHMENT OF OIL SYSTEMS
The quantity of oil supplied to the aircraft is to be entered in the appropriate space in
Flight servicing Certificate of the Aircraft Servicing Form in accordance with the
instructions given in the Form. Signatures covering operations which include oil
replenishments certify that the correct quantity has been recorded on appropriate form
that the correct grade of oil has been used and the complete replenishment operation
has been carried out in accordance with the instructions given in the aircraft ASM.
2205. LOADING ON ARMAMENT AND NON-EXPLOSIVE STORES
1. Details of the load are to be entered in the appropriate spaces on the (Flight
Servicing Certificate) of the Aircraft Servicing Form in accordance with the instructions
for use.
2. The person responsible for loading or re-arming is to sign in the space provided.
This signature certifies that:
(a) The aircraft has been loaded or re-armed as ordered.
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(b) The armament is ready for use EXCEPT for the removal of the safety
devices or the execution of other action required to make the armament live and
which will only be completed as ordered prior to take-off.
3. The entry, other than for signal cartridges, is to be countersigned by a supervisory

sailor of the Weapons trade or authorised person (Article 2802 refers). This signature
certifies that:
(a) He has supervised, and accepts overall responsibility, that the loading or
re-arming has been carried out correctly in accordance with current regulations.
(b) The necessary safety precautions have been taken.
4. The removal of armament safety devices prior to take-off is the responsibility of

the First Pilot of the aircraft in his role as Officer of Quarters in accordance with BR 862
Article 0109(4).
5. Between flights during periods of Continuous Charge Operation (Chapter 2); the
operations are to be certified at the aircraft in the Continuous Operation Loading Log -
MOD Form 705D, in accordance with the instructions in the front of the Log Book.
2206. UNLOADING ARMAMENT AND NON-EXPLOSIVE STORES
1. Details of the armament equipment or stores unloaded are to be entered in the

Flight Servicing Certificate of the Aircraft Servicing Form in accordance with the
instructions for use.
2. The sailor responsible for unloading is to sign in the space provided on the
Certificate.
3. The entry is to be countersigned by a supervisory sailor of the AW trade. The

signature certifies that:
(a) He has supervised the unloading of the armament equipment or stores.
(b) The equipment is SAFE.
(c) All appropriate safety precautions have been taken.
4. When an aircraft lands with all its armament expended only the signature of a
supervisory sailor of the AW trade is required in the Unloading Certificate. This
certifies that:
(a) The equipment is SAFE.
(b) The necessary safety precautions have been taken.
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5. Between flights during periods of Continuous charge Operation (Chapter 2) the
operations are to be certified in the Continuous Operation Loading Log - MOD Form
705D, in accordance with the instructions in front of the Log Book.
2207. UNALLOCATED
2208. FLIGHT SERVICING
1. Before any flight servicing other than After Flight Servicing is commenced, the
Flight Servicing Inspector (FSI) is to ensure from a check of the Aircraft Servicing Form,
that the aircraft is serviceable. He is to inform the person detailed to carry out the
servicing, what type of servicing is to be done to define the type of servicing required in
the Aircraft Servicing Form (Flight Servicing Certificate).
2. On completion of his part of the flight servicing, each sailor is to sign and flight
Servicing Certificate in accordance with the instructions given in the relevant MOD Form
799/4 and Annex A to Chapter 21. This signature certifies that the servicing has been
carried out in accordance with the appropriate flight servicing schedule.
3. Conditional servicing is normally to be carried out concurrently with the Flight

Servicing depending on the nature of the intended flight and satisfactory completion is
to be certified in the Conditional Servicing block of the Flight Servicing Certificate.
4. Clearance for Flight. When all necessary flight and conditional servicing have
been completed, the FSI clears the aircraft for flight by signing the Co-ordinating
Certificate of the Flight Servicing Certificate. This signature certifies that, from
examination of the Aircraft Servicing Form:
(a) No Acceptable Deferred Defects are due for rectification.
(b) The flying hours and component running hours recorded in the Flying Log
and Equipment Running Log have been calculated correctly from the previous
sortie details and the totals prior to that sortie.
(c) Any requirements for Taxi or Air-Tests have been entered in appropriate
section of the Aircraft Servicing Form and annotation made in the flying
Requirement Log of the Flight Servicing Certificate.
(d) With the exception of entries authorised by Article 3706 or para (c) above,
the aircraft is serviceable according to Change of Serviceability and Routine
Servicing Certificate of the Aircraft Servicing Form.
(e) No servicing or component replacements are due. If the Short Forecast

(MOD Form 721A) in Section 6 of the Aircraft Servicing Form is in use, the FSI
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may accept the current entry as certification that no routine servicing is due
before the occasion shown in the Short Forecast.
(f) A careful check of oil state figures has been made paying particular
attention to the amount put in. (This check may detect impending failures when
replenishment involves unusual quantities Chapter 41).
(g) All entries in the Acceptable Husbandry Deferred Defect Log have been
certified by a Supervisory Sailor.
(h) A check that tool outfits for that aircraft are correct (Chapter 46).
5. First Pilot's Acceptance. The first pilot accepts the aircraft by signing the
Acceptance Certificate of the Flight Servicing Certificate. This signature certifies that the
first pilot is satisfied from a scrutiny of the Aircraft Servicing Form that:
(a) Any Defects entered in acceptable deferred defect log of the

AircraftServicing Form are acceptable to him for the intended flight.
(b) The recorded state of the aircraft in respect of fuel, oxygen etc is
acceptable to him for the intended flight.
(c) The armament state of the aircraft as certified in the flight servicing
Certificate is as ordered by the Officer authorising the flight.
(d) The documentary check of the Aircraft Servicing Form has been carried
out and the Co-ordinating Certificate has been signed by the Flight Servicing
Inspector.
(e) Any Flying Requirements are acceptable to him and he has been
adequatelybriefed on any special tests required.
6. Continuous Charge Operation
(a) If the flight is the first of a Continuous Charge Operation (Chapter 2) a

Continuous Operation Crew Charge Certificate - MOD Form 705C is to be raised
by the FSI. A Continuous Charge Turn Round Servicing Record - MOD Form
705E is also to be prepared and held ready to hand over to the First Pilot of the
aircraft when the aircraft is accepted for flight.
(b) The First Pilot accepts the aircraft by completing the Acceptance
Certificate in both the MOD Forms 705 and 705C. If crew changes take place
during the period of Continuous Charge Operation, the incoming and outgoing
first Pilots are to sign the acceptance and After Flight Certificate in the MOD
Form 705C and conform to the instructions for its use on the reverse of the form.
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The MOD Form 705E is to be passed personally by the outgoing to the incoming
First Pilot.
(c) At the end of the period of Continuous Charge Operation the First Pilot is
to complete the After Flight Certificate of the current Flight Servicing Certificate
and return the completed MOD Form 705E to the Flight Servicing Inspector.
7. After Flight Certificate
(a) On completion of each flight during "normal operation" and at the end of a
Continuous Charge Operation, the FSI is to ensure that the Flight Servicing
Certificate is completed correctly and that when necessary a new certificate is
raised.
(b) When the First Pilot has entered the sortie details in the flying log he will
sign the After Flight Certificate on the MOD Form 705 and where the aircraft is
completing a Continuous Charge Operation, also complete the MOD Form 705C.
2209. TOOL CONTROL
1. The issue and opening of an aircraft tool control outfit is to be recorded in column
(f) of the Change of Serviceability Log in Section 5 of the Aircraft Servicing Form as
follows:
Tool Control Outfit Serial No..........in use
2. When the outfit completes with tools is returned the entry is to be cleared by the
statement:
Tool Control Outfit Serial No.........checked and found correct.
3. Further instructions relating to the recording associated with the tool control
system are given in Chapter 46.
2210. RECORDING STATE OF ASSISTED ESCAPE SYSTEMS
1. Whenever work is to take place on or around an assisted escape system, a sailor

of the W trade, who is QS and QM on the aircraft type, is to make the following entries
in the Aircraft Servicing Form (Change of serviceability Log).
Before Commencing Work: Place the aircraft unserviceable using, the words 'Assisted
Escape System to be placed in the Maintenance CONDITION', this entry is to be closed
when the procedure for rendering the system "Safe" is completed and supervised. Then
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a further separate entry is to be made using the words 'Assisted Escape System to be
placed in the PRE-FLIGHT condition'.
2. These entries are ALWAYS to be made in the Change of Serviceability Log,
whether or not Job Cards are used for other work being carried out.
2211. REMOVAL, UNLOADING, REPLACEMENT AND LOADING OF

EJECTION AND CANOPY JETTISON SYSTEMS
1. In addition to the requirements of Article 2210, the recording of any work carried
out on assisted escape systems must ensure that the following particulars are shown in
full details:
(a) Completion of the Supervisory Inspection to ensure that all safety

precautions have been complied with prior to seat removal.
(b) Details of all items unloaded.
(c) Details of all items removed.
(d) Certification of the independent checks (Article 2223).
2. Recording required by para 1 (a) to (d) above, may be made in the Aircraft
Servicing Form (Change of Serviceability Log) or on a Job Card.
3. If the work is recorded on a Job Card, the brief details of work transcribed into the
Change of Serviceability Log of the Aircraft Servicing Form must be included, where
applicable.
(a) That a part of the assisted escape system has been removed and
replaced.
(b) That the necessary independent checks have been carried out on the
assisted escape system.
2212. ROUTINE MAINTENANCE OPERATIONS
1. When a routine servicing operation becomes due, the aircraft is to be placed

unserviceable by entering the operation number, time and date in the Aircraft Servicing
Form (Routine Servicing Certificate).
2. On completion of the operation the remainder of the certificate is to be completed

as per instructions for use.
3. In addition to certifying that the work has been correctly supervised, the signature
of the senior sailor supervising the servicing operation also certifies that:
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(a) Any requirement for rectification, replacement or independent checks,

found necessary during the servicing, has been entered in the Change of
Serviceability Log.
(b) Any acceptable husbandry defects which have not been rectified have
been entered in the Aircraft Servicing Form (Acceptable Deferred Husbandry
Log), or in Husbandry Survey Operations forms as applicable.
4. Independent Inspections Adjustments and parts dismantled for access during

routine servicing operations must be entered in the Aircraft Servicing Form (Change of
Serviceability Log) if such action calls for independent inspection. The serial numbers of
work relating to the items dismantled or disturbed for access and the subsequent
independent inspection entries are to be cross referred. Entries are not required in other
cases as adjustment and re-assembly are implicit in the completion of the inspection.
5. Changes in Periodicity. When amendments to the servicing schedules alter

periodicities of routine servicing operations, the following action is to be taken:
(a) Amend the Forecast Sheet in the Aircraft Servicing Form.

(b) Enter affected operation numbers, time and date, and write "Forecast
Sheet amended in accordance with AL........" across all columns of the Routine
Servicing Certificate. The entry is to be signed by an Air Engineer Officer
or Senior Supervisory sailor in the last column.
6. Latitudes in Periodicity
(a) Latitudes in routine servicing operations which are allowed by Chapter 3

are to be shown by amending the date due in the Forecast Sheet - in red ink. The
entry is to be initialled by the Air Engineer/ Air Electrical Officer or authorised
personnel.
(b) Further latitudes when authorised by the Administrative Authority are to be

shown by Drawing a circle around the original plot and re-forecasting at the
extended time.
(c) Detailed instructions on the procedure to be adopted when latitudes in

Periodicity are granted are contained in respective parts of the Aircraft Servicing
Form, Instructions for Use.7.
7. Suspension and Resumption of Servicing.
(a) When scheduled servicing is suspended or resumed, entries are to be

made and signed by an Air Engineer/ Air Electrical Officer or authorised
personnel:
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(i) In the Change of Serviceability Log. AND

(ii) In the Servicing and Repair Record Card MOD Form 745 or the
Airframe Log Card, Form A701.
(b) Routine servicing operations which must not be suspended and other
servicing work carried out during the suspension of servicing are to be
recorded and certified in the normal manner.
(c) On resumption of servicing, the signature of the Air Engineer Officer/Air

Electrical Officer or authorised personnel clearing the entries made in paras 7(a)
(i) and (ii) above, certifies that dates when all suspended operations are next
due have been calculated by adding the number of days spent in suspension to
the dates when operations were last due. It also certifies that the Routine
Servicing Forecast Sheets have been altered to show the date when operations
are next due.
2213. RECORDING OF COMPLIANCE WITH SERVICING INSTRUCTIONS (I)

SI AND RECURRENT (I) NTIs
1. On receipt of a Servicing Instruction or recurrent (I) NTI,its reference number and

periodicity is to be entered in the Aircraft Servicing Form (Forecast sheet) in accordance
with the instructions in the (I) SI/(I) NTI.
2. Initial compliance with an (I) SI or recurrent (I) NTI is to be recorded on the

Change of Serviceability Log and all other appropriate forms.
3. The subsequent procedure for certifying compliance with the (I) SI or recurrent
(I)NTI is the same as for a routine servicing operation (Article 2212).
4. Servicing instructions or other recurrent instructions for Survival Equipment items

are to be complied with at each servicing of that equipment and to be certified on Form
as appropriate. Initial compliance only is to be recorded on SURVIVAL EQUIPMENT
FLYING CLOTHING LOG CARD.
2214. UNSERVICEABILITY OTHER THAN FOR ROUTINE UNSCHEDULED

MAINTENANCE OPERATIONS
1. Any person considering an aircraft to be unserviceable other than for a routine

servicing operation/(I)SI is to record the fact immediately in the Aircraft Servicing Form
(Change of Serviceability Log) in accordance with the instructions in the Form. The
person making the entry is to inform the officer or senior maintenance sailor in charge of
servicing the aircraft of the action he has taken.
2. The sailor responsible for carrying out and supervising the rectification work are
to complete the appropriate columns of the Change of Serviceability Log (Record of
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Work Carried Out etc) immediately on completion of the work in accordance with the
instructions in the Form.
3. Parts dismantled for access must be recorded under Record of Work Carried
Out. If an independent check of these parts is required, (Chapter 37), then the Serial
Numbers of Work relating to the items dismantled or disturbed for access and the
subsequent Independent Inspection entries are to be cross referred.
4. The signature of the Air Engineer /Air Electrical Officer or authorised person in
the end column, Change of Serviceability Log, certifies that:
(a) He is satisfied that correct action has been taken to rectify the defect and
that the clearing entry represents a record of the work carried out.
(b) The work is certified by authorised personnel and supervisory sailor.
(c) Mandatory checks or independent checks relevant to the entry have ben
called up and cross referred.
(d) If the defect involves any alteration in the basic weight, moment and
Centre of Gravity, an entry has been called up to recalculate the new basic
weight, moment and Centre of Gravity.
5. As each right hand page of the Change of Serviceability Log is cleared of

defects, An Air Engineer /Air Electrical Officer or Sailors authorised to sign the end
column is to certify at the top of the next right hand page that all previous page defects
have been cleared, including the "Previous Page Completed Certificate".
6. Use of job Cards. When a job card is being used to record the work carried out,
care is to be taken that brief details of the work completed are given in the Change of
Serviceability Log.
7. Use of Process Sheets, Work Card or Maintenance Procedures (MP) When

work is carried out in accordance with a process sheet, work card or Maintenance
Procedure, the reference number and amendment state is to be recorded in the Aircraft
Servicing Form or on the job card.
8. Use of Combined Process Sheet/Job Cards
(a) Some process sheets have been designed with space for signatures for
work carried out and are intended for photocopying for use as a pre-printed job
card. Use of the Process Sheet/Job Card as a pre-printed job card is at the user
units discretion. When used as such, strict control is to be exercised on the
numbers reproduced, and on no account must "stockpiling" take place. This is to
avoid the possible use of a job card to an incorrect amendment state. As a
safeguard, the last entry on each Process Sheet/ Job Card requires a
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supervisory sailor's signature for a check on the amendment state of the copy
used.
(b) When used as a job card they are to be reproduced (Xerox or similar) and
used in the same manner as the work certificate. The top of each page of the Job
Card is to be annotated with the originators reference number, Ship/Air Station
and continuation sheet number.
(c) When only part of a Process Sheet/Job Card is required, remaining un-
used entries are to be lined through in ink and a brief explanatory note added.
(d) Operations may be bracketed together when signing-up. Supervisory

sailors are to ensure that the forming of the brackets is clear and un-ambiguous.
(e) Some entries may require transfer to other parts of the Aircraft Servicing
Forms e.g. "Check tighten......after 10 flying hours. In these cases, the
supervisory sailor is to write across the "Operative" and "Man-Hour" columns
"Transferred to...." and certify transfer by signature in the end column.
(f) For any additional work required, on completion of that detailed in the Job
Card, new work certificate/job card to be raised.
(g) Completed Job Cards are to be filed and disposed of in accordance with
current instructions for completed work certificate.
9. Deferred Defects
(a) Entries in the Change of Serviceability Log, referring to defects which are
acceptable for flight and which cannot be rectified immediately, may be cleared
by transferring them to the Aircraft Servicing Form (Acceptable Deferred Defects
Log) in accordance with the instructions.
(b) When completing the Acceptable Deferred Defects Log, a specific date or
occasion for rectification is to be entered by the authorised person, who certifies
that the defect is acceptable for flight. When "On Receipt of Spares" is quoted as
the occasion for rectification, the appropriate demand details are to be quoted.
2215. COMPONENT REMOVAL FOR MAINTENANCE (OTHER THAN

EJECTION SEATS)
1. When it is necessary to remove a component for servicing in workshops, and

subsequently to replace the same component, the nomenclature of the component and
the serial number of the Job Card covering the work carried out in workshops are to be
entered in the Aircraft Servicing Form (Change of Serviceability Log).
2216. COMPONENT REPLACEMENT
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1. When it is necessary to remove a component and replace it by another

component, the nomenclature, serial and part numbers and issue number of the
components or equipments, installed and removed, are to be entered in the Aircraft
Servicing Form (Change of Serviceability Log).
2. Prior to installation, the modification state of a replacement component is to be

compared with that of the removed component. The replacement component is to be
brought to an acceptable standard and any amendments required made in the
appropriate parts and sections of the Aircraft Log Book.
3. If the components are lifed, the details of life expended of the component being
installed are to be entered in the Change of Serviceability Log. Full details of life
expended by the component being removed are to be recorded on the equipment label
attached to that component. The necessary amendments are also to be made to be
Forecast Sheet - Component Changes in the Aircraft Servicing Form.
4. If the components have record log cards, the record log card for the removed
component is to be replaced in the Aircraft Log Book by the record/log card for the
installed component.
5. When components are changed, any effect on the dates when routine servicing
operations next become due must be assessed and if necessary, amendments made to
the Forecast Sheet (Basic and Flexible Servicing)
6. If the components have record/log cards giving the Weight and CG Data, the
aircraft Basic Weight, Moment and CG are to be re-calculated.
2217. REPAIRS
1. When work carried out involves a repair, brief particulars of the repair and the
reference, or authority, together with relevant Batch Numbers/Material identification are
to be entered in the Aircraft Servicing Form (Change of Serviceability Log) by the sailor
responsible for carrying out the work.
2. The rectification of repairs categorised 3 or 4 are similarly to be recorded in

either:
(a) Block 1 of the Servicing and Repair Record Card.

or
(b) Section 5 of the Airframe Log Card (Form A 701).
2218. HUSBANDRY, CORROSION PREVENTION AND SURFACE FINISH
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1. Corrosion prevention measures and repairs to surface finish carried out in
accordance with topic-6 are to be recorded in Block 1 of the Servicing and Repair
Record Card or in Change Serviceability Log of the Airframe Log Card (Form A 701).
2. Husbandry defects of a minor nature which cannot be rectified immediately eg

localised areas of finish requiring touching up, superficial corrosion, specific areas
requiring cleaning, etc, are to be entered directly into the Aircraft Servicing Form
(Acceptable Deferred Husbandry Log) in accordance with the instructions. Husbandry
defects of this nature need not be entered initially in the Change of Serviceability Log.
3. Units maintaining aircraft under a Husbandry Maintenance System are to comply

with the instructions contained in Basic Maintenance Schedule.
2219. SPECIAL TECHNICAL INSTRUCTIONS (STIs), NON-RECURRENT NAVAL

TECHNICAL INSTRUCTIONS (NTIs) AND OTHER NON-RECURRENT
INSTRUCTIONS
1. Aircraft and Installed Equipment
(a) On receipt of an initial instruction, the aircraft is to be placed unserviceable

by entering the STI/NTI/SDI number and title in the Aircraft Servicing Form
(Change of Serviceability Log). Compliance with the instruction is to be recorded
by an entry in the Change of Serviceability Log and all other appropriate Forms
as required by INAP 100N-0101. For an amendment to an existing instruction,
the amendment is to be recorded only in the relevant NASDO Master List.
(b) The Change of Serviceability Log entry for STI/NTIs only may be cleared
prior to compliance by transferring the entry to the Forecast sheet basic and
flexible servicing quoting the latitude listed in the STI/NTI leaflet. Once this
latitude has expired any deferment authorised in accordance with Article 0102 is
to be recorded by amending the forecast sheet basic and flexible servicing entry
in red ink, the entry is to be initialled by the Unit ATO.
2. Uninstalled Assemblies and Components
(a) On receipt of the instruction, it is to be complied with on all equipment held

as spares in store as directed in the Instruction leaflet. Compliance with the
instruction is to be recorded on the assembly/component and also on the
record/log card where one exists. Where no record/log card exists, compliance
with the instruction is to be recorded on Equipment Label. Non-compliance is to
be clearly recorded on Equipment label.
(b) Certification of the work done is to be made on a Job Card.
3. Survival Equipment and Flying Clothing. Compliance with technical instructions

on uninstalled Survival Equipment and Flying Clothing is to be certified on MOD Form
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Jan 08
720D, M or K as appropriate and recorded on Survival equipment/flying clothing log
card.
4. Special Weapon Clearance. Where compliance with an instruction invalidates the

special weapon clearance, an additional entry is to be made in the Change of
Serviceability Log "NTI/STI/....embodied - special weapons are to be carried".
2220. EMBODIMENT OF MODIFICATIONS
1. Aircraft and Installed Equipment
(a) When it is necessary to embody a modification, the aircraft is to be placed

unserviceable in the Aircraft servicing Form (Change of Serviceability Log). The
serial number of the modification and authority for embodiment, ie AP leaflet
number or other reference number, are also to be recorded. If a modification is
embodied in part only, the state of embodiment is to be shown in detail.
(b) If the modification entails a change in the Aircraft Basic Weight and
Moment, the change is to be stated and the necessary amendments made in the
Aircraft Servicing Form (Weight and Balance Data) and also in the Airframe
Record/Log Card.
(c) The embodiment of a modification is to be recorded in either, the

Modification Embodiment Record Card or in the Airframe Log Card (Form A 701)
except as follows:
(i) Compulsory Component Modifications, Naval Service Modifications

and SOO Modifications, are to be recorded in either the Miscellaneous
Record Card or in Section 9 of the Airframe Log Card (Form A 701).
(ii) Modifications affecting components having a Record/Log card are

to be entered in either blocks provided on the Component Record/Log
Card or Section 2 and 4 of the Component Log Card (Form A 701A)
(d) The instructions for the embodiment of a modification may also state
what additional recording is to be taken.
2. Uninstalled assemblies and Components
(a) Certification of the embodiment of a modification in uninstalled

assemblies/components is to be made on a job card.
(b) The embodiment of the modification is to be recorded on the

assembly/component, or equipment log card. In other cases, the modification
leaflet will state what additional recording action is to be taken.
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Jan 08
3. Survival Equipment and Flying Clothing
(a) Recording and certification of the embodiment of a modification on

uninstalled items of Survival Equipment and Flying Clothing are made by entries
in the Survival Equipment/Flying Clothing Log Card where these exist for the
item.
(b) The modification leaflet may also state what additional recording action is
to be taken.
2221. REMOVAL OF MODIFICATIONS
1. Aircraft and Installed Equipment.
(a) The removal of a modification is to be certified in the Aircraft Servicing

Form (Change of Serviceability Log).
(b) It is to be recorded in either the Modification embodiment Record Card or

the Component Record/Log Cards (MOD Form 735/735A or Form A701A) or the
Airframe Log Card (Form A 701).
(c) If the removal of a modification entails a change in the Aircraft Basic

Weight and Moment, the change is to be stated and the necessary amendments
made in Aircraft Servicing Form (Weight and Balance Data) and either on
the Aircraft Basic Weight and Moment Record Card on in Section 7 of the
Airframe Log Card (Form A701).
(d) The above action is also to be taken when the removal of a modification
results from the replacement of a component by one of a different modification
state.
2. Uninstalled Assemblies and Components
(a) Certification of the removal of a modification from uninstalled

assemblies/components is to be made on a Job Card.
(b) It is to be recorded in assembly/component record/log cards, where

applicable.
3. Survival Equipment and Flying Clothing. Recording and certification of the removal
of a modification from uninstalled items of Survival Equipment or Flying Clothing are to
be made by deletion of the modification number from the Survival equipment/flying
clothing log card for the item where these exist.
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4. Deletion of Marking on Components. Whenever a modification is removed, the
assembly/component affected is to be examined and any markings referring to the
embodiment of the modification, deleted.
2222. RECORDING OF INDEPENDENT CHECKS ON ENGINE AND FLYING

CONTROLS
1. Whenever an independent check on engine and/or flying controls is required

(Chapter 37), the supervisory sailor in charge of the job is to place the aircraft
unserviceable by an entry in the Aircraft Servicing Form (Change of Serviceability Log
as follows:
(a) Independent check for correct assembly and locking required on...............
(b) Independent functional check required on ......... for ………… and operation
in the correct sense of ………… control (s)
2. (a) The check for correct assembly and locking is to cover those parts of the
system which have been disturbed.
(b) The extent of the independent functional check (Chapter 37) is to be

determined by an Air Engineer/ Air Electrical Officer or authorised sailor who is to
initial the entry.
3. On completion of the independent check, the supervisory sailor who actually

carried it out is to make the following entries in the 'work carried out' column of the
Change of Serviceability Log:
(a) I have checked the ..........controls and/or electrical connections

from..........to .........for correct assembly and locking in accordance with NAMM
Chapter 37.
(b) I have functionally checked the ............controls for ......and operation in

the correct sense and the appropriate cockpit indicators and gauges for correct
indication.
4. The supervisory sailor completing the independent check is to sign for his
inspection in the "supervisor column" of the Change of Serviceability Log.
5. When using aircraft job cards, the above entries may be made and certified on the
job card. Brief details of the check carried out are to be included in the description of
work carried out in the Change of Serviceability Log, eg Independent check carried out
on..........
2223. INDEPENDENT CHECKS ON ASSISTED ESCAPE SYSTEMS
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1. Whenever an independent check on an assisted escape system is required, in
accordance with Chapter 37, the supervisory sailor in charge of the job is to place the
aircraft unserviceable by an entry in the Aircraft Servicing Form (Change of
Serviceability Log) as follows:
"Independent check to be carried out on assisted escape system".
2. On completion, the supervisory sailor actually carrying out the independent check
is to clear the entry by stating:
"Independent check on assisted escape system carried out in accordance with NAMM
Chapter 37"and signing for this check in the "Supervisor" column.
3. When using a Job Card, the above entries may be made on the job card but a
statement to the effect that the independent check has been carried out must be
included in the "Record of Work Carried Out" in the Change of Serviceability Log.
2224. NON-DESTRUCTIVE TESTING
1. When NDT is required the aircraft is to be placed unserviceable in the relevant

section of the Aircraft Servicing Form.
2. Any defects found are to be entered in the Aircraft Servicing Form (Change of
Serviceability Log). Details of the work carried out during the NDT examination, the
topic - 5G reference and the part and serial numbers of the component inspected are
also to be entered.
3. Details of para (2) are also to be entered on the Servicing and Repair Record
Card or the Airframe Log Card (A 701) for Airframe NDT work or on Component
Engineering Record/Log Cards (MOD) Forms 749, 735A or 701B) for NDT work on
assemblies/components.
4. A report on MOD Form 762 - NON-DESTRUCTIVE TEST REPORT - is to be

forwarded in accordance with the instructions laid down in Chapter 7.
2225. RECORDING OF REFERENCE RPM
1. Whenever the reference RPM requires to be established (Chapter 13), the aircraft
is to be placed unserviceable by an entry in the Aircraft servicing Form (Change of
Serviceability Log).
2. On completion, the newly established RPM is to be entered in the Aircraft

Servicing Form (Leading Particulars). Previous entries are to be crossed through and
initialled by the supervisory sailor signing the relevant entry in the Change of
Serviceability Log.
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2226. RECORDING COMPASS SWINGING, ADJUSTMENT AND DEVIATION
CARDS
1. Compass swings are to be recorded as follows:
(a) After rectification work involving removal/replacement of any item which

may effect the compass heading - the aircraft is to be placed unserviceable in the
(b) As Routine servicing - called up on Routine Servicing Certificate.
2. On completion the officer or sailor responsible for the swing is to clear the entry in
the Change of Serviceability Log or Routine Servicing Certificate and sign; the signature
indicates that deviation cards have been raised and fitted to the aircraft.
2227. RECORDING OF TEMPEST TESTS
1. Tempest tests are to be called up as follows:
(a) When required to comply with a routine servicing operation, by calling the
operation up in the MOD Form 710.
(b) In all other circumstances, by placing the aircraft unserviceable in the Change
of Serviceability Log.
2. On successful completion of the Tempest Test the NAQAS/RAQAS sailor

carrying out the test is to clear the entry raised in accordance with para 1 above, his
signature indicating that the Tempest test has been carried out and that no unintentional
plain language signals were detected.
3. If the aircraft is required to fly before a successful Tempest test is carried out, the
above entries may be cleared but the following Limitation is to be recorded in the MOD
Frm 703 "Tempest test required. Secure speech system not to be used for classified
transmissions."
4. NAQAS/RAQAS sailors authorised to carry out Tempest testing may be

considered to be Self Supervisory for Tempest test purposes.
2228. TEST FLIGHTS, TAXI TESTS AND GROUND RUNS
1. When a test flight, taxi test or ground run is required, the requirement, the
certification and the result are to be fully recorded as described below:
(a) When the requirement arises due to rectification work, the original defect
is to be cleared in the Aircraft Servicing Form (Change of Serviceability Log) in
the normal manner, but concluding with the words "assessed serviceable subject
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to test flight/taxi test/ ground run SNOW......... refers". The aircraft is to be placed
unserviceable using the words "Test flight/taxi test/ground run required for.......
(state purpose).........". This entry should ideally be the last SNOW before the
flight, taxi test or ground run takes place. Where para 1 (a) applies the originating
SNOW is to be inserted in the "How Found" column of the Change of
Serviceability Log. In all cases the subsequent line on the left hand page of the
Change of Serviceability Log is to be ruled through.
(b) In the case of a test flight : When the aircraft is ready the entry in para 1(b)
is to be cleared using the words "Aircraft serviceable for Maintenance or Check
test flight". In addition to certifying the Serviceability of the aircraft for test flight,
the signature of the officer or authorised sailor in the end column of this entry
also certifies that the requirement for test flight has been placed in the flying
Requirement Log of the Aircraft Servicing Form (Flight Servicing Certificate) and
the aircrew briefed accordingly. If a Check Test Flight is to be carried out under
Continuous Charge Operation the MOD Form 707 entry is to be endorsed in
accordance with Article 1103 Para 4 (b) (i).
(c) In the case of a helicopter taxi test, engaged ground run where
engagement could take place, the Flight Servicing Certificate need not be
completed. The entry in para 1(b) is to be cleared using the words:
“Aircraft serviceable for ground run (specify type of run)". The signature of the officer or
authorised sailor in the end column of this entry certifies that the aircraft is capable of
flight in an emergency although flight is not intended and has been assessed
serviceable for the
ground run by the appropriate sailor; also that the pilot has been briefed for the ground
run and his attention drawn to any open entries in the Change of Serviceability Log. The
pilot is to acknowledge his acceptance of this by signing the ruled through space
beneath the line calling up the ground run.
(d) For ground runs and taxi test other than as stated above where the aircraft
is not required to be capable for flight the following rules apply:
(i) When all the work necessary to enable a ground run to be carried
out is complete (Chapter 42) the entry at para 1 (b) is to be cleared by the
statement "Aircraft serviceable for ground run", by the Supervisory sailor
responsible for the operation.
(ii) The person authorising the ground run is then to clear the end
column of the above entry.
(e) On completion of the test flight, taxi test or ground run,the pilot or operator
is to state in the next line on the right hand page, "Test flight either
satisfactory/not completed and (where applicable) defects entered below" and he
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is to sign in the supervisor's column (for test flight), or operator's column (for test
flight), or operator's column (for ground runs). Any data obtained during the
operation is also to be recorded.
2. The procedures applicable to MOD Form 720 when test flights are required are
given in INAP 100N-0101 Section2.
2229. RECORDING OF FLUID LEAK CHECKS ON AIRCRAFT IMMEDIATELY

PRIOR TO TAKE OFF
1. When, after a system disturbance, a fluid leak check is required immediately prior
to take-off, it is to be recorded in the following manner:
(a) On completion of the relevant servicing operation the requirement for a

leak check is to be recorded in the Change of Serviceability Log and when
applicable the SNOW number inserted in the Routine Servicing. The subsequent
line on the left hand page of the change of Serviceability Log is to be ruled
through.
(b) When the aircraft is prepared for flight the Change of Serviceability Log
entry is to be cleared using the words: "Aircraft serviceable for flight subject to
satisfactory completion of ......leak check" and the following line in appropriate
column annotated "Supervisory Report...." In addition to certifying the
Serviceability of the aircraft for flight the authorised signature in appropriate
column will also certify that the requirement has been annotated in the Flying
Requirements Log or the Flight Servicing Certificate (Aircraft by type ) (IN).
(c) Using the above procedure the FSI and pilot are cleared to accept the
Change of Serviceability LOG and to sign their respective parts of the Flight
servicing Certificate (Aircraft by type) (IN).
(d) On successful completion of the leak check the supervisory sailor is to

give a positive "thumbs up" signal to the pilot and receive an acknowledgment.
The aircraft is then cleared to take-off.
(e) As soon as possible after the aircraft is airborne the Supervisory Sailor is
to complete his written report in appropriate column of the Change of
Serviceability Log.
(f) If the flight is cancelled, the defect is to be entered in the Change of

Serviceability Log.
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2230. ROTARY WING IN FLIGHT TRACK TEST FLIGHTS AND RECORDING
OF ADJUSTMENTS BETWEEN FLIGHTS
1. The aircraft is to be prepared for test flight in accordance with Article 2228, the
open entry in the Change of Serviceability Log stating "Aircraft serviceable for tail and/or
main rotor blade Track Test Flight". Where MOD Forms 720B are in use in flight track
test flights should be conducted using the procedure laid down.
2. When ONLY tracking adjustments are required between flights, and provided a
tracking tool box/pouch is made up for the explicit purpose, an AEO/ALO may waive the
need for a turn round servicing if:
(a) No replenishments are due.
(b) The same supervisory sailor carries out the adjustment.
3. When used the open MOD Form 720B is to contain certified entries for:
(a) Tool control
(b) Details of adjustment
(c) Independent checks (Chapter 37)
(d) Serviceability of Aircraft for further flight.
(e) Pilot acceptance.
4. A pilot's report is to be entered in the MOD Form 720B or appropriate column of

Change of Serviceability Log on completion of each sorties and the above procedure
repeated within the provisions of para 2 until no further adjustment is necessary. On
completion of the test flight the Pilot's report is to be completed in appropriate column of
2231. RECORDING OF MAINTENANCE WORK CARRIED OUT ON

AIRCRAFT IN STORAGE
1. When an Aircraft is to be placed in a storage category an entry is to made in the

Aircraft Servicing Form (Change of Serviceability Log) as follows:
"Aircraft to be prepared for (Storage Category) in accordance with Topic-5N (or other
applicable instructions)"
2. Routine examinations or other servicing work carried out while an aircraft is in

storage may be recorded on job cards or in the Change of Serviceability Log. If job
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cards are used, brief details of such work are to be transcribed to the change of
Serviceability Log on completion.
3. The dates on which the Aircraft was prepared for storage and depreserved from
storage are to be recorded in either block 5 of the Servicing and Repair Record Card or
in section 5 of the Airframe Log Card (Form A 701).
4. Compliance with technical instructions and embodiment of modifications are to be

recorded and Certified in accordance with Articles 2213, 2219, 0103 and 2220
respectively.
2232. RECORDING OF MAINTENANCE WORK CARRIED OUT ON

UNINSTALLED ASSEMBLIES/COMPONENTS
1. Servicing work carried out on uninstalled assemblies/ components is to be

recorded and certified on a Job Card.
2. Equipments (assemblies and components) listed in AP INAMO (Gen) G40 and

Relevant Air Publications have Assembly/Component Record/Log cards. When the
following servicing is carried out on such equipments it must be recorded on the
Record/Log Card.
(a) Embodiment of modifications. Entries are to be made in accordance with

Article 2220.
(b) Removal of modifications. Entries are to be made in accordance with

Article 2221.
(c) Compliance with Technical Instructions. Entries are to be made in

accordance with article 2213 and 2219.
(d) Adjustments, Performance or Functional Checks. Details of any

adjustments, performance or functional checks are to be entered in appropriate
blocks of the Component Record Cards or in Section 4 of the Component Log
Card (Form A 701A).
(e) Other Servicing Work. Details of servicing work which may affect the life or
operation of a component or which involves changes of attached component
parts are to be entered in appropriate blocks of Engineering Record Cards or
Section 4 of Component Log Cards (Form A701A).
(f) Return or Transfer of the Component. On return or transfer of an

uninstalled component, the reason and any details which may assist in the
servicing, repair or defect investigation of the component, are to be entered in the
Component Record Cards or in section 4 of the Component Log Card (Form
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A701A). Where applicable, the damage or repair category of the component, the
degree of preservation and the date of last inhibition, are also to be included.
3. In the case of uninstalled items of Survival Equipment or Flying Clothing having

log cards, servicing work carried out is recorded and certified on the log card.
2233. RECORDING THE REMOVAL AND REPLACEMENT OF DETACHABLE

PANELS
1. With the exception of access doors and quick release panels the removal and
replacement of all detachable panels is to be recorded, either in the Aircraft servicing
Form (Change of Serviceability Log) or on the job card concerned with the rectification
being carried out except for Routine Servicing Operations where panel removal and
replacement is an essential part of the operation.
2. The removal and subsequent replacement of access doors and quick release
panels is considered to be an integral part of the job concerned, and a signature for the
work carried out confirms that the necessary access doors and quick release panels
had been correctly replaced.
2234. RECORDING OF MAN-HOURS
1. Man-hours are to be recorded for all work carried out on aircraft or aircraft
equipment.
2. On all Aircraft maintenance documentation the man-hours recorded are to

represent the total time taken to complete the job and the men employed on it; the
figure is to include:
(a) Supervisory man-hours.
(b) Man-hours spent by Supervisory sailor briefing tradesmen.
(c) Man-hours spent by tradesman giving assistance but not signing the job
card.
(d) Man-hours spent in reading essential publications and instructions.
(e) Man-hours spent collecting tools, equipment and spares.
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Chapter 23
DEFECT RECORDING AND REPORTING
CONTENTS
Article
2301 General
2302 Defect Recording and Reporting Instructions
2303 Instructions Regarding Initiating Defect Report and Action by Originator
2304 Actions by Other Units
ANNEX
A. Procedure for completing Defect Report IN 494(A-21)

B. Format of Defect Report IN 494 (A-21)
2301. GENERAL
1. The principal purpose of Defect Recording and Reporting is to obtain data on the
reliability and maintainability of Naval Aircraft and associated equipments which will
enable:
(a) Assessments to be made of effectiveness of remedial action taken to

improve reliability of maintainability.
(b) Headquarters staff to allocate available resources effectively, to obtain

cost effective improvements in the present and future material state of Naval
Aircraft and equipments.
2. In general all defects detected on Naval Aircraft and associated equipments are
subject to defect recording procedures.
3. Defect recording is supported by a narrative defect reporting procedure for

certain defects.
4. The principal purpose of narrative defect reporting is to provide a comprehensive

description of specified defects and the circumstances pertaining at the time of their
occurrence, with a view to supporting a detailed investigation into the cause of reported
defect, leading to possible remedial action.
5. The resources available for handling individual narrative defect reports at all stages
are necessarily limited. Narrative defect reporting of individual defects is therefore,
limited to:
(a) Important aircraft defects reported by serious defect signals.
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(b) Defects which have caused an aircraft accident or incidents not covered
by (a) above.
(c) Lifed components when found defective prior to completion of stipulated

life.
(d) Lifed components when required for review of life.
(e) At the discretion of AEO/ALO when it is considered that attention of IHQ

MoD(Navy)/ HQNA/Manufacturers should be able also drawn to the defects in
the air frame, engines, aircraft radio, weapons, GSE and all photography and
safety equipment not covered by (a), (b), (c) and (d) above.
(f) Those directed by IHQ MoD(Navy)/HQNA/AA
(g) Defects in spares or replacement item found defective on issue which

failed to meet approved pre or post installation checks. Defect reports are to be
marked “NIU” (not in use) in the top right hand corner unless the defect is
obvious design failure.
(h) Defects in packages to Defence Specifications DEF-1234A including

damage to contents incorrect contents and incorrect packages of items. Defect
reports are to be marked “NIU” in the top right hand corner.
2302. DEFECT RECORDING AND REPORTING INSTRUCTIONS
The responsibility for initiating a defect report INA 21 (IN 494) lies with the unit
holding the defective equipment at the time of discovery of the defect. Detailed
instructions for filling up Form INA-21(IN-494) are placed at Annex À`.
2303. INSTRUCTIONS REGARDING INITIATING DEFECT REPORT AND ACTION

BY ORIGINATOR
1. The defect report must be initiated within 15 days of occurrence of the defect.
The DI/DR items need to be surveyed on priority. However practical experienceshows
that delay on board ships due to prolonged deployments and non-availability of ILMS
(Air) while sailing. It is proposed that the period for raising defect report for operational
and sea going units be defined with respect to the time available alongside.
2. The equipment must be adequately preserved i.a.w. current procedures and

necessary entries made on the IN 816 Equipment Label/ ERCs/log cards.
3. The relevant information i.e. Defect Report reference etc. on IN 816 Equipment
Label must be filled in red ink.
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4. Survey voucher should bear in red ink the cross reference to Defect Report
Reference No.
5. Packages containing item subjected to defect reporting action should be

prominently marked with the symbol IN 494 within a red equilateral triangle. Dispatch of
stores recommended for DI/DR be arranged separately with expeditious mode of
transport such as passenger train through escort. These items need not wait for bulk
dispatch.
6. Items subject to defect reporting action should be packed separately and must
include a copy of the defect report.
Note I: When the item is not being surveyed to MO/NSD and

investigation/rectification is being undertaken, the unit defect report is not
required to be forwarded to MO/NSD.
Note II: In unavoidable circumstances when delay is anticipated in

surveying the item, the Survey Voucher No. is to be intimated to MO (CAS) at the
first opportunity but not later than 14 days from the date of rendering the defect
report.
7. Where considered photographs/video graphs/digital photographs may be e-

mailed separately to Main/Local Data Centres. Evidence of corrosion, cracks,
mechanical failures, damages de-laminations/ de-bonding invariably is to be supported
by photographs.
8. Main Data Centers (MDC) for any type of the aircraft will capture all data for
future reference/analysis from defect reports (INA-21) received. While the Local Data
Center (in case MDC is situated away will retain the same for reference. Various Data
Centres at NAQAS/ RAQAS are as below:
CENTRE NAQAS RAQAS(MB) RAQAS(G) RAQAS(V) RAQAS(A)
Main Sea King Chukar IL-38 KA-25 TU-142M

Data Sea Harrier Kiran Lakshya
Centre Islander KV-28 UH-3H
Dornier KM-31
Chetak Mig -29K
ALH
UAV
Local UH-3H Sea King Sea Harrier Chetak Dornier
Data Sea Harrier TU - 142M Sea King Chetak
Centre Chetak Dornier Islander UAV
UAV Chetak
Mig - 29K ALH
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9. Mandatory distribution of defects reports are as follows:
Main Data Centre - 1

Local Data Centre - 1
MO/NSD - 1
Originator - 1
With Equipment - 2
2304. ACTIONS BY OTHER UNITS
Once a defect is originated by unit the actions required on the part of other units
is listed in the succeeding paragraphs
1. Action by MO/NSD:
(a) All items surveyed by the unit to depots and classified as “Repairable” are
to be segregated and projected to MO (CAS) for identification of repair agency
(b) For components repairable within the Indian Navy as advised by MO

(CAS), raise necessary work requisitions on the concerned repair agency within
7 days. For items recommended for DI by MO (CAS), the work requisition is to
be endorsed to the effect that the items are to be subjected to DI/DR and “DI
Report required. The work requisition should bear the following information:
(i) Defect Report Reference No.
(ii) Whether log card item or not. If log card item, the log card is to be
enclosed with the defective components
(c) For components requiring defect rectification by non-Naval agencies within

the country as identified by MO (CAS) and tasked by IHQ, MoD (Navy), the
same are to be dispatched as per current instructions. The work requisition is
also to be endorsed (if applicable) as above.
(d) Dispatch of items for repair abroad, based on the indents raised by IHQ,
MoD (Navy).
(e) Intimate dispatch details of all items sent for DI/DR to concerned inspection
agencies together. The information should essentially include item Part No.,
Description, Serial No, Defect Report Reference No.
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(f) Intimate receipt details of all items received after DI/DR to MO (CAS) and
concerned inspection agencies together with a copy of Defect Investigation
Report (DIR).
Note: Items ex SG, CH, ALH, IR and UAV will be dealt with by MO(K) and item ex KR,
SH, DO and Soviet origin aircraft will be dealt with by MO(G).
2. Action by MO (CAS) :
(a) Intimate repair agency for all items repairable within the country and
recommended for DI by NAQAS/RAQAS.
(b) Put up the list of items repairable abroad and recommended for DI by
NAQAS/RAQAS to the “Repair Abroad Committee” for final
recommendation/decision.
Note: Clearance of an item for DI rests with IHQ MoD(Navy) and the
NAQAS/RAQAS will recommend whether it is necessary/worthwhile to subject
the items to DI based on the nature of defect and the state of items.
(c) Maintain complete record of defect reports and Defect Investigation

Reports for future summary prepared and promulgated by NAQAS/RAQAS
(Goa).
Note: MO (CAS), Kochi will deal with all item handled by MO(K) and MO (CAS),
Goa will deal with items by MO(G)
3. Action by NAQAS/RAQAS:
(a) Scrutinize all defect reports received with a view to establish whether DI is
warranted; if DI is recommended by the originator in Sec 7 of the Defect Report
(A 21) and forward summary of defect report to concern Material Organisation for
further necessary action.
(b) Prepare and update a defect report database and forward a quarterly
defect summary to IHQ MoD(Navy), HQNA, Command Headquarters, RAQAS,
NASDO, Air Stations, Carriers, MO (CAS). The division of responsibility between
NAQAS & other RAQAS for preparation of defects summary aircraft wise are as
given in Article 2303 para 8
(c) The defect summary should include NAQAS/RAQAS recommendations on

remedial measures as well as on requirement of DI by manufacturer.
(d) Monitor all defect reports to identify items exhibiting alarming failure rate in
order to institute remedial measure.
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Scrutinize all DI Reports received from repair agencies with a view to institute
remedial measures if necessary. Recommendations for remedial measure are to
be forwarded to HQNA for issue of necessary directives for institution of
remedial/preventive measures.
4. Action by Repair Agency: - All repair agencies are to furnish details in field 10
and forward one copy of defect report IN 494 (A21) to respective Main Data Centre with
in 15 days post DI/DR.
5. Action by Naval Liaison Cell:- NLC`s are to make necessary arrangement for
timely dispatch of one copy of defect report IN 494 (A21) to respective Main Data
Centre with in 15 days post DI/DR by HAL.
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ANNEX À’ Chapter 23
PROCEDURE FOR COMPLETING IN 494 (A-21)
1. All the 12 fields in each Section of the Defect Report Format IN 494 (A-21) are
self explanatory, however, amplifying instructions have been provided below for each
field of all the sections. Originator is responsible for correctly filling up / ensuring
necessary endorsements / signatures from Section 1 to 9 and timely dispatch
(Distribution) of the Defect Report. Meticulous and correctly verified data from Aircraft
Servicing Form / Log Card are the basic requirement for completion of all the fields in all
the Sections of the Defect Report for a faster and efficient defect investigation.
Section - I
(a) Unit Originating: Fill up the name of the Unit (Defect report is to be
originated by the unit holding the equipment at the time the defect occurred or
was discovered. The officer holding the defective equipment at the time the
defect is discovered is responsible for initiating the defect report).
(b) Defect Report Reference No: Originators reference number will be the
identification of the form and is to be quoted in all correspondence concerning
the form IN 494(A 21). Forms IN 494(A 21) from Ships and establishments are
to be numbered serially irrespective of the specialized sections or squadron
originating the report. The Defect Report Reference Number is to consist of
following four elements:
(i) Name of ship or station.
(ii) Squadron number or department.
(iii) Ships or station Serial. No. (Starting afresh each calendar year)
followed by one of the following specialized letter signifying:
(aa) Airframe - A
(ab) Engine, Power Plant of ECU - E
(ac) Electrical Instrument - L
(ad) Radio & Radar - R
(ae) Ordnance - O
(af) Propeller & Associated Equipments - PR
(ag) Photographic - PH
(ah) Ground Support Equipment - GSE
(aj) Safety Equipment - SE
(ak) Miscellaneous - M
(iv) Year of Issue: The last two digits of the calendar year
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Example:-Garuda/330/12A/06
(c) Date: The date of raising the defect report is to be filled up in this field
(d) Date of occurrence: It is to be the date the defect occurred or if unknown

when discovered.
(e) Aircraft Type/Mk/No: Write aircraft type, aircraft mark and aircraft tail
number, e.g., SHR/FRS Mk51/IN618.
(f) Airframe Hours: Write down /fill up Airframe Hours from Aircraft
Servicing Form, e.g., 1275:45.
(g) INSIG/Accident Ref: Write down Incident/Accident Signal

Reference, if raised, otherwise write `Not Applicable`, e.g. Hansa DTG
251001/Nov.
(h) Originator Ref No: (SNOW, A/C NO., Day, Month, Year): Write down/fill
up Serial Number Of Work, Aircraft No, Day, Month & Year form Aircraft
Servicing (An example is for filling up this field shown below):
S N O W I N - - - D D M M Y Y
0 2 1 5 3 I N 6 1 8 2 5 1 0 0 6
Section – 2 (An example is for filling up this section shown below)
Nomenclature Type/Mk/Sec-Reference No Serial No

(A) Aircraft/ `GSE` or
Safety Equipment
Aircraft Sea Harrier/FRS 51 IN 618
(B) Main Equipment

/Major Assembly
Blue Fox Radar -- --
(C) Sub Assembly/Component

(if applicable)
Radar Display Unit 3990-53800 520
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Section – 3 Full details of defective Part/ Component (An example for filling up
each field has been shown below)
(a) Description: Write full description of the defective part/component as per

Illustrated Parts Catalogue. E.g., Video Assy.
(b) Part No: Write part number as given in the Air Publication (Illustrated
Parts Catalogue). E.g., 3990-88020.
(c) Sec/Ref No: Write Sec/Ref No of the defective part/component as given in

Index of Reference Numbers catalogue. E.g., 5841-99-652-3070.
(d) Serial Number: Write serial number of the defective item available on the
component. E.g., 336.
(e) System: Write the name of the system the defective component pertains
to. E.g., Nav Attack System.
(f) A.P. Reference: Write the Air Publication (Illustrated Parts Catalogue) for
identification of the defective item. E.g., INAP 114C-00151-3, Chap.2-8, Fig 1,
index 2.
(g) Manufacturer’s Name: Write the name of the Original Equipment

Manufacturer as indicated in the relevant Aircraft Maintenance
Manual/Component Maintenance Manual/Log Card. E.g., Ferranti (UK).
(h) Date of Manufacture: Write the date of manufacture given on the

component /Component Log Card. E.g., 1979.
Section – 4 Log Book and Other History of Defective Part/ Sub Assembly:
(a) Hours Run Since New: Write details of the component hours run since
new available from Aircraft Servicing Form / Component Log Card.
(b) Date Reconditioned / Repaired: Write the date of recondition/repair

available from component log card.
(c) Repair / Recondition Agency: Write the name of the Repair/Recondition

Agency available from component log card.
(d) Hours Run Since Rep / Rec: Write the hours run since last repair /
recondition available from component log card.
(e) Date Last Inspected /Tested, By Whom and Hours Run Since: Write
the date of last Inspection/Test carried out on the component and hours run since
then as available from Aircraft Servicing Form/Component Log Card.
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(f) Any Other Information Relevant to the Defective Component: Any

other information relevant to the component which may have any bearing
/influence on the defective component may also be written in this field.
Section - 5 Modification State of Defective Part or Sub Assembly (As per log
card/ tally plate)
Write the Modification state of the Defective Part or Sub Assembly available from
component log card/tally plate of the component/Air Publication.
Section - 6 Narrative Report of Defect( This field is to be filled up/written by the

Officer initiating the defect report)
(a) Symptoms/Circumstances of Discovery: Write Symptoms / evidences

which lead to the defect being suspected or discovered , e.g., instrument/ gauge
readings, colour of exhaust gases, behaviour of aircraft controls, aircraft
vibrations, incorrect response to controls/switches, oil fuel consumption, noise,
smell fire, smoke, triggering of warnings etc during flying phase or during flight
servicing/ routine servicing.
(b) Defect: Write accurate description of defect in the component’s

performance/function which affects the particular system in the aircraft based on
the fault diagnosis given in the Aircraft Servicing Manuals.
(c) Probable Cause: Write probable cause of defect found from preliminary
DI/DR undertaken during rectification of the system failure.
(d) Enclosures: (Photo/Sketches, if any): Photo/sketches related to the

defect/ system failure which can help in DI/DR are to be enclosed and endorsed
in this field.
Section – 7 Specialist Officer’s Remarks (in brief):
The Specialist Officer from Work Shop is to write brief remarks about the
defective component based on the SST/condition of the defective component
and recommendation for further DI/DR.
Section – 8
Signature, Rank/Name, Designation of the Originator, Specialist Officer and

Head of Department are to be endorsed / written in this field.
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Section – 9 Survey Details :
The survey details of the defective item are to be endorsed by the

Ship/Station/Yard in this field.
Section – 10 Repair Agency’s Remarks:
Findings in brief :
(a) External / Visual Examination Details: Furnish all details of the external
condition of the defective component which may have bearing on the defect.
(b) Functional Test Report: Observations recorded during the functional test
/SST are to be endorsed.
(c) Defect Confirmed/ Not Confirmed: Endorse as appropriate the state

whether defect confirmed or not confirmed.
(d) Strip Examination Details: Endorse details of any defects related to

wear/tear/breakage/fits/tolerance /clearance of the internal parts, if any, found
during strip examination of the component/assembly.
(e) Probable Reasons / Cause of Defect: Endorse probable reasons/logic/

or actual cause established for the subject defect during DI/DR process.
(f) Reclassification: Reclassify the serviceability state/category of the

component as Repairable/Non Repairable / Beyond Economic Repair/Scrap.
Recommendations (List all suggested remedial measures to prevent

recurrence of reported defect – if required add additional sheet):
Endorse necessary recommendations to prevent recurrence of such

defects/failures in future.
Section – 11 Distributions:
Originator is required to distribute the copies of IN494 (A 21) as per the

distribution printed on the format of the Defect Report IN 494 (A 21) , the same
is given below:
Main Data Centre 1
Local Data Centre 1
Material Organisation 1
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Originator 1
With Equipment 2
Section – 12 Main Data Centre Use Only
The person who has been nominated by the Main Data Centre to process the
Defect Report is required to write his identification, signature and date in this
field.
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ANNEX `B’ Chapter 23
DEFECT REPORT - IN 494 (A21)
1. Unit Originating: Defect Report Ref No: Dated:

Date of Occurrence:
Aircraft Type /MK / No: Airframe Hours:
INSIG/ Accident Ref: Originator Ref No: (SNOW, A/C NO., Date,
Month , Year
S N O W I N - - - D D M M Y Y
________________________________________________________________
2. Nomenclature Type/Mk/Sec-Reference No Serial No
(A) Aircraft / `GSE` or
Safety Equipment:
…………………… ………………………… …………
(B) Main Equipment/Major Assembly:
(if applicable)
………………….. …………………………… …………
(C) Sub Assembly/ Component (if applicable):
………………………… …………………………… …………
3. Full Details of Defective Part/ Component:
(A) Description: (B) Part No:

(C) Sec/Ref No: (D) Serial No:
(E) System: (F) A.P. Ref:
(G) Manufacturer Name: (H) Date of Manufacture:
4. Log Book And Other History of Defective Part/ Sub Assembly:
(A) Hour Run Since New: (B) Date Reconditioned/

Repaired:
(C) Repair/Recondition Agency: (D) Hours Run Since Rep./Rec.:
(E) Date Last Inspected / Tested, By Whom and Hours Run Since:
(F) Any Other Information Relevant to the Defective Component:
________________________________________________________________
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5. Modification State of Defective Part or Sub Assembly (As per log card/tally plate):
______________________________________________________________________
__
6. Narrative Report of Defect:
(A) Symptoms/Circumstances of Discovery:

(B) Defect:
(C) Probable Cause:
(D) Enclosures (Photo/Sketches, if any :)
7. Specialist Officer’s Remarks (In brief):
________________________________________________________________
8. Signature: _____________ _______________ ______________
Rank/ Name _____________ _______________ ______________
Designation _____________ _______________ ______________
(Originator) (Specialist Officer) (HOD)
9. Survey Details:
Item surveyed to __________vide_____________ Survey Voucher No.___________
Dated _______________ (To be filled by ship/station)
10. Repair Agency’s Remarks :- (Furnish following details and forward one copy to
respective Main Data Centre i.e. RAQAS/NAQAS).
Findings in brief:
(A) External / Visual Examination Details:

(B) Functional Test Report:
(C) Defect Confirmed/Not Confirmed:
(D) Strip Examination Details:
(E) Probable Reasons / Cause of Defect:
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(F) Reclassification:
Recommendations (List all suggested remedial measures to prevent recurrence of

reported defect-if required add additional sheet):
Oi/c Repair Agency

11. Distribution:-
Main Data Centre 1 Main Data Centre Use Only
Local Data Centre 1
Material Organisation 1
Processed By:
Originator 1 Signature: Date:
With Equipment 2
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CHAPTER 24 – UNALLOCATED
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CHAPTER 25 – UNALLOCATED
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Chapter 26
RESPONSIBILITIES OF OFFICERS
CONTENTS
Article
2601. General
2602. Responsibilities of Air Engineer Officers
2603. Responsibilities of Air Engineer Officer/Air Electrical Officer OF Ship/ Air Station
2604. Responsibilities of the Squadron Air Engineer Officer/Air Electrical Officer
2605. Award of Competency to Air Technical Officers
2606. Unallocated
2607. Unallocated
2608. Maintenance Test Pilot (MTP)
2609. Officers in charge of special parties
2610. Responsibility for trials of air equipment
2611. Material Responsibilities for Air Weapons
2612. Responsibility for bulk POL installations
2601. GENERAL
1. This Chapter contains instructions applicable to officers concerned with the

maintenance and engineering support of naval aircraft, equipment, and air weapons.
2601A. AWARD OF COMPETENCY TO AIR TECHNICAL OFFICERS.
1. Air Technical Officers are posted to various Air Squadrons post completion of
their basic training at NIAT for award of competency. The certificate of competency is
awarded in accordance with the regulations contained in AP 100T-0100, Section 1.
2. It would be mandatory for the Air Technical Officers to obtain their QM, QS and
supervisory qualifications prior appearing in the board for award of competency. The
OJT schedule needs to be so tailored to ensure award of competency within the existing
time frames.
2602. RESPONSIBILITIES OF AIR ENGINEER/ AIR ELECTRICAL OFFICERS
1. Definition. The term Air Engineer Officer or Air Electrical Officer is defined in
INAP 2 as an officer of the Air Engineering or Air Electrical specialisation respectively
who has either been awarded Certificate of competency in accordance with the
regulations set out in AP 100T-0100, Section 1 or, for those officers who entered the
specialisation before the introduction of a Certificate of Competency, have been
promoted to Lieutenant Commander (General) or Lieutenant (Special Duties List).
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2. Chain of Command. During the absence of the Air Engineer/ Electrical Officer of
a Ship, Air Station, Squadron or Unit for any reason, or where one has not been
appointed, the next Senior Air Engineering/ Electrical Officer or senior most air technical
sailor is to assume responsibility for the post.
3. Air Engineering Standards and Practices. Consistent with the responsibilities set
out in INAP 2 for the Air Engineer/ Electrical Officer of a Ship, Air Station or Squadron,
all Air Engineer/Electrical Officers are responsible for ensuring that the correct
engineering standards and practices are used in the maintenance and support of Naval
Aircraft and equipment. This includes the observance of safety precautions and all
measures needed to avoid accidents leading to injury of personnel and damage to
material in their respective areas of responsibility. Instructions issued by the IHQ MoD
(Navy)and by other authorities concerned with personnel safety and the avoidance of
material damage are to be brought to the notice of personnel without delay.
4. Design Responsibility. Air Engineer/Electrical Officers do not have Design

Authority, to undertake any major modifications to aircraft on their own. Responsibility to
embody major modifications and to carry out repairs to naval aircraft and airborne
equipment is granted strictly in accordance with Air Publications or other instructions
approved by the IHQ MoD (Navy)/HQNA. However Air Engineer/Electrical Officers must
utilise their professional knowledge and skill to design minor modifications and submit
proposals as per Chapter 10 of this Manual.
5. Co-operation with other Sub-specialist officers. Air Engineer/ Air Electrical

Officers are to co-operate closely with other subspecialist officers in order to ensure the
economical use of all material and available workshop and repair facilities. In this
context, the responsibilities for spares and stores matters are given in Chapter 31.
6. Custody of Material. Air Engineer/ Air Electrical Officers are responsible for the
custody and security of all material on their charge. Such material includes airborne
equipment, ground support equipment, tools, machinery, and the associated servicing
documentation. Appropriate records are to be kept and these records are to be
available for inspection by the Air Engineer/ Air Electrical Officer of the Ship or Air
Station or by Administrative Authorities.
7. Books, Publications and Drawings. Air Engineer/ Air Electrical Officers are
responsible for dissemination of technical information to personnel concerned.
2603. RESPONSIBILITIES OF AIR ENGINEER OFFICER/AIR ELECTRICAL

OFFICER OF SHIP/AIR STATION
1. The responsibilities of the Air Engineer Officer/Air Electrical Officer of a ship or

air station are contained in INAP 2 which should be read in conjunction with this
chapter.
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2. He is also responsible for the technical content and accuracy of air engineering
proposals, reports and returns forwarded by Commanding Officer to higher authority.
2604. RESPONSIBILITIES OF THE SQUADRON AIR ENGINEER /AIR ELECTRICAL

OFFICER
1. The responsibilities of the Squadron Air Engineer Officer and Squadron Air
Electrical Officer are contained in INAP 2.
2605. AWARD OF COMPETENCY TO AIR TECHNICAL OFFICERS.
1. Air Technical Officers are posted to various Air Squadrons post completion of
their basic training at NIAT for award of competency. The certificate of competency is
awarded in accordance with the regulations contained in AP 100T-0100, Section 1.
2. It would be mandatory for the Air Technical Officers to obtain their QM, QS and
supervisory qualifications prior appearing in the board for award of competency. The
OJT schedule needs to be so tailored to ensure award of competency within the existing
time frames.
2606. UNALLOCATED
2607. UNALLOCATED
2608. MAINTENANCE TEST PILOT (MTP)
1. The MTP is responsible to the Air Engineer/ Air Electrical Officer for the formal
flight testing, as required, of all naval aircraft on which he is qualified, at the air station to
which he is appointed.
2. The MTP is to provide a report on the flying characteristics of each aircraft, as

required, in accordance with the Flight Test Schedule for the aircraft type. He is
responsible for recommending whether aircraft is "Ready for Dispatch" when allocated
to be dispatched with unrectified defects. The test pilot's signed statement of these
defects is to be attached to the Flight Test Report and sent with the aircraft documents
to the Receiving Unit.
3. The MTP is responsible for reviewing Flight Test Schedules and proposing
recommendations for changes in accordance with Article 1104 para 3 (b).
2609. OFFICERS IN CHARGE OF SPECIAL PARTIES
1. Officer-in-Charge of Special Parties are under the orders of the Commanding

Officer of the ship or air station to which they are attached, through the appropriate
Head of Department, for all matters of discipline, routine and maintenance.
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2. The Officer-in-Charge is to ensure that the party is employed upon work for
which it is established and to represent to the Commanding Officer of the ship or air
station any cases of mis-employment which may take place.
3. He is also to ensure that personnel in the unit are not penalised regarding
advancement as a result of their special duty, and is to report to his Administrative
Authority, through the Commanding Officer of the ship or air station, if he considers a
case is likely to occur.
2610. RESPONSIBILITY FOR TRIALS OF AIR EQUIPMENT
1. The Air Engineer Officer/Air Electrical Officer of a ship or air station is to make
the necessary arrangements to carry out and report any tests and trials of air equipment
for which he has been tasked.
2611. MATERIAL RESPONSIBILITIES FOR AIR WEAPONS
1. The detailed responsibilities for Air Weapons are given in Chapter 3 of INAP 2
and Chapter 1 of the Naval Magazine and Explosive Regulations (BR 862).
2612. RESPONSIBILITY FOR BULK POL INSTALLATIONS
1. The Station Air Engineer Officer is responsible for Bulk POL Installations and POL
Handling Equipments (PHE), when installed at IN Air Stations. AP 3160 Vol 2 (R.A.F
MANUAL FOR FUEL AND LUBRICANTS), and INBR-12 stipulates various procedures
to be followed for Inspection and Quality surveillance, .Emergency use of Off
specification fuels and lubricants, disposal of surplus serviceable and unserviceable
fuels and lubricants, sampling procedures, air fuel storage Installations, division of
responsibility for POL. Responsibilities for bulk POL Installation are listed below :-
(a) Receipt, custody, operating, testing and issue of aviation fuels and oils in
bulk storage installations including hydrant systems, fuel dispensers and road
vehicles.
(b) Ensuring the POL tanks dispensers and road vehicles are inspected,
maintained and cleaned in accordance with current instructions and for keeping
records of such maintenance.
(c) The training of POL installation and road vehicle operators.
(d) Inspection and maintenance of POL handling equipments.
(e) Ensuring, that all electrical power circuits and lighting in the storage areas
are kept in a good state of repair and conform to the latest relevant regulations.
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(f) Initiating action with the appropriate authorities for provision of any
equipments required to service and maintain the POL Installations, dispensers,
road vehicles and handling equipments in a good state of repair.
(g) Rendering to the Logistic Officer the weekly expenditure of aviation fuels
and oils.
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Chapter 27
DEMARCATION BETWEEN TRADES
CONTENTS
Article
2701. General
2702. Work outside normal trade demarcations
2703. Responsibility for security of detachable panels and
access doors
2704. Responsibility for secure stowage of loose articles
2705. Responsibility for oxygen systems
2706. Responsibility for air conditioning equipment
2707. Responsibility for auto-stabilisation and flight
control systems
2708. Responsibility for micro switches
2709. Responsibility for electrical components in engines
and fuel systems
2710. Responsibility for cameras
2711. Responsibility for air radio installations
2712. Responsibility for survival equipment peculiar to
aircraft
2713. Responsibility for assisted escape systems
2714. Responsibility for weapons and weapon systems
2701. GENERAL
1. Servicing schedules indicate trade responsibilities either by arrangement of the

various operations into separate sections or by annotation. This division of
Responsibility is to be applied to:
(a) All scheduled servicing except:
(i) Routine Servicing operations annotated "ANY'.

(ii) Husbandry survey operations.
(b) All un-scheduled Servicing.
2. The trade divisions and annotations in servicing schedules are broadly divided into
AE, AL, AR and AW/AO trades.
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2702. WORK OUTSIDE NORMAL TRADE DEMARCATIONS
1. In certain circumstances, maintenance sailors may be required to carry out

servicing work, or to supervise work, outside the demarcations of their normal trade. In
the majority of such cases they are to be given formal cross training. However, in
special circumstances when cross training is not possible, the Air Engineer Officer/Air
Electrical Officer of a ship or air station may authorise sailors to work or supervise work
outside their normal trade. The officer granting such authority is responsible for ensuring
that the sailor concerned has adequate knowledge of the work he is required to carry
out, and the authorisation shall only be applicable whilst the sailor is serving in that unit.
2. In all the above circumstances, before carrying out or supervising work outside
their normal trade, sailors are to have specific written authorisation, and their History
Sheets are to be annotated with the extent of this authorisation. Unless so authorised,
maintenance personnel are not permitted to work on, or supervise work on equipment
which is not the normal responsibility of their trade.
2703. RESPONSIBILITY FOR SECURITY OF DETACHABLE PANELS AND ACCESS

DOORS
1. The person finally signing for completion of servicing operations which require
removal of aircraft detachable panels and access doors is responsible for ensuring that
these are correctly refitted. This includes examination for damage, defective fasteners,
and correct adjustment of fasteners.
2. Where the panels and access doors have been removed to provide access for
more than one job, their replacement is the responsibility of the person requiring final
access.
3. Personnel carrying out Flight Servicing of the aircraft are to ensure that no
panels are missing.
4. Line Supervisor/ Tradesman is responsible to ensure that the aircraft detachable

panels and access doors are correctly refitted back by respective trade who removed it
last for aircraft flight servicing.
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2704. RESPONSIBILITY FOR SECURE STOWAGE OF LOOSE ARTICLES
1. In addition to the particular responsibility of Pilots for the secure stowage of loose
equipment before flight, it is the responsibility of all persons actually stowing articles or
items of equipment in an aircraft to ensure their immediate, correct and secure stowage.
2. If any article has to be placed in an aircraft after completion of the Before Flight or
Turn-Round Servicing it is the responsibility of the officer or supervisory sailor ordering
such action to ensure, by personal check, that the article is correctly stowed. He is also
to ensure that weight limitations are not thereby exceeded and that any panels or
hatches that have been opened or removed are securely replaced. Reference to the
relevant AP Topic 1 is to be made for the data regarding weight limitations.
2705. RESPONSIBILITY FOR OXYGEN SYSTEMS
1. The AE trade is responsible for:
(a) The servicing and testing of the main oxygen system components.
(b) The removal and replacement of aircraft oxygen cylinders and LOX
packages with the exception of such equipment fitted to Aircraft Assisted Escape
System (See Article 2713).
(c) The charging of oxygen cylinders and packages, provided for breathing
purposes only, from storage cylinders and containers.
2. The AL trade is responsible for:
(a) The servicing and testing of oxygen contents gauging systems both when
installed or removed from an aircraft.
(b) The servicing of demand regulators and instruments when removed from an
aircraft.
2706. RESPONSIBILITY FOR AIR CONDITIONING EQUIPMENT
1. The AE trade is responsible for the mechanical servicing of air conditioning

equipment.
2. The AL trade is responsible for electrical servicing on this equipment
2707. RESPONSIBILITY FOR AUTO-STABILISATION AND FLIGHT CONTROL

SYSTEMS
1. The AE trade is responsible for servicing and adjusting all mechanical linkages
between Pilots controls and control surfaces.
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2. The AL trade is responsible for servicing and testing the components and circuits
of the Auto-stabilisation and Flight Control Systems including the servo-motors, except
for items of Air Radio installations which provide information to the system.
3. The AR trade is responsible for servicing and testing the components in Air Radio
installations providing information to the system.
4. The testing of the complete installation in an aircraft is to be carried out by the AL

trade assisted by the AR and AE trades as necessary.
2708. RESPONSIBILITY FOR MICRO SWITCHES
1. The AE trade is responsible for any servicing involving removal, fitting, setting or
adjusting of all micro-switches associated with airframe or engine systems and
mechanisms.
2. The AL trade is responsible for electrical connection and disconnection, continuity

and insulation checks of micro-switches associated with airframe or engine systems and
for advising the AE sailor when such switches are electrically safe or broken.
2709. RESPONSIBILITY FOR ELECTRICAL COMPONENTS IN ENGINES AND FUEL

SYSTEMS
1. The AL trade is responsible for the removal and replacement of immersed fuel
pumps, engine electrical accessories and ignition systems assisted as necessary by the
AE trade.
(a) The servicing of such items when removed from an aircraft.

(b) The Electrical connection and disconnection of these items.
3. Tests and adjustments when installed in an aircraft are to be carried out jointly by
the AL and AE trades.
2710. RESPONSIBILITY FOR CAMERAS
(a) Electrical and mechanical repairs, modifications and routine servicing of

airborne cameras assisted as necessary by the Photographic trade.
(b) The removal of cameras for servicing or access and subsequent re-
installation.
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2. The AO trade is responsible for the alignment and servicing of mountings for
cameras associated with weapon systems.
2711. RESPONSIBILITY FOR AIR RADIO INSTALLATIONS
1. The AR trade is responsible for:
(a) The servicing of all radio units, aerials and scanners, including:
(i) Switches, relays, warning light etc.
(ii) Connectors, radio circuit cabling and power supplies from the Bus
Bar.
(iii) Rotary converters and power units which are solely part of the
radio equipment or installation. Assistance is to be given by the AL and AE
trades where necessary in servicing these items.
(iv) Detachable mountings supplied as part of an air radio installation.
(b) The servicing of components providing information from Air Radio

installations to Navigation and Weapon Computers.
(c) The removal from and installation in aircraft of all radio equipment except
items attached to armament release units.
2. AL trade is responsible for quality of power supply available at distribution boxes.

They are also responsible for testing supply at voltage control panels, choke boxes,
voltage regulators, rectifiers, batteries and rotary/static converters.
3. The AO trade is responsible for the servicing of the SONAR cable cutting circuit
and handling/stowage of sonobuoys in the Aircraft.
4. The AE trade is responsible for the servicing of:
(a) Fixed mountings, brackets and other airframe parts used for fitting ARIs,
scanners, aerials and externally carried radio equipment other than that attached
to armament release circuits.
(b) Hydraulic systems and components used in conjunction with an ARI.
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2712. RESPONSIBILITY FOR SURVIVAL EQUIPMENT PECULIAR TO AIRCRAFT
1. In non-ejection seat aircraft the AE trade is responsible for the fitting, removal
and insitu servicing of survival equipment
2. Trade responsibility for survival equipment fitted to ejection seats is given in

Article 2713.
3. In ships where no survival equipment sailor is borne, the responsibilities of the

SE trade are to be carried out by Air Engineering maintenance sailors in accordance
with Article 2702
4. Flying Clothing
(a) The SE trade is responsible for:
(i) Bay servicing of all flying clothing.

(ii) Modification of flying clothing held in storage.
(b) Aircrew and other custodians of flying clothing held ready for use are
responsible for all routine inspections up to but excluding Bay servicing.
(c) The AL trade is responsible for:
(i) The servicing of man mounted mini oxygen regulators, V type oxygen
masks, electrically heated clothing and life preserver lamp assemblies.
(ii) The servicing of the flying clothing test cabinet.
(d) The AR trade is responsible for the servicing of all radio equipment
associated with flying clothing and the test sets pertaining thereto.
5. Pyrotechnics. The AO trade is responsible for the servicing of all pyrotechnics

associated with survival equipment beyond the capabilities of the survival equipment
section.
6. SAR Equipment
(a) The SE trade is responsible for the Bay servicing of SAR equipment.
(b) Helicopter aircrew men are responsible for all routine inspections upto but
excluding Bay servicing of all SAR equipment held ready for use.
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2713. RESPONSIBILITY FOR ASSISTED ESCAPE SYSTEMS
1. Safety Precautions. Before any work is started on or around the aircraft Assisted
Escape System (AES), it is the responsibility of the supervisory sailors, of any trade,
supervising the work to ensure that the necessary safety precautions have been
observed.
2. (a) The AW/AO trade is responsible for:
(i) The AES as a whole except for items stated in this article as being
the responsibility of other trades
(ii) The fitting and removal of all safety devices associated with the
AES except as stated in para 6
(iii) The removal, replacement and "in-situ" servicing of survival

equipment and emergency oxygen sets, other than the charging of
emergency oxygen bottles (see Article 2705 Para 1(c).
(iv) The removal and replacement of electrical components and

servicing of associated AES wiring during bay servicing.
(v) Assisting the AE trade in the fitting and removal of the aircraft
canopy.
(b) The AL trade is responsible for:
(i) Servicing of electrical components when they are detached from the
AES.
(ii) Vacuum testing the barostatic time-delay units.
3. The AE trade is responsible for:
(a) Carrying out functional and leakage tests of the oxygen system in
accordance with current instructions whenever the ejection seat is replaced.
(b) Bay servicing and charging the oxygen cylinders.
(c) The fitting and removal of the aircraft canopy assisted by the AO trade.
4. The AR trade is responsible for servicing all communication systemsthat are part
of the AES.
5. The SE trade is responsible for all survival equipment when detached for
servicing.
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6. All Trades. The removal and stowage of safety pins and associated operations
prior to "take-off", and replacement of these pins after flight is the responsibility of the
seat occupant. Any maintenance sailor may assist him.
2714. RESPONSIBILITY FOR WEAPONS AND WEAPON SYSTEMS.
1. This article contains the demarcation between trades for work on weapon systems
which is the responsibility of the Air Engineering Officer. The division of responsibility for
weapons between the Air Engineering Officer and other specialist officers is given in BR
862.
(a) The power supplies from the Bus Bar which form part of the weapon
system.
(b) The stores carriage, fusing, release and jettison circuits and associated
equipment.
(c) The computer and/or instruments supplying information to the store,

stores carriage and release circuits.
3. The AW trade is responsible for the servicing and testing of manual cockpit controls
for the jettisoning of stores carriers and the release of stores from standard weapons
release units or those provided for the carriage of weapon stores.
4. The AR trade is responsible for the servicing of components which provide

information to the computer from the Air Radio Installations.
5. The AE trade is responsible for repairs, affecting the fuselage, to launching chutes
and stowages and to associated manual controls.
6. Carriage of Non-Magazine Stores
(a) When stores other than Magazine stores are carried the AO trade is
responsible for the correct attachment, crutching and security of the stores to the
release unit and for any subsequent adjustment of this nature.
(b) The final preparation of stores other than magazine items is the
responsibility of the appropriate trade.
2715. PITOT AND STATIC LINES
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1. A leak and sensing test, in accordance with the ASM is to be made as follows
(a) On every occasion when the lines have been disconnected
(b) Whenever pitot static instrument or instrument panel containing such an

instrument is lowered from its mounting position regardless of whether pitot or
static pipelines have been disconnected.
2. A sensing check is not required where drain valves only have been opened.
3. Leak checks are required after disturbing drain valves other than those of the
spring loaded plunger variety. Leak checks are not mandatory on spring loaded plunger
drain valves, unless moisture has been found to be present during checking.
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Chapter 28
QUALIFICATIONS AND AUTHORISATION OF MAINTENANCE PERSONNEL
CONTENTS
Article
2801. General
2802. Definition of authorised person
2803. Qualification to maintain (QM)
2804. Qualification to sign (QS)
2805. Supervisory sailors
2806. The aircraft charge certificate (acc)
2807. Qualifications and authorisations of detachment senior sailors (SMSS)
2808. Employment on unfamiliar types of aircraft or equipment
2809. The Flight Charge Certificate (FCC)
2810. Authorisation to use ILMS (AIR)
Annex
A Examples For Employment Sailors of AE Trade

B Examples of Employment of Sailors of AO trade
C Examples of Employment of Sailors of the AL and AR Trades
D Examples of Employment of Sailors of SE Trade
E Qualification to sign Aircraft Servicing Documents, AE,AO,AL,AR Trades
2801. GENERAL
1. This chapter and its Annexes contain instructions relating to the qualifications of
personnel employed on the servicing of aircraft and equipment. These instructions are
to be read and observed in conjunction with the following:
(a) Qualifications for personnel comprise of Qualification, awards and

certificates.
(b) Syllabus for Advancement Examination, job description of Technical/Non

Technical trades.
(c) NI 2/S/96 - The Navy (Advancement) Regulations
2. Aircraft maintenance sailors are normally to be employed on technical work in

connection with aircraft and equipment appropriate to their trade, specialisations and
experience (see Annex A, Annex B, Annex C, Annex D). Persons who have received
training or who have exceptional qualifications may be employed on work beyond the
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level indicated in Job Descriptions or outside the normal demarcation of trade
responsibilities (Chapter 27 Article 2702).
3. Commanding Officers are to make such arrangements as are necessary to ensure

that no sailor's future is jeopardised by being employed on unspecialised duties for too
long a period (more than 3 months). All such general work should be shared as equally
as possible between the personnel available and, to ensure that sailors do not undergo
more than a fair share of such duties, the periods employed on unspecialised duties and
the duties performed are to be recorded on trade History Sheets. If it should be
necessary to employ a man on unspecialised duties, the Unit AEO/ALO is to satisfy
himself that the person is still competent before being allowed to work on aircraft or
aircraft equipment. Unqualified sailors should not be employed on unspecialised duties.
4. Aircraft maintenance sailors are not to be made "Key" men in the defence
organisation in establishments, and the time spent away from their normal duties on
defence training should be the minimum compatible with maintaining a reasonable
degree of efficiency. When it is necessary in an emergency to provide guards, defence
parties, working parties, etc, from Aircraft Maintenance sailors lesser skilled sailors
should always be employed in place of higher skilled sailors whenever possible.
5. Application should be made for an aircraft maintenance post to be considered as a

Key Billet where the duties of ratings filling it require special training of some length not
normally covered in a rating's career.
2802. DEFINITION OF AUTHORISED PERSON
1. The term Authorised Person used in Naval Aircraft Documentation means:
(a) An Air Engineer Officer (AEO)/Air Electrical Officer (ALO).
(b) A sailor of the Air Engineering/Air Electrical sub-specialisation authorised

by rank or qualification or Additionally authorised.
(c) An Aircrew Officer qualified as in Chapter 2.
(d) A sailor of the aircrew branch qualified as in Chapter 2.
(e) A sailor of the aircrew branch qualified as in Annex D.
(f) A civilian maintenance person who is authorised.
2. All additional authorisations granted lapse on ceasing to be employed in the

position for which the authorisations were granted, or at the end of the period specified
in the authorisation.
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3. Additional authorisations granted to Flight Senior Maintenance sailor lapse when
the flight returns to the Parent Unit. However, at the discretion of the Squadron
AEO/ALO, some or all of these additional authorisations may be retained when the
Flight returns to the Parent unit.
4. All authorisations granted by rank and qualifications may be temporarily

suspended in order to gain experience at local management discretion. Any further
extension of suspension must have prior approval of the Administrative authority.
2803. QUALIFICATION TO MAINTAIN (QM)
1. The guidelines for the award of QM are contained in AP 100T-0100, Section 1 for
Air Engineering mechanics and for Naval Airman (SE) trade sailors. Prior to the award
of the qualification, sailors are permitted to assist qualified sailors who are to assume
full responsibility for all work carried out. The qualification allows sailors to be employed
in their own trade under supervision, on certain servicing work on the specified type of
aircraft or equipment and to sign for such work recorded in the Change of Serviceability
Logs or Routine Servicing Records. It does not permit sailors to carry out flight Servicing
Operations without supervision.
2. Air Engineer/ Air Electrical Officers of Units are to ensure, by examination or by a

period of employment under supervision, that all sailors newly joining a Unit have an
adequate knowledge to maintain a specified aircraft or equipment fitted, notwithstanding
any previous award of the QM qualification.
3. Supervisory sailors are deemed to be Qualified to Maintain all Naval aircraft types
and equipment in their trade.
2804. QUALIFICATION TO SIGN (QS)
1. The regulations for the award of QS are contained in INAP 100T-0100, Section 1
for Air Engineering Mechanics. Only sailors awarded this qualification are permitted to
carry out, without supervision, Flight servicing Operations in their own trade and aircraft
replenishment and to sign for this work in the Flight Servicing Certificate. The QS
qualification allows sailors to carry out and sign for this work only on types of aircraft
and equipments for which they hold a QM qualification.
2. Air Engineer/ Air Electrical Officers of units are to ensure that sailor who have
newly joined a unit and who hold the QS qualification are fit to carry out the duties
permitted by the award. The qualification may be withdrawn temporarily, and
subsequently reinstated at the discretion of the unit ATO, for non-supervisory sailors
who have been employed away from aircraft work The QS can be awarded again after a
period of 1 month if documentation is familiarized.
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2805. SUPERVISORY SAILORS
1. More experienced and senior persons are required to supervise the work
undertaken by other persons. The specific checks to be carried out during this
supervision are detailed in Chapter 37. The guidelines for the award of various levels of
Supervisory status are contained in INAP 100T-0100, Section 1. It is the responsibility
of the Air Engineer/ Air Electrical Officer of the Ship or Air Station to ensure that the
awarding of additional authorisations be undertaken only if there is any critical
requirement.
2. Limited Supervisory Status (LSS).
(a) Technical sailors below the rate of confirmed Petty Officer may be granted
LSS at the discretion of the unit AEO/ALO. A certificate of Competency to
supervise aircraft maintenance work in a limited capacity is to be awarded on the first
occasion a man is granted LSS. (INAP 100T-0100 Section 1 Annex A).
(b) The authorisations granted following the award of a Limited Supervisory

Certificate are, in each case, to clearly define the types of work for which the
sailor may act in a supervisory capacity.
(c) The authorisations granted to a Limited Supervisory sailor lapse

automatically when the sailor is transferred to another unit.
3. Supervisory Status
(a) Supervisory status is granted to Air Engineering/ Air Electrical/ Air Radio/
Air Weapon and Survival Equipment sailors as a result of gaining a Certificate of
Competency to supervise in accordance with the guidelines contained in AP
100T-0100 Section 1.
(b) Supervisory status may be temporarily withdrawn or reduced to limited

supervisory status at the discretion of local engineering management if a sailor's
previous employment has resulted in a lack of experience of servicing work on
aircraft or equipment, or if the unit Air Engineering/ Air Electrical Officer is
dissatisfied with a sailors technical ability.
4. Senior Supervisory Status.
(a) The granting of Senior Supervisory Status authorises the holder to:
(i) Place an Aircraft serviceable in the change of serviceability log.
(ii) Sign for the rectification of limitations or acceptable deferred defects in

appropriate form.
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(iii) Certify page completed on the change of serviceability log.
(iv) Sign Transfer Certificate of Power Check record.
(v) Co-ordinate Aircraft Job Cards.
(vi) Sign as Flight Servicing Inspector.
(vii) To authorise aircraft ground runs and test flights
(b) Senior Supervisory Status may be granted by the Unit Air Engineering/ Air
Electrical Officer to Aircraft Artificer/Mechanician 3rd class or above who do not
hold an Aircraft Charge Certificate.
(c) Exceptionally, Chief Aircraft Fitters may be authorised to act as

Senior Supervisory sailors. Such authority may be granted only by the Air
Engineer Officer of the ship or air station and may not be delegated. The
following conditions are to be applied:
(i) There must be a real need for additional Senior Supervisory sailors in
the Squadron or Unit.
(ii) Sailors so authorised must have exceptional ability and the

necessary experience.
(d) The award of Senior Supervisory Status is to be recorded in the sailor's

History Sheet.
5. Self Supervision
(a) Supervisory sailors may be authorised by the Unit Air Engineer/ Air Electrical
Officer to be self-supervisory and to sign in the appropriate columns of the
Aircraft Servicing Form for the supervision of the work carried out by themselves
having defined the work area.
(b) Sailors holding Limited Supervisory Status may be authorised by

the Unit Air Engineer/ Air Electrical Officer to be self-supervisory for routine bay
servicing operations only.
(c) Any work which requires an independent supervisory check must,

always, be checked by another supervisory sailor.
6. Records of Supervisory Status. Units are to record all local supervisory

authorisations granted to sailors. The Air Engineer Officer / Air Electrical of the Ship or
Air Station is to scrutinise these authorisations at regular intervals.
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2806. THE AIRCRAFT CHARGE CERTIFICATE (ACC)
1. The guidelines for the award of an Aircraft Charge Certificate are contained in AP
100T-0100, Section 1. The award of the Certificate confers automatically the same
authority granted to a Senior Supervisory Sailor (as set out at Article 2805).
Note........
The Aircraft Charge Certificate does not allow the holder to defer aircraft defects
and enter limitations without additional authority.
2807. QUALIFICATIONS AND AUTHORISATIONS OF DETACHMENT SENIOR

SAILORS (SMSS)
1. The following sailors may be authorised as Detachment SMS by the unit ATO.
(a) Master Chief Aircraft Artificers.
(b) Aircraft Artificer/Mechanician 3 rd class or above, provided they:
(i) Have served for at least one year as Aircraft Artificer/Mechanician

rd
3 class or above.
(ii) Have served a total of atleast 15 months in a Squadron or flight.
(iii) Have been granted Senior Supervisory Status.
(iv) Are considered by the unit ATO to be competent for the type of
the detachment envisaged with particular regard to the detachment length
and the number of aircraft involved.
2. Detachment SMSs are to be authorised for individual detachments and the

authorisation lapses on return to parent Air Station. However, Master Chief Artificers
may be authorised for the duration of their stay in the squadron/unit.
3. Where possible detachments are to be used as experience for potential SMSs and
ACC holders.
4. Whilst on detachment the SMS may not defer defects or enter limitations in the
aircraft's servicing form, unless he is specifically authorised, and is an ACC holder. Non
ACC holders should not normally be given this authority. The detachment SMS must
consult with the unit or parent Station Duty ATO. These entries are to be initialled by the
Detachment Commander/First Pilot to certify that this verbal check has been made. Any
such entry is to be oversigned by the unit ATO on return to the parent Squadron.
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2808. EMPLOYMENT ON UNFAMILIAR TYPES OF AIRCRAFT OR EQUIPMENT
1. Sailors are to be given adequate instruction and are to work under supervision
before being employed on unfamiliar aircraft or equipment.
2. Flight Servicing of visiting aircraft, when no sailor with QM qualification on type are
available, may be carried out by specially selected sailors who have been authorised by
an Air Engineer/ Air Electrical Officer of an appropriate unit and approved by the Ship or
Air Station Air Engineer/ Air Electrical Officer.
3. Instructions for the servicing on visiting non IN aircraft are contained in Chapter
16.
2809. THE FLIGHT CHARGE CERTIFICATE (FCC)
1. The conditions for eligibility for the award of Flight Charge Certificate (FCC) to
supervisory sailor are as follows:-
(a) Holding the rank of Masterchief Aircraft Artificer/Mechanician I and II or

Chief Aircraft Artificer/Mechanician or AA3/AM 3.
(b) Professionally qualified for CHAA/CHAM and should have spent a total of
15 months in the respective flight / squadron.
(c) Necessary technical ability, personal quality and capable of organizing

and taking charge of maintenance of independent flight.
2. The guidelines for award of an FCC are to be same as that of ACC as contained
in AP 100 T–0100, Section 1.
3. The award of certificate does confer automatically the same authority granted to
a Senior Supervisory Sailor (as set out at article at 2805).
4. The FCC does not allow the holder to defer aircraft defects and enter limitations
without additional authority.
2810. AUTHORISATION TO USE ILMS (AIR)
1. An Officer from every aviation unit is assigned with a “DBA” role. ILMS (Air)
center, Kochi assigns this role by providing a default password. The Officer is then
responsible for introducing the users into the system with appropriate roles
corresponding to their responsibilities and authorises them to use the ILMS (Air)
system.
2. Only authorised users are permitted to use the ILMS (Air) system. User can
logon to the system by his/her own ID (For Service Personnel it is his/her Personal
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Number and for civilians it is his/her GPF Number). Users are responsible for
maintaining his/her password and should not pass their password to other users. Users
are to change their password every 15 days.
3. The Commanding Officer/SAEO/SALO/HOD of the unit to authorise an

appropriate officer with the duties of DBA by written orders. The Officer with the “DBA”
role is responsible for the following:-
(a) To introduce users into the system.
(b) Removing users of the unit, from the system, on their transfer / release
from service.
4. Upon the transfer / retirement of the Officer assigned with DBA duties, he/she
should authorise another Officer as the “DBA” under intimation to ILMS (Air) centre in
Kochi.
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ANNEX A Chapter 28
EXAMPLES FOR EMPLOYMENT SAILORS OF AE TRADE
NAVAL AIR MECHANICS (NAM)
1. The training received by these sailors is mainly practical and is confined to the
simpler maintenance operations. No training is given in any operations requiring the use
of metal cutting tools, drills, files etc.
2. Examples of suitable work are:-
(a) Flight Servicing of aircraft and airborne equipment, when QS.
(b) Routine inspections of aircraft, airborne equipment and ground equipment.
(c) Simple rectification of defects including limited repair by replacement.
(d) Assisting more experienced sailors in the servicing of air equipment, both
(e) on aircraft and in workshops, and in the associated maintenance control,

documentation and stores liaison duties.
3. Before becoming QM &QS these sailors are to be employed in assisting qualified

and experienced sailors who will be responsible for the work carried out. The work of
nonqualified sailors is therefore to be limited to that which can be closely supervised
and can be proved to have been carried out satisfactorily by observation during and on
completion of the work.
4. Special consideration is to be given to the employment of Specially Selected

Naval Air Mechanics and potential mechanician candidates so that they may gain as
much experience as possible.
LEADING AIR MECHANICS (LAM)
1. These sailors have successfully completed the Leading Air Mechanics course and
have received additional training in aircraft systems and components, air engineering
practices, ground equipment servicing, and elementary principles of supervision.
Through experience they may have acquired knowledge of the removal of components
and repair by replacement.
2. They are competent to undertake to a greater degree all the duties of a Naval Air
Mechanic (NAM) and, in addition, the following examples:-
(a) Taking charge of and co-ordinating the Flight Servicing of an aircraft.
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(b) Maintenance of less complex ground equipment and motor transport in a
supervisory and/or working capacity.
3. They may be awarded limited supervisory status and may be made self
supervisory for routine servicing operations on the authority of the Air Engineer Officer
of the Ship or Station.
PROVISIONAL ACTING PETTY OFFICER AIR FITTER (PROV. Ag.POAF).
These sailors have no additional technical qualifications and are to be employed on the
technical duties relevant to Leading Air Mechanics.
PETTY OFFICER AND CHIEF PETTY OFFICER AIR FITTER (POAF & CPO AF) AND
ABOVE
1. These sailors have received more extensive training in the details of aircraft
assemblies and systems and their common faults; air engineering practices; ground
equipment servicing procedures, documentation and workshop organization; the duties
and responsibilities of supervisory sailors. Their training and experience make them
technically competent to supervise the work of Junior sailors, as authroised by the Air
Engineer Officer.
2. Examples of suitable employment are:-
(a) Routine Inspections of aircraft in a supervisory and/or working capacity.
(b) Diagnosis and rectification of the simpler defects in aircraft systems and
their components.
(c) Embodiment of modifications and fulfilment of technical instructions,

excluding those on Aircraft which require the skilled use of metal cutting tools.
(d) Routine bay servicing of components in workshops.
(e) Servicing of ground equipment and motor transport.
(f) As senior sailor of a squadron servicing unit or as Flight Servicing

Inspector.
(g) As senior sailor of sections such as Aircraft Finish Shop, Tyre Bay,
Ground Equipment, Fuel Party, Crash and Salvage Party etc.
(h) ASUCO or squadron stores liaison duties.
(j) Maintenance administration duties such as AMCO Defect Recorder,

ATO's Writer.
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(k) Technical regulating duties.
AIRCRAFT ARTIFICERS (AA) AND AIRCRAFT MECHANICIAN (AM)
1. These sailors have received a comprehensive technical and Aircraft training to

enable them to undertake the more complex servicing operations on air equipment and
the management of maintenance organisation and the experience and additional
qualifications gained after training, they are competent to undertake the following duties
in a supervisory and/or working capacity in addition to the work listed for non artificers
as above.
Examples of suitable employment are:-
(a) Non-routine inspections and surveys of aircraft and equipment.
(b) Diagnosis and rectification of the more complex defects in aircraft systems
and components.
(c) Investigation of and reporting on technical defects in equipment.
(d) Embodiment of modifications and fulfilment of technical instructions

requiring use of specialised tools and equipment.
(e) Selecting suitable repair schemes and carrying out such repairs on Aircraft
and ancillary equipment.
(f) Fabrication of replacement items for airframes, engines and ancillary

equipment.
(g) Servicing of air equipment which requires work shop facilities and involves
the use of specialised tools and equipment.
(h) Carrying out detailed functional and performance checks.
(j) As senior sailor of trade workshop or a squadron maintenance unit.
(k) As senior sailor of an independent unit or detached flight.
(l) Instructional duties in the advanced subjects in technical training schools.
(m) Inspection duties.
(n) Duties with special parties such as SMPs Station organisation and Salvage
Organisation eg., servicing appraisals of new aircraft and equipment, preparation
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of inspection schedules, Aircraft surveys and major "on site" repair and
modification programme.
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Jan 08
ANNEX B Chapter 28
EXAMPLES OF EMPLOYMENT OF SAILORS OF AO TRADE
NAVAL AIR ORDNANCE MECHANICS (NAOM)
1. The training received by these sailors is mainly practical and is confined to the
simpler maintenance operations in their specialisation. No training is given in any
operations requiring the use of metal cutting tools, eg drills, files etc.
2. Examples of suitable work are:-
(a) Arming and re-arming of aircraft under supervision.
(b) Routine flight servicing inspection
(c) Routine inspections of aircraft, airborne equipment and ground equipment

particular to their trade.
(d) The custody, preparation for use, and supply of explosive stores under
supervision.
(e) Simple rectification of defects including limited repair by replacement.
(f) Assisting more experienced sailors in the servicing of air equipment both
on aircraft and in workshops, the associated maintenance control and
documentation schemes, and the Naval Air and Gunwarf storekeeping duties.
NOTE:
Before becoming QM and QS these sailors are to be employed in assisting

qualified and experienced sailors who will be responsible for signing for the work carried
out. The work of non-qualified sailors is, therefore, to be limited to that which can be
closely supervised and can be proved to have been carried out satisfactorily by
observation during and on completion of the work.
LEADING AIR ORDNANCE MECHANICS (LAOM)
1. These sailors have successfully completed the Leading Air Ordnance Mechanics
course and have received additional training in the mechanical aspects of aircraft
weapon systems and equipment, general engineering practices and the elementary
principles of supervision. Through experience they may have acquired knowledge of the
removal of components and repair by replacement. They are competent to undertake to
a greater degree all the duties of a Naval Air Ordance Mechanic (NAOM) and in
addition, the following examples:-
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(a) Supervision of aircraft arming/re-arming, Aircraft routine inspections and
simple rectification tasks, as authorised by the Air Engineer Officer.
(b) Supervision of inspections and rectification of ancillary equipment, eg test

rigs and ground equipment.
PROV ACTING PETTY OFFICER AIR ORDNANCE FITTER (PROV Ag.POAOF)
1. This rank brings no additional technical qualification. These sailors are to be

employed on technical duties relevant to Leading Air Ordnance Mechanics (LAOM).
PETTY OFFICER AND CHIEF PETTY OFFICER AIR ORDNANCE FITTER (POAOF
&CPOAOF) AND ABOVE
1. These sailors have received more extensive training in the details of the
mechanical aspects of aircraft weapon systems and equipment and their common
faults; air engineering practices; ground equipment servicing; servicing procedures,
documentation and workshop organisation particular to Aircraft weapon systems and
the duties and responsibilities of supervisory sailors. Their training and experience
make them technically competent to supervise the work of junior sailors as authorised
by the Air Engineer Officer.
2. Example of suitable employment are:-
(a) Routine inspections of aircraft in a supervisory and/or working capacity.
(b) Diagnosis of defects in the mechanical components of aircraft weapon

systems and carrying out the necessary rectification within their skill of hand.
(c) Embodiment of modifications to equipment (other than guns, gun

components and aircrew escape equipment) and the fulfillment of technical
instructions excluding those requiring the skilled use of metal cutting tools.
(d) Routine servicing of components in workshops in a supervisory and/or

working capacity.
(e) Technical regulating and divisional duties.
(f) Arming of aircraft in a supervisory and/or working capacity.
(g) Storekeeping of Naval Air, Gun wharf stores and explosives.
(h) Supervision of the preservation and depreservation of armament

equipment.
(j) As the senior sailor of, or within, the Air explosives Supply Party.
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AIRCRAFT ARTIFICERS (WEAPON) AND AIRCRAFT MECHANICIANS (WEAPON)

AA(W)/AM(W)
1. These sailors have received a comprehensive technical and aircraft training to

enable them to undertake the more complex servicing operations on armament
equipment and systems technically, on general air equipment in aircraft, and the
management of maintenance organisations.
2. Subject to the aircraft limitation above and to the experience and additional
qualifications gained after training, they are competent to undertake the following duties
in a supervisory and/or working capacity in addition to the examples given for Petty
Officer and Chief Petty Officer (POAOF & CPOAOF).
(a) Non-routine inspections and surveys of aircraft armament and armament

equipment.
(b) Diagnosis and rectification of the more complex defects in aircraft

armament systems and components.
(c) Investigation of and reporting on technical defects.
(d) Embodiment of modifications and fulfilment of technical instructions

requiring the use of specialised tools and equipment and in all cases on guns,
gun components and aircrew escape equipment.
(e) As the senior sailor of the Air Weapon workshops.
(f) Instructional duties in the advanced subjects in technical training schools.
(g) Inspection duties.
(h) Duties with special parties such as SMPs eg servicing appraisals of new
Aircraft and equipment, preparation of inspection schedules, book writing duties
etc.
(j) They may be employed in charge of, or as the senior sailors of, any Air
Weapon Unit, Section or Party, other than an Air Explosives supply Party, in a
supervisory or administrative capacity and in the technical co-ordination of all
trades employed in aircraft servicing.
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ANNEX C Chapter 28
EXAMPLES OF EMPLOYMENT OF SAILORS OF THE AL AND AR TRADES
ELECTRICAL MECHANICAL (AIR) (EMA) ELECTRICAL MECHANICS (AIR RADIO)

(EMAR)
1. The training received by these sailors is mainly practical and confined to the more
simple first and second line servicing operations, including the rectification of aircraft
defects by the replacement of selected components but not including operations
requiring the use of metal cutting tools, drills, files, etc.
2. EMA and EMAR sailors employed in workshops should normally carry out the
type of work appropriate to their ultimate category.
3. Examples of suitable work are:
(a) First Line inspection of aircraft.
(b) Second Line inspection of Aircraft.
(c) Simple rectification of Aircraft defects including limited repairs by

replacement.
(d) Assisting more experienced sailors in Aircraft and component servicing.
LEADING ELECTRICAL MECHANIC (AIR) (LEMA) LEADING MECHANIC (AIR

RADIO) (LEMAR)
1. These sailors who have passed the LEMA or LEMAR qualifying Course have
been trained as appropriate to their specialization, but to a more extensive scale, than
that received during their initial training course.
2. These sailors are fitted for limited responsibility and may be awarded Limited
Supervisory Status and be supervisory for routine servicing operations on the authority
of the Air Engineer Officer/Air Electrical Officer of the ship or station.
3. Examples of suitable work are:
(a) First Line Inspection of Aircraft in a limited supervisory or working

capacity.
(b) Second Line Inspection of Aircraft in a limited supervisory or working

capacity.
373 RESTRICTED
Jan 08
(c) The diagnosis of defects in Aircraft and components and the resulting
rectification. The use of test equipment and simple hand tools but excluding the
use of metal cutting and other tools requiring a degree of skill of hand.
(d) Servicing simple components in workshops in a limited supervisory or

working capacity.
(e) Assisting more experienced sailors in servicing complex equipment or

components.
PETTY OFFICER ELECTRICAL (AIR) (POELA) AND CHIEF ELECTRICIAN (AIR)

(CHELA) AND ABOVE, PETTY OFFICER ELECTRICIAN (AIR RADIO) (POELAR) AND
CHIEF ELECTRICIAN (AIR RADIO) (CHELAR) AND ABOVE.
1. These sailors and Acting Petty Officers who have successfully completed the
Qualifying Course have received extensive training in the diagnosis and rectification of
defects in aircraft and components.
2. They are to be employed generally on:
(a) Second Line Inspection of aircraft in a supervisory and/or working

capacity.
(b) Diagnosis of defects in Aircraft systems and their components and

carrying out the necessary rectifications.
(c) Embodiment of modifications and fulfilment of technical instructions.
(d) Supervision of the preservation and depreservation of Aircraft.
(e) Rectification work on the Aircraft or in the workshops requiring the use of
hand tools but excluding the use of metal cutting tools. The use of all types of
test equipment.
(f) Technical regulating and Divisional Duties.
ELECTRICAL ARTIFICERS (AIR/AIR RADIO) AND ELECTRICAL MECHANICIANS

(AIR/AIR RADIO)
1. These sailors have received extensive training in highly skilled maintenance work
on aircraft electrical or radio installations and equipment, organisation and
administration of maintenance, the duties of supervisory sailors, diagnosis of defects
and the general use of machine tools.
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Jan 08
2. Accordingly, to satisfy the relevant Articles concerning the qualifications and
duties of Supervisory sailors, they are to be employed, as well as on skilled servicing
work, as follows:
(a) As senior sailor in workshop when applicable.
(b) On general duties in workshops.
(c) As senior sailors in Aircraft maintenance offices.
(d) As senior sailor in charge of First and Second Line Servicing Units.
(e) On inspection duties.
3. Electrical Artificers (Air/Air Radio) Acting 4th Class on completion of training have
little or no practical experience, and are not permitted to carry out supervisory duties.
However, when the Air Engineer Officer/Air Electrical Officer of the ship or station is
satisfied that they have gained sufficient experience, he may authorize their
employment in a supervisory capacity.
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ANNEX D Chapter 28
EXAMPLES OF EMPLOYMENT OF SAILORS OF SE TRADE
NAVAL AIRMEN SECOND CLASS (SAFETY EQUIPMENT) NA (SE) II
1. The training received by these sailors enables them to be employed on the

inspection, packing and maintenance of all items of safety equipment under supervision.
Such work should be that of assisting more experienced sailors for which the
experienced sailors take full responsibility by signing servicing documents.
NAVAL AIRMAN SECOND CLASS (SAFETY EQUIPMENT) NA (SE) II (ON

ATTAINING AGE OF 17)
1. These sailors may be granted QM award in accordance with Article 2802 when it
is considered they have gained sufficient experience.
2. They may be employed on the inspection, packing and maintenance of those

items of equipment for which they have been qualified. In these instances they are to
sign for work undertaken in columns pertaining to 'sailors responsible for the work' on
form A49.
NAVAL AIRMAN FIRST CLASS (SAFETY EQUIPMENT) NA (SE) I
1. The training received by these sailors enables them to be employed on the

inspection, packing and maintenance of all items of safety equipment and flying
clothing. For all work undertaken, they will sign the column pertaining to 'sailors
responsible for the work' in documentation used in Aircraft servicing.
ACTING LEADING AIRMAN (SAFETY EQUIPMENT) Ag. LA (SE)
1. These sailors may be employed as for Naval Airmen First Class (SE) I.
They are authorised to supervise the work of Safety Equipment sailors above and to
sign in ' supervisory' column of relevant log cards, provided they have passed SE 2
course.
LEADING AIRMAN (SE) PETTY OFFICER AIRMAN (SE) AND CHIEF AIRMAN (SE)
1. They are qualified to sign appropriate columns of all relevant log cards when
authorized by SESO. This award is to be strictly controlled to meet current
requirements. Sailors thus authorized be noted in the SESOs register.
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CROSS-TRAINED AIRCRAFT MAINTENANCE SAILORS-LEADING RANK AND
BELOW
1. These sailors may undertake work on all equipment in which they have been
trained at School for Naval Airmen. They may sign appropriate log cards in the column
pertaining to 'sailor responsible for the work'.
CROSS-TRAINED AIRCRAFT MAINTENANCE SAILORS - PETTY OFFICER AND

CHIEF PETTY OFFICER AND ABOVE
1. These sailors may undertake work on all equipment in which they have been
trained at the school for Naval Airman. They may supervise the work of cross-trained
junior sailors and sign appropriate log cards in the column appertaining to 'Supervisory'.
They may, at the discretion of the Air Technical Officer, be allowed to supervise their
own work, signing in both appropriate columns of all relevant log cards.
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Jan 08
ANNEX E Chapter 28
QUALIFICATION TO SIGN AIRCRAFT SERVICING DOCUMENTS.

AE, AO, AL, AR TRADES
Qualifi- Basic Sailor Authorised to sign aircraft

Cation Requirement Servicing form or aircraft
document
Mod FORM 700 Form INA. 700
Nil Nil 1.Mechanic 2nd class Nil Nil

2. Artificer Apprentic
Qualified Passed QM 1.Mechanic 2nd class 1. Mod FORM 707/1 1. Part4

To main- Board and above & 2 “Signature of Col 8
tain(QM) operative
2.Artificer 5th 2. Mod.FORM 710 2. Part 5(b)

class and above “Signature of Col 4, 6(AE)
operative” 12(AL) 14,
16
(AR), 18(O)
Qualified Over 17 1.Mechanic 2nd class As above and. As above and.

To sign year age and above 1.Mod FORM 705 1. Part 3,
Col.3
(QS) Passed QS and 706 to 11 and
13
board
(AE),14&34(O)
Limited Passed Leading 1.Acting Leading Rank As above and.. As above and
Super- Rank Qualifying 2. Leading Rank 1.“Signature of 1. Part 4 Col 2.
visory courses and 3. Prov.Ag. Petty supervisor in 2. Part 5(b)Col
status authorised by Officer and above Mod FORM 707. 5&7(AE),
19(O)
ATO/ALO 4.Ag.Artificer 4th 710 & 704A 13(AL) 15&
Class and above 17(AR) &21
3. Part 2(c)
Col
and 9
4. Part 6(d)
(e)
& (f) Col.7.
(Within any
limitations
determined
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Jan 08
by
ATO/ALO)
2. (As flight Part 3. col.15

servicing when
specifica-
Inspector if lly
nominated
specially by ATO
authorised
by AEO/ALO
Supervi- Passed Petty 1. Leading If autho- As above. As

above.
sory Officer Rank rised by With no With no
Status Qualifying 2. Acting AEO/ALO limitation limitation
Course Petty
Officer
3. Petty Officer
and above
4. Mechanician 4th
class and above
5. Artificer 4th class
and above
Senior Personal 1. Artificer 3rd As above and placing As above

and
Supervi- authorization class and above aircraft serviceable Part 2(b)
Col.12
sory by the AEO/ALO 2.Mechanician 3rd Removal of limitation Part 4
Col.12
Class and above log MOD FORM
703 (Red). Removal of
defect from Acceptable
deferred defect log
(MOD FORM 704)
Green.
Servicing Personal authori- Sailors selected and Flight Servicing Mod Flight
Servicing
of unfami sation by the authorised by the Form 705 Part 3,
Col.15 liar visi- AEO/ALO AEO/ALO
379 RESTRICTED
Jan 08
ting
Aircraft
Qalifi- Sailors authorised to sign column of

cation Mod Form Form A 700 SE Log Card Flying
700 A 49 Clothing
Log Card
A3
Nil Naval Airman (SE) II Nil Nil Nil Nil

( Non QM )
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QM Naval Airman (SE) II Nil Nil Section 3 & Column
(Minimum 17 years of age, 4 column (c) “Sailors
when authorised by SESO) responsible
AM& QS Naval Airman (SE) I & Section 5 Part 4 Sections 3& Column
Above (Passed SE2 Course) Mod 707/2 Column 8 4 Column (C) “Sailor
“Signature
responsible
of operative
Column
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Jan 08
Chapter 29
CIVILIAN MAINTENANCE PERSONNEL AND CONTRACTORS REPRESENTATIVES
CONTENTS
Article
2901. General
2902. Civilian craftsmen - qualification to sign aircraft servicing and maintenance
document
2903. Civilian personnel - employment on supervisory duties
2904. Civilian personnel - transfer
2905. Contractors technical representatives
2906. Maintenance of Naval Aircraft by civilian contractor
2901. GENERAL
1. Civilian personnel at Naval air stations and flight test sections at Aircraft yards,
employed on the servicing of Naval Aircraft, are to comply generally with the instructions
laid down for Service maintenance personnel. Exceptions are given in the articles
below.
2. This chapter also contains instructions relating to contractors' technical

representatives. Instructions concerning contractors' employees carrying out work on
naval Aircraft in a contractor's working party are contained in chapter 17.
2902. CIVILIAN CRAFTSMEN - QUALIFICATION TO SIGN AIRCRAFT SERVICING

AND MAINTENANCE DOCUMENT
1. Civilian craftsmen/craftswomen of Fitter airframe/engine and electrical

specialisation employed in Naval Aircraft establishments are to be informed in their
letters of appointment that when they have gained sufficient experience they may be
liable for employment within the regulations contained in the Naval Aircraft Maintenance
Manual. Should this requirement arise it will be necessary for them to undergo special
training and examination.
2. The Commanding Officer or Officer-in-Charge or Superintendent of Naval Aircraft

Yard may authorise suitably qualified civilian craftsmen to sign the Flight Servicing
Certificate of the Aircraft servicing form, within their craft qualification for specific Aircraft
types, provided the craftsman has been examined by an appropriate specialist officer
nominated by the Commanding Officer or Officer-in-Charge or Superintendent of Naval
Aircraft Yard. The examination is to ensure that the candidate is conversant with the
Aircraft servicing schedules for the Aircraft type concerned and that he has a
satisfactory knowledge, within his craft, of the functions of the aircraft components,
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controls and systems, including rectification of defects, and also the use of Aircraft
servicing documents.
3. Civilian craftsmen are to be examined separately for each Aircraft type and
successful candidates' records are to be endorsed "Qualified to Sign" "Aircraft
Type........"
4. This qualification enables craftsmen to be employed on Flight servicing work (ie

normally unsupervised) on Aircraft types for which they are qualified and to sign for
such work in the Flight servicing Certificate of the Aircraft servicing form.
5. This qualification does not permit any duties of a supervisory nature to be carried
out or recorded.
6. Commanding Officers or Officer-in-Charge or Superintendent of Naval Aircraft

Yard in addition to keeping records of all craftsmen so qualified, are to provide a copy
each of Certificate for successful candidates.
7. Facilities should be made available for civilian craftsmen to gain experience on

Aircraft servicing work and they should be encouraged to qualify for employment on
servicing of further types of Aircraft.
2903. CIVILIAN PERSONNEL - EMPLOYMENT ON SUPERVISORY DUTIES
1. Civilian craftsmen employed in the grade of Technical Supervisor (Chargeman)

when authorised are allowed to sign for work of a supervisory nature.
2. They may also be authorised.
(a) To sign as the Flight servicing Inspector.
(b) To place Aircraft serviceable.
3. Should a Technical Supervisor (Chargeman) be reverted to Fitter grade he is not

allowed to continue his employment in the capacity of supervisor for any aircraft
servicing work.
4. Records are to be maintained of all civilians authorised to sign for supervisory

duties and copies of Certificates are to be given to each man.
2904. CIVILIAN PERSONNEL - TRANSFER
When a civilian craftsman is transferred from one establishment to another, a copy of

his qualifications is to be forwarded to the new establishment.
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2905. CONTRACTORS TECHNICAL REPRESENTATIVES
1. The services of Contractors Technical Representatives in IN ships or

Establishments can be arranged upon the recommendation of HQNA to whom initial
application should be made. Requirements should be reviewed annually by HQNA and
forwarded to IHQ MoD (Navy) Contractual procedures differ between firms and
requirements for unscheduled visits by representatives are to be signalled to HQNA and
repeated to IHQ MoD (Navy)/AA.
2. Immediately when the services of a representative are no longer required, HQNA

and IHQ MoD (Navy)/AA are to be notified.
3. A contractor, or contractor's representative, cannot be held responsible for any

accident or failure of equipment which may result from the acceptance, by station
officers or sailors, of incorrect advice given by him.
4. Representatives are expected to be specialists in the equipment supplied by their

parent firms and, as such, their advice may normally be regarded as sound, but it must
be emphasised that an officer or sailor who elects to take such advice, where it is
contrary to official instructions, must take the full responsibility for so doing.
5. When, therefore, the advice given by contractors or their representatives

contradicts existing regulations, it should not normally be acted upon but the matter
must be reported in accordance with the current defect reporting procedure.
Consideration will then be given to the necessity or otherwise of amending the relevant
instructions.
6. If any civilian technical representative of an aircraft firm working in an aircraft

carrier or at a Naval Air Establishment ashore at home or abroad, becomes a casualty
through enemy action, accident or sickness, a signal report is to be made immediately
by the Commanding Officer of the ship or establishment concerned, to the IHQ MoD
(Navy) quoting this Aircraft.
2906. MAINTENANCE OF NAVAL AIRCRAFT BY CIVILIAN CONTRACTOR
1. The aircraft of some Second Line Naval Air Squadrons may be maintained by
civilian contract. The contractor is responsible for providing the necessary maintenance
personnel including technical management. The responsibilities of the Air Engineer
Officer/Air Electrical Officer of the air station arising from this arrangement are specified
in the contract, copies of which are forwarded to IHQ MoD (Navy)/HQNA &
Administrative authorities and Commanding Officer of the air station at which the
Squadrons based.
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CHAPTER 30
NETWORKED LOGISTICS MANAGEMENT AND DECISION SUPPORT SYSTEM
CONTENTS
Article
3001 General
3002 Supporting Units
3003 Functions
3004 Wide Area Network
3005 Modules
3001. GENERAL
1. A good inventory management system helps in efficient planning and movement

of items in a logistics chain. The Integrated Logistics Management System (Air) (ILMS
(AIR)), designed and developed in-house is the backbone of air stores logistics in Naval
Aviation, providing the quickest and most efficient means of delivery of serviceable
spares to maintenance units.
3002. SUPPORTING UNITS
1. The ILMS (Air) system supports the following units: -
(a) Squadrons / Air Stations / Aircraft Yard (Client Module)
(b) Material Organisations / Naval Store Depots (Depot Module)
(c) Headquarters Naval Aviation (HQNA Module)
(d) IHQ MoD (Navy) (IHQ MoD (Navy) Module)
(e) HQWNC / HQENC / HQSNC (Command Module)
(f) NASDO
(g) NAQAS / RAQAS (QA module)
(h) Naval Liaison Cell (NLC Module)
(j) NLAO (Audit Module)
(k) AAEHU
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3003. FUNCTIONS
2. The ILMS (AIR) system provides networked online functions of logistics stores,
material management, audit, procurement, budgeting and decision support functions.
3004. WIDE AREA NETWORK
1. The ILMS (Air) Wide Area Network covers the aviation units in the following
geographical locations: -
(a) New Delhi: - IHQ of MOD (Navy) (PDNAM, ACNS (Air)).
(b) Mumbai: - HQWNC (CATO), FOCWF (FATO), CDA(MB), INS Viraat,

Kunjali II, all shipborne flights and NASDO Cell (MB).
(c) Vizag: - HQENC (CATO), INS Dega, MO (V) and all ship borne flights.
(d) Kochi : - HQSNC (CATO), NAY (K), INS GARUDA, MO (K), JCDA(K) and
all ship borne flights.
(e) Goa: - HQNA, NAY (G), INS Hansa, MO(Goa), BSF, NASDO, RAQAS(G),
DCDA(G) and all ship borne flights.
(f) Arakonam: INS Rajali, BSF and JCDA (Chennai).
(g) Naval Air Station, Ramanathapuram
(h) Port Blair: - INS Utkrosh and all ship borne flights.
3005. MODULES
1. The “Client” module provides air logistics functions at all air stations,
aircraft yards and flights. All functions of stores are online, in real time from units
to depots. The transactions are available in real time to concerned units.
2. The “Depot” module provides all the logistics functions and interfaces
between, units, HQNA, IHQ, repair agencies. Functions of provisioning (ARD)
and local procurement are available.
3. The “HQNA” module provides management information, material,

resource allocation, and planning facilities. Review of ARD, allocation of assets
and decision support systems are included in the module.
4. The “CATO” module provides information to Headquarters on the status

of assets available under the Command.
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5. The “NAQAS” module provides information on status of aircraft and
indigenized items.
6. The “NASDO” module provides functions for introducing indigenized

items and vendors in the system.
7. The “A&EHU” module provides functions for transferring and accepting

aircraft to and from non-naval overhaul agencies. Functions to demand, issue
and survey items on behalf of the aircraft / engine under overhaul are available.
8. The “NLC” module provides functions to monitor the status of repair

orders of components and aircraft / engine loaded on non-naval agencies. The
module provides facility to monitor the items issued to the agency from depot.
9. The “Audit” module provides online audit facilities to NLAO at the offices
of the auditors. The module provides all the data required for total audit of
ledgers of unit and depot.
10. The “IHQ” module provides comprehensive information and decision

support. Functions to monitor on assets, material management, resource
allocation, budgeting, provisioning and procurement are available.
3004. Responsibilities of The Director (Chief System Administrator) .
1. The Director also designated, as the Chief System Administrator is

responsible for the administration and functioning of ILMS (Air) network,
hardware and software. He ensures security and integrity data and appropriate
methods, practices, and procedures are in place at all locations to prevent and
recover the data from natural and man made causes of destruction.
2. He is responsible for the design and implementation of new features and

functions authorized for inclusion in the system.
3. He is responsible for maintaining the core competence and continuity of

expertise to design, implement, manage and support the software, network and
hardware of the ILMS (Air) system at all locations.
3005. Responsibilities of Software Development Team
1. The software development team is responsible for errorless generation of

code based on approved procedures and rules of logistics functions defined in
INBR 2 and on policy directives from HQNA.
2. The team leader is an Officer designated as the ‘Senior Software

Developer’. The team is responsible for continuously evaluating the existing
functions. The team incorporates approved changes, to improve the speed and
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efficiency of execution, without compromising on the integrity of the data and
breaking the rules of logistics.
3. The team is responsible for recording the changes to functions and the
source code.
4. Apply revisions and corrections to the modules originating from software

review, new requirements and/or user inputs. Maintain record of revision /
version control of software and its related forms.
3006. Responsibilities of Network Administration Team
1. The team leader is an Officer designated as ‘Network Administrator’. The

team is responsible for maintaining the network ‘Up’ at all times.
2. The team will liaise with appropriate authorities for complaints about LAN
and OFC cable and VSAT connectivity between local as well as remote
geographical locations connected in the Wide Area Network.
3. The team will ensure maximum utilization and availability of networked

services to all users at all locations.
4. The team is responsible for implementing the network security policy

based on current policies and instructions of IHQ, MoD (Navy).
3007. Database administration team
(a) Implement Backup, Disaster Recovery Procedure and System

Administration Manual.
(b) Monitor database growth and ensure sufficient space in servers located in
the central, remote and stand-by sites.
(c) Synchronise central database with remote sites by replication.
3008. Regional System Administrator (RSA) at Various Locations
(a) Provision of run-time support for the ILMS (AIR) users.
(b) Maintenance of the ILMS (AIR) hardware in the respective ILMS(AIR) site.
(c) Implementation of the ILMS (AIR) Security Policy and system

Administration Policy on site.
(d) Training and rendering competent advice to the local users.
(e) Ensuring maximum uptime of the Leased Line and VSAT networks in the
respective local loop.
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CHAPTER 31
AIR STORES SERVICING
CONTENTS
Article
3101. General
3102. Classification of Air Stores
3103. Identification of Air Stores
3104. Not in Vocabulary Items (NIV)
3105. Air Stores Establishment (ASE)
3106. Squadron Mobile equipment
3107. Demanding Procedure
3108. Reciept of Items
3109. Survey of Items
3110. Packing of Air Stores
3111. Air Stores Control
3112. Robbing for spares
3113. Air Engineering / Air Electrical Equipment – instructions for conditioning and
Return.
3114. Servicing and Preservation of Air Engineering / Air Electrical Equipment.
3115. Annual Review of Demands (ARD)
3116. Air Stores Control Organistation (ASCO)
3117. Local Manufacture of Spare parts for Aircraft and Equipment
3118. Terminologies
3119. War Reserve Spares
Annex
A Form of robbing chit
3101. GENERAL
1. All Air Engineer Officers, Air Electrical Officers and Air Technical sailors must
have a working knowledge of Air Stores Management and Logistic procedures
applicable to Naval Aircraft and associated equipment as air stores management has a
direct bearing on aircraft servicing, maintenance and production.
2. This chapter contains general informantion on air stores management for

personnel associated with aircraft servicing maintenance and repair.
3. Specific instructions regarding naval and air stores required for the maintenance
of naval aircraft are laid down in INBR 12 and AP 830 series.
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3102. CLASSIFICATION OF AIR STORES
1. Stores for Naval Aviation purposes fall under two main categories Viz Air Stores
and Naval Stores
2. Air stores comprise of a spare parts of aircraft, engines and aircraft associated
systems primarily used for aircraft servicing, maintenance and repair. Details of these
spare parts are provided in the aircraft and equipment illustrated parts catalogue or
other air publications as published from time to time and authorized by Integrated
Headquarters of Navy (PDNAM).
3. Naval Stores specifically used for aircraft use viz Aircraft General Spares, POLs,
AHCP items, etc and other stores used for servicing, maintenance and repair of naval
aircraft constitute such stores.
4. Air Stores directly affect the performance of an aircraft and are thus required to
confirm to specific aeronautical standards as stipulated. Hence air stores as required to
be supplied accompanied with a conformity certificate from the OEM. As part of the
procurement procedure, air stores requiring inspection are to be inspected and certified
by NAQAS/ RAQAS so as to ensure the items supplied meet the stipulated specification
and conditions.
5. All air stores are classified under the following headings:-
(a) Permanent Stores These are stores which are permanent in nature and
are reused after overhaul or servicing. Hence such stores are not consumed or
appreciably altered in use. These stores have considerable functional
importance, which have a high unit cost and has a substantial scrap value.
Permanent items also have a distinct serial number.
(b) Consumable Stores These are stores other than permanent stores.
These are generally utilised or worn out during use and their scrap value is
negligible.
(c) Quasi Permanent Stores These are stores that are consumable in
nature, however are classified as permanent items due to their cost and scrap
value. Such stores do not have serial numbers.
6. Permanent, Quasi permanent and Consumable stores are identified by referring

to the classification provided in the Air Stores Establishment (ASE), Aircraft / Equipment
publication/ illustrated parts catalogue or the ledger details as per ILMS (Air).
3103. IDENTIFICATION OF AIR STORES.
Air stores used by naval aviation are identified by their part number as listed in
the aircraft / equipment illustrated parts catalogue or any other related aircraft
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document. Part numbers of Items which have been provisioned and transacted would
be available on the ILMS (Air) data base.
3104. NOT IN VOCABULARY ITEMS (NIV).
NIV items pertain to air stores which are listed in the aircraft / equipment
publications however have not been provisioned or held. If considered essential for
aircraft maintenance / repair, NIV items can be added in the air stores inventory subject
to approval of Headquarters Naval Aviation, Goa.
3105. AIR STORES ESTABLISHMENT.
1. Air stores authorised to units are laid down in Air Stores Establishment (ASE) for
each aircraft by type. The ASE is divided into three sections as enumerated below:-
(a) ASE for Ground Support Equipment This section list the authorization
in description and quantity of ground support equipment, test equipment, tools
etc authorized for each unit which are required towards maintenance of aircraft
and its associated equipment.
(b) ASE for Permanent Stores. The description and quantity of

permanent stores authorised to a unit for a particular aircraft are indicated in the
ASE for permanent items. This generally pertains to rotables and quasi
permanent items and the quantity in the ASE is to be regarded as the maximum
authorised.
(c) ASE for Consumables. The description and quantity of consumable
stores required authorised to a unit, for a particular aircraft are indicated in the
ASE for consumable items. These items pertain to consumables required for
routine aircraft inspection, fast moving spares and BDS for servicing / repair of
rotables. The quantity of consumable stores in the ASE is estimated for meeting
the requirements of four to six months consumption. Hence the quantity in the
ASE is to be used as a guide for units so that spares for present and future
aircraft and component tasks are readily available in their stock.
2. Revision of ASE. If actual experience shows increasing or decreasing

requirement of air stores or including items not earlier provided, the existing ASE can be
revised. While increase in consumables can be amended by increasing the quantity in
the ASE, increasing the range of permanent items will require procurement of additional
assets or holding sanction as sufficient items may not be in stock. Accordingly, units
requiring amendment to ASE should forward recommendations to NASDO, Goa for
taking up the case with Headquarters Naval Aviation and Integrated Headquarters of
Ministry of Defence (Navy) / PDNAM.
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3106. SQUADRON MOBILE EQUIPMENT (SME).
1. SME consists of a limited range of stores viz GSE, Rotables and Consumable
spares essential for the efficient operation of a particular aircraft type and mark, in all
the roles assigned to that aircraft for the period of embarkation, detachment or
operations.
2. The range and scale of stores in the SME is to be prepared by the squadron /
flight taking into account the period of detachment, the operational tasking and the
availability of items authorized in the ASE. In the event of the additional spares being
required over and above that authorized in the ASE, the unit may approach the
Command Headquarters / Headquarters Naval Aviation, Goa for approval on temporary
loan. Post approval demands are to be raised for the items on the respective material
organisation. Units are to ensure that the items issued on Ty Loan by the material
organisation are surveyed / returned on completion of the detachment.
3. The range of stores eligible for consideration as SME is not restricted to that
required to operate the Aircraft, but can include survival equipment, management aids
etc.
4. Review of SME lists may be carried out based on user’s experience. The range
and scale of stores should generally conform to the ASE. If items in addition to the ASE
are required, a case for amendment to ASE would have to be initiated by the unit. On
approval of the amended ASE, the range and scale of the SME can be amended.
3107. DEMANDING PROCEDURES.
1. Air stores permanent or consumable can be demanded either for use on an

aircraft or for holding in stock against ASE. Demands can be raised as per the urgency
of requirement as stipulated below:-
(a) AOG for immediate requirements

(b) SOTC for special operational and training commitments
(c) URR on an urgent repair required basis
2. To ensure air stores frequently required are available, user units should ensure
stocking of items against their ASE. Based on the consumption pattern of these items,
minimum stock level and lead time for supply from the depots, user units should raise
replenishment demands in a consolidated manner so that their ASE is replenished at
regular intervals thereby ensuring availability of essential air stores at all times.
3. In the event of items not being listed in the ASE, demands should be raised
against the individual aircraft or for a component/rotable. Demands should be projected
to the respective material organisation well in advance so as to ensure the spares
required are available in time. Some of the situations warranting raising of such
demands are as follows:-
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(a) Prior to routine inspections (both calendar and flying hourly based).
(b) For rectification of defects.
(c) For replacement of lifed components.
(d) For servicing / repair of rotables.
(e) Other maintenance tasks / as per requirement of units.
4. The numbers of demands raised and the quantity of items projected have a direct
bearing on procurement of air stores. Incorrect demands especially in large quantity
lead to incorrect procurement and over stocking. Hence, it is important that all
personnel raising demands ensure that demands are accurate in nature viz correct part
number, description, quantity and other relevant details in accordance with the IPC/
relevant document.
3108. RECEIPT OF ITEMS.
1. All air stores issued are to be taken on charge on the electronic ledgers as per
the store housing procedures. Thus air stores issued by the material organisation
should be receipted in the respective unit air stores prior handing over to the air
squadron / department. This is essential to provide an accurate availability of the
inventory across the Navy.
2. Once the air stores are taken on charge their location marking and binning
details are to be updated. This would ensure that air stores are located in a systematic
manner and not in an individual dependent way.
3. The receipt of items issued by the material organisation is audited by the NLAO.
Therefore, it is imperative that the receipts are reflected on the system with out any
delay as and when the items are physically received. Any discrepancies where in the
system indicates that an item has been dispatched and item not received beyond the
normal transit time are to be reported to respective material organisation immediately.
3109. SURVEY OF ITEMS
1. The survey of air stores is a very important activity as this has a direct bearing on
the availability of permanent items in stock and the float both of which are essential to
meet future demands. Every endeavor should be made by the unit demanding any
permanent item to survey the existing item held at the first available opportunity.
2. In the event of items being surveyed as pre survey and the aircraft subsequently
getting allotted / transferred to the next unit, the list of items pre surveyed are to be
attached with the aircraft transfer form.
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3110. PACKING OF AIR STORES.
1. Air stores are costly and scarce resources. It is, therefore, essential that items
are properly packed when being transported from one place to another. The following
guidelines should be complied with during transportation of air stores
(a) The responsibility for ensuring correctness of packing lies with the unit
surveying the air stores. This includes suitability and serviceability of the packing
cases.
(b) All items should be suitably packed. Stores should be initially covered in
polythene sheet suitably secured with adhesive tape. The item should thereafter
be placed in a suitable box with sufficient packing material so that no damage
occurs in transit. All relevant documents viz label, log card, defect report, RRA
and discrepancy list if required etc should accompany the item also suitably
packed.
(c) Once the item is packed, the container should be suitably sealed so as to
withstand environmental and transportation conditions. Items once sealed by
QAC should not be opened / disturbed by store depots handling the item while in
transit.
(d) All packing cases should have all relevant markings. Emphasis on
handling of the said item should be marked on the container which should be
clearly visible. Viz Delicate item, Handle with Care, Arrow for correct side up
(e) For expensive / costly items units surveying the stores should carry out
packing in association with the QAC / Depot where considered necessary.
3111. AIR STORE CONTROL
1. The Air Engineer Officer / Air Electrical Officer of a Ship or Air Station, in
conjunction with the Logistics Officer, is to establish an Air Stores Organisation so as to
ensure that most effective use is made of Stores associated with aircraft maintenance
2. A Logistics Officer appointed in an air station or ship would be responsible for the
air stores and logistic activities pertaining to air stores.
3. An Air Engineering / Air Electrical officer or air technical sailors should be made
available to the air stores to assist the air logistic officer in the usage of air stores and
on air technical issues. The air technical officers / sailors are responsible for ensuring
that the spares and stores held are used solely for the purposes for which they are
supplied and that demands for spares and equipment are consistent with the task. In
particular AEO/ALO shall ensure that the priority of demands is no higher than that
necessary
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4. Some of the main issues that should be monitored by the Air Stores are:-
(a) To maintain a list of mandatory / high consumption spares required for

aircraft maintenance, repair of rotables and other maintenance tasks.
(b) Ensure that sufficient stock of these spares is held as per ASE. If such
mandatory / high consumption items are not authorised, initiate action for
including the same in the unit ASE.
(c) Ensure that replenishment demands for the ASE are raised in time taking
into account lead time for supply so that sufficient spares are stocked. The
demand is auto generated in ILMS (Air) however necessary action for the same
is to be initiated by the user on issue/consumption of ASE.
(d) Ensure additional demands for aircraft and repair of rotables are raised in
the correct range and scale.
(e) Ensure items issued by the material organisations are taken on charge at
the earliest post receipt.
(f) Ensure items held repairable are surveyed at the earliest with proper
packing and all relevant documents.
3112. ROBBING FOR SPARES
1. The transfer of air stores from one aircraft/ equipment to another due to non
availability of the item in stock is known as Robbing. The transfer of robbed items
between aircraft or equipment is only to take place in an extreme emergency or towards
an operational requirement.
2. No robbing is to take place until all sources or supply have been thoroughly
investigated through the Air Stores/ Material Organisations and it has been established
that the item cannot be supplied at an early date
3. Robbing of spares is uneconomical and doubles the maintenance effort for

rectification; it also disguises problems of supply which would otherwise be highlighted.
4. An aircraft or equipment is never to be robbed to such an extent as to cause the

eventual restoration of the Aircraft or equipment to be beyond Unit resources, or to
make the Aircraft or equipment unfit for use for a prolonged period.
5. Necessary approval is to be sought prior to robbing and documentation

completed prior to robbing of an item.
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6. Details of AOG occurrence and action by various units are amplified in INAP 2
Chap 84.
3113. AIR ENGINEERING /AIR ELECTRICAL EQUIPMENT – INSTRUCTIONS FOR

CONDITIONING AND RETURN
1. The act of “Conditioning” an item of equipment requires an authorized person to

determine and state whether an item is serviceable and, if not, whether it is repairable
and in broad terms where such repair should be effected. A high degree of reliance is
placed on the conditioning undertaken on ships and air stations. For instance,
equipment assessed as serviceable by a user unit and returned through normal supply,
channels will be re-issued to another user without further action to confirm serviceability.
Similarly equipment incorrectly conditioned for test or repair may enter directly into
lengthy and expensive industrial reconditioning process resulting in reduced
utilization/availability and incurring unnecessary repair costs.
2. Air Engineering / Air Electrical Equipment is defined, for the purposes of

conditioning, as items of naval and air stores associated with Aircraft and its associated
equipment / systems.
3. Conditioning Occasions. Conditioning of equipment is to be undertaken prior to:
(a) Transfer from one line of maintenance to another eg from 1st to 2nd line.
(b) Movement between 2nd line workshops/maintenance facilities for stages of

servicing.
(c) Return to 3rd or 4th line via the Supply organisation or a Direct Exchange
Scheme.
(d) Return to the Material Organisation for stocking / re-issue.
(e) Transfer between aircraft (Robbing)
4. Conditioning terms to be used. The following terms are to be used:
(a) SERVICEABLE. The equipment is fit for immediate use and capable of
performing its designed function.
(b) REPAIR WHILE YOU WAIT. The equipment requires Servicing/Repair

beyond 1st line capability but within 2nd line capability.
(c) REPAIRABLE. This term is to be used when a 2 nd line facility is unable to

establish the serviceability state of an item.
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(d) UNSERVICEABLE. An item confirmed, by a 2nd or 3rd line facility, as
unserviceable and requiring servicing beyond the depth authorized for
conditioning line.
(e) SCRAP. The equipment is unfit for its designed use and cannot be
repaired economically.
5. Personnel authorized to condition equipment. All personnel who are authorized

to supervise aircraft maintenance work may condition air engineering/air electrical
equipment, provided that the equipment is within their trade specialization. In this case
conditioning is certified by signature, printed name, rank and date.
6. No equipment with a fixed life is to be returned as “Serviceable” unless a useful

proportion of its life remains. This is to be assessed by an authorised person,
consulting his AEO/ALO as necessary.
7. Yards are only authorised to sentence the air stores as ‘scrap’, BER or BLR
8. Small Ships Flights/Detachments. When Flights are embarked or aircraft are

detached from their parent air station, equipment beyond repair/servicing using local
resources is generally to be conditioned “Repairable” and returned through supply
channels. Exceptionally, after consultation with the Logistics Officer, the items may be
conditioned “Repair while you wait” for return to the parent air station subject to the
following:
(a) Repair is known to be within parent air station capability.
(b) Equipment is in short supply.
(c) Equipment is easily transferable to the parent air station.
9. Labeling of equipment. Before signing or stamping the condition and safety

certificate on the equipment label, the person conditioning the equipment is to ensure
that the label is fully and correctly completed.
10. Physical preparation. The person conditioning an item of equipment is to ensure

that it is properly prepared for subsequent movement and storage. He is responsible for
ensuring the following:
(a) Appropriate safety measures for handling and movement have been
taken.
(b) Adequate measures are taken to protect equipment against damage

during movement or deterioration whilst in store, eg, preservation and providing
of banks/shrouds/protective covers fitted, etc.
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(c) An item is not deficient of any components other than when such
deficiencies are the cause or unavoidable result of a defect and are recorded on
the equipment label.
(d) All accessories supplied as part of the item are securely attached to, or
packaged together with the item, eg connectors, test leads, adapters etc.
(e) If the item is one for which an Engineering Record Card (ERC)/Log Card
(LC)/ Passport is kept, ensuring that the lifing details are completed correctly, the
card placed in a protective cover and securely attached to the item.
(f) Completing the appropriate equipment label and attaching it securely to

the item.
(g) Packing the item in a special-to-type container whenever such a container

has been provisioned for the item.
(h) Where the equipment label attached to the item is obscured by the
packaging, securely attaching a completed duplicate equipment label to the
outside of the package.
(j) Checking that equipment which can be loaded with explosive devices is
unloaded and all spent cartridges are removed. The safety certificate on the
equipment label is to be completed to this effect.
3114. SERVICING AND PRESERVATION OF AIR ENGINEERING/AIR ELECTRICAL

EQUIPMENT
1. The Air Engineer Officer/Air Electrical Officer of a ship or air station is

responsible for ensuring that arrangements are made with the Logistic Officer/ Air
Stores officer for the servicing and preservation of Air Engineering/Air Electrical
equipment held in stores.
2. Compliance or non-compliance with STIs, SIs and other technical instructions

applicable to spare equipment held in stores is to be recorded on the Equipment Label.
Where as item is packaged or re-packed after an instruction has been complied with, is
to be marked on each identification label associated with the package.
3. Air Engineer/Electrical Officers holding spare items of equipment on their charge

are responsible for their servicing, preservation and for ensuring that they are held in a
state ready for immediate use.
3115. ANNUAL REVIEW OF DEMANDS
1. The Air Stores provisioning is carried out annually. The salient features of the
ARD review are as follows:-
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(a) The provisioning review is carried out each year with the basic data of
assets and liabilities as on 01 Apr of each year.
(b) The ARD is prepared in two parts viz the ‘Aircraft ARD’ for aircraft spares
and ‘Component ARD’ for components / rotables repair.
(c) The aircraft ARD for each type of aircraft is to be prepared in the following
parts:-
(i) Major spares viz rotables.

(ii) Minor spares viz consumables.
(iii) Ground Support equipment.
(d) The component repair ARD is also to be prepared with the following parts
:-
(i) Major Spares viz PCBs , Sub Assemblies

(ii) Minor Spares viz consumables
2 The schedule of activities and responsibilities towards the preparation of an

accurate ARD are appended below.
3. Annual repair Task. An annual repair task for aircraft and rotable/
component repair is promulgated by Jan of each year. The repair task is prepared by
the material organizations based on inputs of repair agencies and the trend of repairs
undertaken during the last five years. The repair task is thereafter examined by
Headquarters Naval Aviation and forwarded to Integrated Headquarters of Navy /
DNAM who approves and promulgates the task.
4 Review of Unit Demands. Based on the promulgated repair task yearly review
of outstanding demands by all aviation units is to be carried out. During the review the
following is required to be undertaken by units:-
(a) Examine existing demands with an aim to retain demands for spares
which are required and cancel demands where items are considered not
required. This is to be undertaken considering the pending task of aircraft
production / component repair. Stock of items in ASE is also to be taken into
consideration during the review.
(b) Based on the promulgated task, units are to place anticipated demands of
spares required for the said repair task of aircraft servicing inspection and/or
component repair. Stock of items in ASE is to be taken into consideration prior to
projection of spares required.
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(c) To assist units in their review of demands, material organisation would
provide a data base of all outstanding demands aircraft wise for each unit.
5. Annual Review of Demands. Based on the data captured on ILMS (Air) as

on 31 Mar of each year, a draft ARD for each aircraft is captured by ILMS (Air). The
draft ARD is thereafter examined by a board of officers promulgated by Headquarters
Naval Aviation. The following aspects are to be followed during the review:-
(a) Procurement of permanent items/ rotables is to be generally

restricted to against BER.
(b) GSE, Test Equipment and Tools should generally be recommended

for procurement in country. Only items not likely to be available in country
should be recommended for procurement from abroad.
6. Dues out I, Dues Out II and ACL should be compared for all consumables.
Where large variations are observed, system Recommended Procurement Quantity
(RPQ) should be suitably amended based on ACL.
(a) Further to the above, high dues out vis a vis the ACL should be
verified in comparison with the repair task and suitably modified so as to
reach a realistic system RPQ.
(b) Both permanent and consumable items should be identified for

procurement from abroad / in country to facilitate procurement from
suitable agencies. Spares should only be recommended for procurement
abroad when not likely to be available in country.
(c) Items identified as NSB, should be examined in detail and only be

recommended for procurement if justified.
7. Procurement Quantity. Procurement of large quantity of spares would result

in over stocking and a lesser quantity in stock out. Hence identifying the correct
procurement quantity is essential so that spares in the correct range and scale are
procured. The formula for procurement is as follows:-
(a) Procurement Quantity Minor Spares
Total liability = Dues Out

Total Assets = Stock + Dues In
Procurement Quantity = Total liability - Total assets
(b) Procurement Quantity Major Spares

Total liability = Dues Out
Total assets = (Stock + 85% of Repairable Assets) + Dues In
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Procurement Qty = Total liability – Total assets + BER Quantity
8. However based on the availability of funds, the procurement quantity can be

modified based on Factor A and B which are provided by IHQ MoD (Navy).These
factors relate to the target year viz Factor 1 for one target year , 2 for two years and so
on. Accordingly the procurement of spares in the ARD would need to be amended as
follows:-
(a) Procurement Quantity Minor Spares
Total liability = Dues Out + ACL X Factor A

Total Assets = Stock + Dues In
Procurement Quantity = Total liability - Total assets
(b) Procurement Quantity Major Spares
Total liability = Dues Out + ACL X Factor B

Total assets = (Stock + 85% of Repairable Assets) + Dues In
Procurement Qty = Total liability – Total assets + BER Quantity
Generally the factor A and B provided by IHQ MoD(Navy) / PDNAM is “1”.
9. Post review of the ARD by the board, the ARD is forwarded both on ILMS (Air)
and in hard copy to Headquarters Naval Aviation, Goa for review and thereafter to IHQ
MoD (Navy) /PDNAM for approval.
10. Once approved, spares recommended for procurement from abroad are
processed by IHQ MoD (Navy) / PDNAM and items recommended for in country
procurement by HQNA/ Material Organisations under delegated financial powers.
3116 AIR STORES CONTROL ORGANISATION (ASCO)
1. The Air Engineer Officer/Air Electrical Officer of a Ship or Air Station, in

conjunction with the Assistant Logistics Officer, is to establish an Air Stores Usage
Control Organisation (Short Title ASCO) to ensure that the most effective use is made
of Stores associated with aircraft maintenance. A close liaison with the stores office is
essential and every effort is to be made to site ASCO and the stores Office together.
2. The main functions of ASCO are:
(a) To maintain a list of stores which are in short supply and to control their
issue; after consultation with the specialist officers concerned.
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(b) To vet demands which cannot be met from stock to establish:
(i) Whether there are alternatives, or larger or smaller assemblies.
(ii) Whether local manufacture or repair is possible
(iii) That demands are correct in part number, description and quantity,
(AP references, Modifications status, etc. are to be given)
(iv) That the demand has the correct priority and that target dates are
realistic and compatible with the ship’s ability to collect the items.
(c) To advise and assist the Stores Office:
(i) On the upgrading of unfulfilled demands if the requirement

becomes more urgent.
(ii) On progression of high priority demands.
(iii) On transfers between aircraft/ship/air stations.
(d) To advise on robbing action in accordance with Article 3105.
(e) To ensure that the Illustrated Parts Catalogues are the latest amendment
standards.
3. The Officers-in-Charge ASCO is the technical adviser to the Logistics Officer on

all Air Stores matters. In particular he is to advise on:
(a) Expected high usage rates of stores not predicted by consumption rate.
(b) Identification of stores, their preservation, packaging and stowage.
(c) Stores requiring modification, or embodiment of STIs, NTIs or SIs before

issue.
(d) Defective stock investigations in conjunction with Inspection department
3117. MANUFACTURE OF SPARE PARTS FOR AIRBORNE EQUIPMENT
1. Manufacture of spare parts for airborne equipment by ships, air stations and
establishments is normally to be undertaken as follows:
(a) When the part is Local Manufacture (LM), electrical cable Chart (ECC) or
Pipe Chart (PC) in the Aircraft Schedule of Spare Parts.
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(b) When a part is not available through the Supply Organisation to meet the
priority of demand and local manufacture is feasible and quicker than the
forecast delivery date.
2. The following parts must not be manufactured:

(a) Radio parts.
(b) Parts for armament equipment other than Naval Store Items.
3. The ability to manufacture spare parts locally depends on the availability of

information, tools, materials and manpower. The unserviceable item should be used as
a pattern whenever possible. If these facilities are not available, consideration is to be
given to obtaining the part by local purchase.
4. The decision to resort to local manufacture of a spare part other than for Para
1(a) above for airborne equipment rests with the Air Engineer/Air Electrical Officer of the
ship, air station or establishment. Factors which may influence this decision include:
(a) The structural or functional importance of the part and the consequences
of failure.
(b) The degree and type of stress it will take.
(c) Whether interchange ability will be affected.
(d) Availability of Facilities. The use of materials other than those specified is
not permitted for important stressed parts without prior approval of HQNA.
(e) Whether the materials required for important stressed parts can be
identified accurately.
(f) On occasions it may be necessary to replace the locally manufactured

item by a stores item as soon as the latter can be obtained.
(g) Whether the serviceability of the manufactured part can be adequately

assured.
5. Inspection and Recording
(a) The part is to be inspected during and after manufacture as required by

the Air Engineer/Air Electrical Officer authorizing its manufacture.
(b) A Job Card General is to be used to record and certify the stages of
manufacture and the inspections carried out.
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(c) If the part is critical, i.e., its failure is likely to hazard the safety of the
aircraft or its occupants an entry that it has been manufactured locally is to be
made in the Aircraft Servicing Form and in the Airframe or Component
record/Log Cards.
3118 TERMINOLOGIES
1. Dues out II: Anticipated quantity of item required for undertaking next year’s
repair task. Dues out II demands are placed by the repair agencies based on the repair
task . Firm demands are raised on receipt of repair orders/ Cat ’D’s for repair.
2. Dues out: The quantity of item to be supplied to units against

outstanding/firm demands.
3. Dues in: The quantity of item outstanding against various supply

orders.
4. Consignment: Equipment held by flights and sections to enable them to carry out
their normal work and which is accounted for the A-in-U ledger F-1515/Fllt or section
Inventory. The term therefore, does not include any items of equipment, which are
authorised in specific scales and accounted for.
5. Depot: A unit stocking a range of spares and equipment for issue to units
8. NIV Number: Not in Vocabulary equipment, i.e. equipment which has not been
allotted reference number or for which the manufacturer Part No. has not been adopted
as a Reference Number for identification purposes.
9. Packaging: Packaging is the art and the operation involving cleaning,

preservation, wrapping, identification and placing in a container of equipment and
identification of the container.
10. Local Purchases: Purchases from civil sources of authorised items of equipment,
which are urgently required and are not available or can not be obtained expeditiously
from normal sources of supply.
11. Strike off Charge: The term applied to the entry of an issue of stores in the stock
record card when the issue is not in respect of a loss i.e. being transferred from one unit
to another.
12. Write off Charge: A term only to be applied where the posting of an entry of issue
in the stock record card when the issue is in respect of a loss.
3113. Classification of stores: Stores are classified as follows
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Categorisation of Equipment on return to stores either for exchange or as surplus
to requirements :
(a) Category ‘A’ Serviceable new and unused equipment fit for immediate
use.
(b) Category ‘B’ Used but serviceable & fit for immediate re-use. Equipment
assemblies deficient of minor components which , when such components are
replaced will render the assembly serviceable are to be assessed in this category
and the assemblies are to be labeled showing the missing components.
(c) Category ‘C’ Equipment serviceable but subject to functional test.

Equipment which on inspection shows to be apparently in serviceable condition
and the general condition was tested and found fit for use.
(d) Category ‘D’ Repairable equipment which on inspection shows to be in

need of repair beyond the capacity or authority of flight or section returning the
equipment or which is deficient of major components.
(e) Category ‘E’ Unseviceable equipment (beyond economical repair).

Asemblies are not to be assessed in this category until serviceable or repairable
components, if any have been removed.
3119. War Reserve Spares
1. A ‘War Reserve List’ is a list of spares and the quantity necessary to meet the
following: -
(a) To sustain 30 days of engagement
(b) To mount campaigns at short notice
(c) As LRU for defect rectification in hostile situations
2. HQNA decides the range and scale of such spares and their quantity, for both
western and eastern origin aircraft.
3. The depots shall stock the spares in the ‘War Reserve List’ and during peacetime
operations continue to issue the spares on ‘First In First Out’ basis.
4. When the stock level of an item in the ‘War Reserve List’ reduces to the ‘War
Reserve Quantity’ no further issue such quantity is possible without the approval of
HQNA.
5. Amendment to war reserve list and quantity are to be authorised by HQNA.
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ANNEX A Chapter 31
ROBBING CHIT
(Article 3105) Serial No. UNIT

__________
FROM
__________
TO
Originator Approval is required to rob the following item:
Description: ________________________________
Reference No: ________________________________
Part No: ________________________________
Quoted in Demand No: __________________________
From ________________________________
Field 1 To ________________________________
Signature: …………………………….
ASCO All sources of supply have been investigated

________________________________
Supply Position is
________________________________
Field 2 Signature ……………………………..
Approved
Not Approved
Field 3 Signature of SAEO/SALO………………………………….
ASCO Serial No. of robbing has been allocated.
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Supply Officer has been informed that robbing action is authorized and existing
demands will be amended or cancelled.
Field 4 - Signature : _________________________
Senior Sailor - The removal of the item has been recorded in

supervising - the Change of serviceability Log of the
the removal - Aircraft Servicing Form together with details
of the item - of the identification marking and the stores
- demand number of the item replacement item.
- All orifices exposed by the removal of the
- item have been blanked and other measures
- necessary to prevent deterioration which may
- result from the robbing action have been
- taken.
Field 5 - Signature : _______________________________
Senior Sailor - The item has been examined and tested where
Supervising - necessary, is serviceable, and meets the
the installation - requirements for the state of components
of the robbed - before installation.
Item. - Action has been taken to amend the Record of
- Component Replacement in the Aircraft Servicing
- Form where applicable.
Field 5 - Signature : _________________________________
ASCO (to -
Retain for 12 -
months) -
Field -
________________________________________________________________
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Chapter-32
INDIGENISATION
CONTENTS
Article
3201. General
3202. Procedure for Indigenisation of Aircraft Equipment and Spares
3203 Procedure for Allotment of New Part Numbers to Indigenised Air Stores
3204: Updating Of ILMS (Air)
3201. GENERAL
1. Guidelines for indigenisation of airborne equipments and materials and aircraft

general spare parts are contained in DDPMAS and DDPIL. Accordingly the
development of minor airborne equipments, raw materials processes and aircraft
general spare parts are under taken by naval agencies. PINAS is approved by the
HQNA and promulgated, reviewed and revised from time to time, by NASDO (Goa),
specifies the details of the procedures to be follow and the role all naval agencies
involved in the process of Indigenisation/ Indigenous development of aviation stores.
2. Indigenisation Role ILMS (Air) The functions for indigenising a new item,
identifying and including vendors is provided in the “Indigenisation Role” at NAY(K),
NAY(G), NASDO (Goa).
3. The user assigned the “Manager Indigenisation” role in the abovementioned

organizations are responsible for introducing and updating the details of indigenized
items and vendors.
3202. PROCEDURE FOR INDIGENISATION OF AIRCRAFT EQUIPMENT AND

SPARES
1. The indigenisation of aircraft spares and GSE is an involved process requiring a

number of stages, from identification of the need till satisfactory induction of indigenised
product into service. Broadly the stages can be classified as -
(a) Identification and promulgation of indigenisation Task.
(b) Collection of data and samples.
(c) Detailed technical Study and identification of source for

manufacture/supply.
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(d) Development/manufacture of prototype.
(e) User Trial and acceptance.
(f) Process the provisional clearance and type approval certification for
FC/NFC.
(g) Allocation of AHSP reference No. by NAQAS and updation of indigenous

items in indigenisation module of ILMS(Air) by developing agencies.
2. The general instructions for indigenisation of air stores and the role of various
agencies are given in DDPMAS-2002 and PINAS in force.
3. The local type approval authority on indigenisation Task (IT) is as follows:-
(a) CEMILAC/ RCMA for Flight critical (FC) items.
(b) HQNA for non flight critical (NFC) vendor feasible items.
(c) NAQAS for NFC unit/ yard feasible items.
(d) Type approval letter for non flight critical items placed at Annex ‘B’
NOTE:- In case of Flight Critical items documents are required to be vetted by NAQAS /
RAQAS prior forwarding to RCMA.”
4. NAY (K)/NAY (G)/ NASDO (Goa) will be the manufacturing agencies for items
susceptible for local manufacture, within their capabilities. Their term of reference will be
that of the contractor defined in DDPMAS – 2002 and PINAS in force.
5. NAQAS/ RAQAS(Goa) will perform function similar to that of CRI as the authority
for ensuring quality assurance in indigenisation/ Indigenous development and
production of non flight critical items undertaken within the Navy.
6. NASDO Cells will function as liaison agencies towards progressing activities, for
indigenisation/ Indigenous development, under the aegis of the In House Indigenisation
Committees (IICs), in and around the industrial towns/cities where they are located.
7. Identification and promulgation of indigenisationTask:- Following sources

provide inputs towards Identification of indigenisation Task (IT).
(a) User input based on a field need.
(b) Annual Review of Demands.
(c) Special / Operational Needs.
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8. Hence identification of task is to be carried out as follows:-
(a) All units are to forward their proposals for these critically needed and in
their opinion, susceptible to indigenisation, in a format placed at Annex ‘A’ format
as per PINAS issue III in duplicate together with CAT ‘A’/ ‘B’ Sample along with
AP reference together with 'unserviceable' samples.
(b) The user inputs will be forwarded by units as follows:-
(i) NAY (K) will be responsible for indigenisation of all aircraft specific
spares and equipments including starting trolley and specialist vehicles for
western and indigenous origin aircraft:- Dornier, Sea King, Sea Harrier,
Islander, Kirans, Chetak , UAVs , ALH, PTA & UH – 3H
(ii) NAY (G) is responsible for indigenisation of aircraft specific spares and
equipments including starting trolley and specialist vehicles for all eastern
origin aircraft: - Kamovs, IL’S , TU, & Mig 29K.
(iii) NASDO (Goa) will be responsible for indigenisation of all common use
equipments.
(c) Requirements for indigenisation of ground support and test equipment are
based on the overall assets, their state and actual need as per authorised scale,
units are therefore to exercise caution in projecting such items for indigenisation.
(d) As indigenisation through trade and public sector undertakings is to be

made only if the quantity is large and economically viable, units, while
recommending items, must take this important factor into account.
(e) Consumables such as oil, greases, paints and primer, consumables such
as sealants, adhesives, varnishes, chemicals, batteries, etc. for aircraft and
ground support and test equipment and aircraft tyres will be taken up by NASDO
in a consolidated manner and these need not be projected by units in user input
forms.
(f) Annually ARDs are scrutinised and items earmarked for indigenisation will
be carried out as follows and forwarded to HQNA for approval.
(i) ARDs of all soviet origin aircraft, Sea Harrier and Simulator are
prepared by MO (Goa)
(ii) ARDs for Seaking, Simulator, Islander, Dornier, Chetak and UAV
are prepared by MO (K).
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(g) The IICs are to classify the identified Tasks for the following:-
(i) Indigenisation/Development in-House by the Yards
(ii) Indigenisation/Development through out side agencies.
(iii) Items Susceptible for local manufacture at in service agencies.
(iv) The IICs are to forward their recommendation to HQNA for

promulgation of Indigenisation Tasks accordingly.
9. Collection of Data and Samples: In respect of items selected for indigenisation,

material organisations are to provide the requisite number of Cat ‘A’ samples. User unit
are to provide Cat ‘A’/’E’ samples if available as required by Developing Agencies.
10. All user units are to provide cat ‘A’ / ‘B’ / ‘E’ samples if applicable for the purpose
of indigenisation along with the proposal for indigenisation. They are to provide all
inputs and actively participate in the indigenisation process and render assistance
including providing technical specification, samples, carrying out trials, etc. in a time
bound manner whenever called for, as per the requests and requirements of the IICs,
Developing Agencies and Depots.
11. Detail Technical Study and Identification of Source for Manufacture/ Supply:- The
Yard/ NASDO, the developing agencies will carryout a detailed technical study and
prepare the technical, material, drawings and other design specifications and conduct
survey to assess the availability of required manufacturing / testing facility infra structure
and technology required for indigenisation.
12. Development / Manufacture of Prototype:- The prototype is manufactured/

fabricated according to the approved drawings and specifications and processes.
13. User Trial and Acceptance: - Prototype testing / Trials in accordance with duly
approved test schedules is carried out for dimensional and functional acceptability.
14. Type Approval Certification: - Type approval is accorded based on satisfactory

development and trials by the Type Approving authority as appropriate for Flight Critical
or Non Flight Critical items.
15. Sealing particulars with AHSP:-
(a) On obtaining type approval, all the technical documentations required for
indigenisation /development are to be sealed and held with the AHSP (NAQAS)
for all items indigenised by the naval agencies. Alterations, if necessary, would
require fresh approval of the Type Approving authority. Alterations can be
introduced only as modification once type approval is accorded.
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(b) Developing Agencies are to maintain a master copy of all these papers and
the test results obtained during Functional Test of proto-types and refer to these as
‘Sealed Particulars' for the particular item.
(c) All drawings and test schedules used for bulk production/ inspection are to
be the `Certified True Copies' of the updated ' Sealed Particulars'.
(d) For all items developed through trade, efforts are to be made by the
Developing Agency to obtain and retain the tooling, dies, etc especially where
separate development charges have been paid for the same. These are to be
carefully stored so that they do not deteriorate during storage.
(e) A copy of sealed specification should be preserved at NAY(K), NAY(G)

and NASDO(Goa) in respect of all items indigenised through them, for future use.
(f) Post Type Approval 03 (three) copies of AHSP documents are to be

forwarded to NAQAS by respective Developing Agency for endorsement of
AHSP reference number. Original copy will be retained by NAQAS as AHSP
record and other two copies are to be returned by NAQAS to respective
developing agency & Inspection Agency.
16. Local Manufacture at in service agencies:- Items susceptible for local

manufacture at in service agencies, as recommended by the IICs are to be referred to
the appropriate Yard / Stations for detailed study to assess LM feasibility and undertake
the same in accordance with the provisions of the PINAS / LM policy.
3203. PROCEDURE FOR ALLOTMENT OF NEW PART NUMBERS TO

INDIGENISED AIR STORES
1. The ILMS(Air) indigenisation module caters for introduction of indigenised part

numbers. The developing agencies are authorised and are facilitated to feed in the
indigenised part numbers only on completion of all indigenisation procedures in
accordance with PINAS and final sealing of particulars with the AHSP. The ILMS(Air)
system automatically adds the indigenised part number to the INCAT, as a substitute
part number to the original OEMs part number already existing in the system data.
2. In accordance with the existing procedure vide PINAS, the indigenised part
numbers are required to be introduced by the developing agency while preparing Type
Approval Proforma on completion of all basic development activities including
specifications, drawings, tests and trials.
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3. The procedures for allotment of indigenised part number refer PINAS in force.
3204. UPDATING OF ILMS (AIR)
(a) On sealing particulars of AHSP, the AHSP reference, type approval

reference and all other indigenisation details are to be updated on line in the
ILMS (Air) system indigenisation module by developing agencies. The Store
Depots are to carry out procurement within the norms of CVC. The RPQ may be
worked out best on ARD projections with 05 as a factor (i.e. RPQ equals 05 ACL
plus dues out). Approval for STE/ LTE may be obtained from the appropriate
authority as required for central purchase.
(b) Detailed guidelines and procedures for indigenisation of Naval Air stores
are enumerated in PINAS issue III.
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ANNEX “A” Chapter 32
INDIGENISATION PROFORMA
(A) TO BE FILLED BY USER UNIT PROPOSING
(1) Name of Unit :

(2) Aircraft / GSE. :
(3) Sec./ Ref / Pt.No. :
(4) Description :
(5) Standard / Non Standard :
(6) Assembly on which fitted :
( Ref/ Part No. & Description)
(7) Publication reference (Pub/ Page/ Sketch) :
(8) Function of the item / End use :
(9) Medium in which used. :
(10) Working Pressure :
(11) Temperature Range (Max. & Min, in oC) :
(12) Static / Dynamic :
(13) Flight Critical / Non Flight Critical :
( Brief justification for criticality &
consequences if FC item fails)
(14) Category of available sample (Cat A / Cat E ) :
(15) Quantity required per aircraft :
(16) Current requirement Qty. (CRQ) :
(17) Overhaul life of component (Hrs / Yrs) :
(18) Time schedule (Date by which required) :
Signature:____________ .
Name:
Rank:
Designation:
(Proposing Unit /User )
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(B) DEPOT DATA -TO BE FILLED BY MOTHER DEPOT
(1) ACL :
(2) Dues in. :
(3) Dues out. :
(4) LPP. :
(5) LPY :
(6) Stock held :
(7) RPQ :
Signature:____________ .
Name:
Rank:
Designation:
(Depot)
Note:- At least two CAT ‘A’/ ‘E’ Samples to be provided along with Proforma by user /
depot.
(C) TO BE FILLED BY DEVELOPING AGENCY
(1) Mandatory / Non Mandatory :

(2) Previous Indigenisation History :
(3) Substitutes Ref. :
(4) Probable Vendors/ Trades/Firms :
a)
b)
c)
(5) Inspection agency :
(6) Trial Agency :
(7) Developing Agency :
(8) Recommended / Not recommended & Reason :
(9) Developing Agency AHSP File No. :
Signature:____________ .
Name:
Rank:
Designation:
(Developing Agency)
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(D) TO BE FILLED BY QUALITY ASSURANCE AGENCY
Item is categorized as FC/NFC
Signature ------------------
(NAQAS/RAQAS)
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ANNEX “B” Chapter 32
TYPE APPROVAL LETTER

(NON FLIGHT CRITICAL ITEM)
Type Approval Letter No. NAQAS/HQNA……………………………
ISSUED TO
1. Name of the Firm…………………………………………………………………
2. Details of the item………………………………………………………………..
(a) Description
(b) Pt. No. (Original)
(c) New Pt No. (after Indigenisation)
(d) A/C applicability
(e) End use
(f) Major Assembly
(g) A.P Details
(h) Isometric view of item ( for new Items)
(j) Details, if item previously indigenised
by HAL/BRD
3. This is to certify that the above mentioned item Indigenised by

M/S……… …………………………………………… have been tested according
To specification*……………………………………………………test outlined by the
RAQAS/NAQAS………………………………………and referred in enclosed Type
Record and meets the requirements of the specification subject to the limitation
detailed in Type Record.
(a)
(b)
(c)
4. The Type Approval is valid up to………………………………………………
SIGNATURE
NAQAS/ HQNA
(as applicable)
Distribution- (i) HQNA (ii) NAQAS (iii) Mother Depot

(iv) NASDO (G) (v) Inspection Agency (vi) IIC copy
*Note : Developing agency shall prepare a technical specification in consultation with

NAQAS/RAQAS
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Jan 08
Chapter 33
FUELS,OILS,GREASES,HYDRAULIC AND MISCELLANEOUS FLUIDS
CONTENTS
Article
3301 General
3302 Health, fire and safety precautions
3303 Training
3304 Joint service and NATO designations for POL products
3305 Colour identification codes
3306 Transporatation of POL in bulk
3307 Assistance of NCML/NAQAS/RAQAS
3308 Unallocated
3309 Unallocated
FUEL
3310 Approved fuels

3311 Bulk Petroleum Installations (BPIs)
3312 Storage and hadling of POL outside PO installations
3313 Refuelling vehicles
3314 Fuel quality assurance
3315 Additives in fuels
3316 Unallocated
3317 Disposal of fuel removed from Aircraft
3318 Unallocated
to
3324 Unallocated
OILS
3325 Approved lubricating oils

3326 Mixing of oils
3327 Colour of synthetic lubricating oils
3328 Frothing of oil in engines
3329 Unallocated
3330 Spectrometric Oil Analysis Programme
3331 Contamination in fuel by solids
Annex
A Field test procedures for the detection of contaminants in Aviation Fuels
B Field Procedures for additives in aviation fuels
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C List of associated publications, Defence Standards, Stanag concerning POL
3301. GENERAL
1. This Chapter contains additional instructions and information on handling and

storage of aviation fuels and oils ashore in addition to those already contained in the
relevant sections of AP 3160.
2. Instructions concerning the handling and storage of aviation fuel and oils afloat
are contained in AP 3160
3. Instructions concerning the replenishment and servicing of Aircraft fuel and oil
systems are given in Chapter 41.
4. Contracts for the day to day supply of aviation fuel and oils at home and abroad
are arranged by IHQ MoD (Navy) (DLS) . IHQ MoD (Navy) (DLS) is responsible for the
operation and maintenance of the Naval Petroleum Supply Depots (PSDs) and the
delivery of aviation fuel to the Naval Air Station Bulk petroleum installations BPIs and to
IN Ships.
3302. HEALTH, FIRE AND SAFETY PRECAUTIONS
1. The health, fire and safety precautions which are contained in the AP 3160 are to
be observed at all times.
3303. TRAINING
1. POL Installations and Bulk Carrying Vehicles are only to be operated by

personnel who have undergone a formal training course.
2. Before a person is trained, medical confirmation is to be obtained to verify that

his colour perception standard is CP2 or above. Those personnel whose colour
perception standard is below CP2 are to certify that they are aware of their defective
colour vision and undertake on each occasion that their work requires colour recognition
or shade differentiation to have the colour verified by someone whose colour perception
is normal.
3. Records of training including colour perception are to be kept at the Air Station
Fuel Section.
3304. JOINT SERVICE AND NATO DESIGNATIONS FOR POL PRODUCTS
1. General information is given in AP 3160. Additional information may be found in

the associated documents listed at Annex B
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3305. COLOUR IDENTIFICATION CODES
1. The colour identification codes to be used for POL Installations, vehicles and
containers over 205 litres are given in AP 3160.
2. POL containers of 205 litres or less are to be marked in accordance with AP

3160 vol 2 sec b leaflet 7.
3. Aircraft filling orifices are to be marked in accordance with AP 119A-0601-0

Aircraft Painting and Marking, Chapter 3.3 - Servicing and Hazard Markings.
3306. TRANSPORTATION OF POL IN BULK
1. General instructions and information are contained in AP 3160
3307. ASSISTANCE OF NCML/NAQAS/RAQAS
1. The staff of the Naval Chemical and Metallurgical Laboratory Bombay and
NAQAS/RAQAS are available to advise on any problems associated with fuels and oils.
2. Under certain circumstances, samples of aviation fluids will be required for

analysis. The type of analysis varies significantly with the fluid concerned and for this
reason different sampling packs are provided :
(a) AVPACK - Grey metal containers holding two 1 litre glass bottles each in
an inner metal can - principally for aviation fuel samples.
(b) HYPACK - Red metal containers holding one or two 175 ml glass bottles.
Normally, the single packs are supplied for use at naval air stations and
establishments. The glass bottles are cleaned to the exacting standards of the
Institute of Petroleum for particle count analysis. To be used only for hydraulic
fluids.
3. All the packs contain sample forms and these must be carefully completed before
return. It addition the individual bottles must be clearly labelled so that they may be
reliably identified with the form.
4. The bottles in these packs are suitably cleaned to the requisite standards and, for
their designated purpose, contain sufficient volume of sample when full to cover the
tests needed. The incorrect use of sampling packs or provision of insufficient
information on forms will affect the ultimate diagnosis or condition for which the sample
was taken.
5. It is important that these sampling packs are returned to NCML/ NAQAS/RAQAS

by the quickest possible means.
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3308. LIFE EXTENSION OF POL:
The samples of POL which requires life extensions are to be forwarded to

NCML/NAQAS/RAQAS companied by performa placed at Annex “E”
3309. UNALLOCATED
3310. APPROVED FUELS
The fuels which are approved for use in engines of naval Aircraft are given in the
appropriate Aircraft document
3311. BULK PETROLEUM INSTALLATIONS (BPIs)
1. All new BPIs are to be built in accordance with the latest construction standards
(see AP 3160 Vol 2. Retrospective action to bring existing BPIs up to the latest
standards will only be undertaken as part of a major modernisation programme. Those
BPIs which are not internally coated are to have an approved internal coating applied
when undergoing modernisation or major refit.
2. Elimination of water from Storage Tanks. Every effort is to be made to eliminate

water in storage tanks and on no account are water bottoms to be used. Bottom
samples are to be checked for the presence of water using water finding paste in
accordance with Annex A para 1. The results of all water checks and the quantity of
water removed are to be recorded on Forms A715.
3312. STORAGE AND HANDLING OF POL OUTSIDE POL INSTALLATIONS
1. The relevant instructions and safety precautions, which are to be observed, are
contained in BR 105.
2. Drums and Containers
(a) Drums and containers, in particular those in excess of 20 litres are to be

stored/stacked on their sides so that their closures are just below the liquid level.
This reduces deterioration of the sealing ring and container "breathing' to a
minimum.
(b) Where possible POL containers stacked in the open should be protected
from direct sunlight and adverse weather. Covers should be so arranged that
there is a free circulation of air between the top layer and cover and at ground
level so that any vapour resulting from leaks is dispersed.
(c) Particular care is to be exercised before refuelling aircraft from 205 litre
(45 gal) drums that have been stored at pick up points for long periods. The
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recommended field test procedure for checking drummed fuel for water is shown
in Annex A.
(d) Fuel which has been stored:
(i) Longer than 12 months test.
Or
(ii) In drums which have not been stacked in the correct manner and/or
show signs of deterioration and leaks is to be trated as suspect fuel and
should not be used for Aircraft except in emergency. Unit filling of drums is
not normally allowed because a special plant is required. Inany event ,
drums must be new, clean and dry and must be epoxy lined. (See BR
105).
3. Small Ready Use Cabinets
(a) Small ready use quantities of POL products such as touch-up

paints,varnishes and ‘2-pack ‘anti-corrosion kits which are in daily use in
Sections and Squandrons ashore, may be stowed in a small lockable cabinet
maximum dimensions 18” deep by 2 ft high and fitted with not more than one
shelf and a capacity of not more than 50 litres of product. These cabinets are to
be painted red and marked in 2 inch high white letters:
“READY USE FLAMMABLE STOWAGE-NO SMOKING”
(b) “3 –PACK “kits , as GRP repair kits and kits using accelerators such as
acetones etc., are only to be stored in approved flammable stores.
(c) The Air Engineer officer is responsible for:
(i) Ensuring that the POL sheld in these ready use cabinets are strictly
controlled in items which are in constant daily use and only in sufficient
quantities to cover the immediate needs.
(ii) Providing and setting any additional fire-fighting appliances that

may be necessary .
3313. REFUELLING VEHICLES
1. The instructions and safety precautions set out are to be observed by all
personnel.
2. Refuelling vehicles are to be kept in a good state of maintenance and repair in

accordance with the relevant vehicle servicing manuals.
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3. Fuel strainers fitted in refuelling nozzles are to be inspected at least once every
three months for contamination and damage.
4. A check of dispensed cleanliness is to be conducted before each day's fuelling

operations. A fuel sample is to be taken, from the refueller dispense point, into a clean,
clear glass container and is to be checked for visible solids and water (using Shell
Water Detector Capsules). Dispense points which exhibit excessive amounts of either
contaminant are to be flushed until a satisfactory sample is obtained. Aircraft fuelling
may commence only on the successful conclusion of these operations. Refueller tank
drains are also to be checked for contamination. If contamination is found, fuel is to be
drained into a suitable container until a clear sample is obtained. Excessive
contamination may require a complete drain and clean of the refueller system.
Change of Product
5. When it is necessary to change the grade or product held in the tank of a

refueller, the procedures detailed in AP 3160 are to be followed, except that there is no
requirement to complete Form 4596. Fuel used for flushing is to be disposed of in
accordance with Article 3317 para 2(c).
6. External colour coding symbols are to be altered immediately to conform to the

new product in accordance with AP 3160. Should measurement of FSII content of the
fuel indicate an additive content of less than 0.08% by volume, instructions at Article
3315 pertains.
3314. FUEL QUALITY ASSURANCE
1. All personnel are to observe the general instructions and information contained in
AP 3160
2. The dangers to be guarded against are:
(a) Mixing of grades.
(b) Ageing.
(c) Water.
(d) Foreign matter.
(e) Microbiological.
3. Mixing of Grades.
(a) The mixing of different grades of fuel will render the fuel off specification. It
is particularly dangerous when a high grade of fuel such as AVGAS is
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contaminated by a lower grade. Even small quantities of motor spirit, diesel fuel
or turbine fuel contaminating gasoline will lower the knock rating causing
detonation, rough running, overheating and eventually, internal damage to piston
engines.
(b) The effects of mixing of grades on gas turbine are less severe but may
result in RPM and JPT changes, aeration, fuel-gauging errors and deterioration
of components.
(c) Particular care is necessary to identify correctly the contents when

refuelling is carried out from drums. Drums supplied direct from contractors may
not be marked with NATO military markings.
4. Ageing
(a) Gasoline kept in stock or in aircraft tanks for long periods will deteriorate.
The natural weathering causes the more volatile fractions to evaporate resulting
in a fall of vapour pressure. Lead and other solids may be precipitated and
oxidization may cause an increase in gum content.
(b) The effects of weathering on kerosene fuels are less severe and these
fuels are relatively stable in storage.
(c) POL products are to be tested periodically in accordance with AP 3160.
5. Water. Fuels contain dissolved water, the amount depending on the fuel and its
temperature. Reduction in temperature will cause water to be precipitated from the fuel.
In addition condensation of moist air in contact with older fuel will produce water in
Aircraft tanks. Direct ingress of water may occur through poor design or servicing
procedures. Unless free water is removed corrosion of tank surfaces will be accelerated
and microbiological growth is likely to occur.
6. Foreign Matter. Foreign matter in fuels is normally a mixture of rust, scale, sand,
grit, dust and fibrous matter derived from corrosion of storage tanks, pipe lines and from
atmospheric pollution. Most of this dirt consists of very small particles below 5 microns.
It can cause damage to engine components and blockage of fine orifices in fuel
systems.
7. Microbiological Contamination.
(a) Microbiological contamination of fuels can be divided into two categories:
(i) Corrosion caused by sulphate reducing bacteria which grow under

certain conditions in the presence of water soluble sulphate.
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(ii) Corrosion caused by a slime mat fungal growth at the water/fuel
interface. The fungal spores are airborne and can survive in hydrocarbon
fuels.
(b) Both types of contamination require water for growth and the growth is
accelerated in the temperature range 30 deg C to 50 deg C. The risk can be
minimised by repeated water filtration of the fuel and water checks. Visual
appearance of microbiological contamination is described at Annex A para 3.
8. Acceptance of Aircraft Fuels.
(a) Ship's Aircraft Fuelling Arrangements
(i) The Ship's Engineering Officer (EO) is responsible for the handling
and quality of aviation fuel upto the refuelling hose nozzle.
(ii) The EO is responsible that fuel received by the ship contains Fuel
System Icing Inhibited,(FSII) to 0.1% by volume using the procedures
detailed in annex B.
(iii) The EO is responsible for adding the correct quantity of lubricity

additive concentrate prior to receipt of fuel as detailed in annex B.
(iv) Samples of aviation fuel may be sent to the NCML at any time that
the quality of the fuel is suspect, or at routine periods in accordance with
the procedurelaid down in BR 3000, Article 1936.
(v) NCML provides guidance on the quality of fuel to an agreed

International Standard, and the results of tests carried out are transmitted
by signal .
(vi) The satisfactory clearance of fuel samples by NCML is mandatory

before the first occasion of refuelling an Aircraft from the bulk stowages
of a new ship, a ship that has undergone refit or conversion, or when the
fuel is believed to be suspect in any other case.
(vii) The use of fuel whilst awaiting satisfactory clearance from a routine
sample is not restricted, if the fuel passes the clarity and water checks in
accordance with BR 3321 and contains Fuel System Icing Inhibitor to at
least 0.08% by volume at the point of issue. But see the next para for the
sample strength on first receipt of fuel.
(viii) Action to be taken on embarkation of low dosed fuel. IN Ships are

normally to refuse fuel with an FSII content of less than 0.1%, but a
concession to embark fuel to a minimum level of 0.08% FSII will be
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granted if no alternative sources are available. In such cases IHQ MoD
(Navy) is to be informed using the signal proforma at Annex B.
(b) At the Aircraft.
(i) Notwithstanding the responsibility of the Engineering Officer (EO) of

an IN Ship for the quality of aviation fuel delivered to the hose nozzle, the
responsibility for finally accepting fuel for use in Aircraft rests with the Air
Engineer Officer of the ship or air station or; in the case of ships or
detached flights not carrying an AEO, with the Senior Air Engineering
Sailor.
(ii) In reaching his decision the AEO is to be guided primarily by the

clarity and water checks specified in BR 3321, and by a test using the FSII
test kit that the fuel contains at least 0.08% FSII.
(iii) In the case of IN ships with the Aircraft refuelling capability but
which do not have an AEO or Senior Engineering Sailor on board,
responsibility for testing the quality of the fuel delivered to the Aircraft also
rests with the MEO. Under these and all other circumstances when there
is no AEO or Senior Engineering Sailor to accept the fuel, prior
confirmation is to be obtained that the clarity and water checks have been
satisfactorily carried out and that FSII is present to a minimum level of
0.08% by volume.
(iv) Action to be taken on detection of substandard fuel onboard and

ashore.
(aa) In spite of the precautions taken to ensure a minimum of

0.08% FSII at the Aircraft, there will be occasions when fuel with
less than this specified minimum is detected.
(ab) IN Ships and air stations are to assume that such fuel
contains no FSII. Degraded AVCAT is only to be used in Aircraft
cleared for F-43, and degraded AVTUR/FSII is only to be used in
Aircraft cleared for F-35, and then subject to any limitations
promulgated in the appropriate Aircraft air publications. If Aircraft is
not cleared to operate on F-43 or F-35, further advice is to be
sought from IHQ MoD (Navy) using the signal format at Annex B.
(ac) POL depots should seek advice from IHQ MOD (NAVY), if
the level of FSII falls below 0.12% in F-44 in main fuel tanks.
Facilities for reblending exist at all depots.
9. Effects of Fuel Contamination.
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(a) All Aircraft engines are protected by a fuel filter between the Aircraft tank
and engine fuel system. The element of this filter will normally retain all particle
sizes which will cause malfunction of the engine. The effect, therefore, of
continued supply of contaminated fuel is to shorten the life of the filter element
which may in time become clogged. Filters may be to one of three designs:
(i) Where the element continues to retain particles and is designed to

have a specified life at which renewal is necessary.
(ii) Where the element will retain particles and at a pre-determined
contamination level the element will bypass fuel to prevent restriction of
fuel flow.
(iii) Where the element will retain particles and at a pre-determined

level of contamination an indicator (either at the filter or on the pilot's
console) will indicate that a replacement element is due.
(b) If the filter design is as para 9(a)(i) there will be no risk of contamination
occurring downstream, but since clogging will restrict fuel flow the element
should be replaced in the event of an unsatisfactory report, unless authorised to
the contrary by the Air Engineer Officer.
(c) If the filter design is as para 9(a)(ii) the by -passing of unfiltered fuel will
not be apparent and may cause malfunction of the system components. In such
cases filter elements are to be changed on receipt of an unsatisfactory sample
report and again after 15 hours engine running.
10. Effect of LOX on Fuels. The Splillage of LOX into fuels and oils may result in the
formation of gel. The substance is highly unstable and may be exploded by pressure
from a boot or dropped tool.
11. Water and Sediment Checks.
(a) Maximum Acceptable water and Solid Content in Aviation Fuel. Aviation
fuel dispensed to Aircraft must be clear and bright and contain no detectable free
water or significant visible solid matter at the ambient temperature of refuelling. If
significant visible solids (as described in Annex A) or detectable water (as
detected by a Shell Detector Capsule) are present, then no further refuelling is to
be carried out until corrective action is taken.
(b) Occasions for Testing.
(i) All refuelling and oil replenishment vehicles and equipment are to
be tested for water and sediment on the following occasions:
(aa) At the start of each day before Aircraft refuelling operations

commence ashore and afloat.
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(ab) Before refuelling operations commence after each occasion

on which the tank has been refilled. The product is to be allowed to
stand as long as possible (preferably at least 20 minutes) before
testing. This also applies to ship's aviation fuel service tanks but not
to the ships main bulk tanks where the regulations for testing and
settling times are laid down in BR 3321.
(ii) Where practicable the test is to be accomplished by draining a

sample from the appropriate point into a suitable container and inspected
for water and solids. Small amounts of water and solids are acceptable.
However, should either of these contaminants be present in appreciable
quantities they are to be removed immediately and the reason for their
presence is to be investigated before refuelling is commenced.
12. Quality Checks for Additives. Several additives are used in aviation fuel to
enhance a variety of features. However, only Fuel System Icing Inhibitor (FSII) and
Lubricity Additive directly concern the user. The requirement and concentration levels of
specific testing of fuel to detect FSII, and for the addition of lubricity additive are given at
Annex B.
13. Testing of POL Products. These fall into 2 categories:
(a) Tests by NCML/NAQAS/RAQAS: NCML / NAQAS/RAQAS in general test

samples which are not part of the regular quality assurance of the supply chain
e.g.:
(i) Tests of fuel obtained from Aircraft refuelling systems ashore and
afloat because its quality is suspect.
(ii) The routine 3 monthly samples from aviation in capable ships in

accordance with BR 3321.
(iii) Samples arising from problems encountered with in-use stores of

POL materials.
(iv) Investigations following Aircraft accidents.
(v) The fuel samples for (I) to (IV) are vto be accompanied by test
report of fuel (ATFK-50/AVCAT/IPS)placed at Annexe “D”
(aa) When accidents are known or suspected to have been the

result of failure due to contaminated fuel, oil or hydraulic fluid, or
where the exact cause of the accident is in doubt, the Air Engineer
Officer is immediately to arrange for samples to be taken from the
Aircraft and from the source of supply of the fluid. The source of
supply is to be treated as suspect until the investigation is
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complete. Appropriate precautions are to be taken if any other
Aircraft has been replenished from the suspect source.
(ab) Samples for NCML / NAQAS/RAQAS are to be sent in the

correct standard bottle pack and are to be accompanied by full
details of the reasons for test. Air Stations are to inform IHQ MOD
(NAVY) and HQNA by signal or letter when submitting samples.
(b) Tests Conducted Locally
(i) Testing for contamination and FSII is described at Annexes A and

B.
3315. ADDITIVES IN FUELS
1. Fuel System Icing Inhibitor (FSII).
(a) It is impossible to supply or maintain aviation fuel which is entirely free of

water. At low operating temperatures the water in the fuel system can produce
ice or slush which lead to blockages of or to malfunction of fuel tank gauge units.
This water can also act as a medium for biological growth.
(b) FSII is added to the fuel to act as antifreeze, with the bonus that, at levels
of 0.04% and above, it will inhibit bacterial and fungal growth.
(c) FSII designated AL-41 is approved for use in AVCAT (F-44). The
minimum flash point for AVCAT acceptable onboard ship is 60 deg C and this is
not affected by AL-41.
(d) FSII designated AL-31 is approved for use in aviation turbine fuels AVTUR
(F-34) and AVTAG (F-40). It can also be usedin AVCAT in emergency, but, as it is
a Class 2 POL, it will depress the flash point of the base fuel by approximately 3
deg C.
Levels of concentration of FSII
(e) Delivery specification. AVCAT/FSII (F-44) is delivered at a concentration

of between 0.12% and 0.15% by volume. AVTUR/FSII (F-34) and AVTAG (F-40)
is delivered with 0.10% to 0.15% by volume.
(f) Allowable depletion level. FSII works by migrating into any water present
in the fuel. Consequently removing water will result in a reduction of the FSII
concentration. Therefore, it is essential to keep all aviation turbine fuel storage
tanks free from water bottoms. It is a NATO requirement that all icing inhibited
kerosenes contain a minimum of 0.08% FSII by volume at the Aircraft. Fuel can if
necessary be redosed at the BFIs to bring it upto this
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(g) AVCAT or AVTUR containing less than 0.08% FSII can no longer be
regarded as F-44 or F-34 respectively. Consequently they cannot be used for
cross-servicing purposes and should be identified as F-43 and F-35 respectively.
Testing for FSII content
(h) The FSII Colourimetric field test kit (Annex B) is to be used where AVCAT
or AVTUR is used within the IN.
(j) Frequency of testing. The test kit is to be used to assess the concentration
level of FSII on the following occasions:
(aa) Weekly: each bulk storage tank.
(ab) Receipts of fuel to bulk storage.
(ac) Prior to issue from POL depots .
(ad) After adverse sea or climatic conditions have been encountered

likely to cause heavy condensation in tanks, e.g. movement of ship form
warm to cold current.
(ae) When contamination with water has been identified.
(af) If requested by potential recipient of fuel.
2. Lubricity Additive/Corrosion Inhibitor
(a) Fuel pumps and engine controls are sensitive to the lubricity of the fuel
which has in many cases been unduly reduced by modern refining methods.
(b) Concentration Requirement. The presence of only minute traces of the

additive in the fuel (of the order of 10 to 20 parts per million) boosts the
lubricating efficiency of a low lubricity fuel to an acceptable level. AVTAG (F-40).
AVTUR (F-34) and American fuels JP-4(F-40), JP-8(F-34), JP-5(F-44) are
already supplied to the user containing lubricity additive. Therefore, only
AVCAT(F-44) requires dosing. The required concentration is achieved using the
table in Annex B.
(c) Effect on rust. Lubricity additive can dislodge any rust present in the
fuel distribution system pipework and tankage. Consequently the additive is to be
introduced into the fuel as late as possible in the delivery chain.
(d) Methods of introducting additive. These are at Annex B.
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(e) Action to be taken when obliged to use undosed fuel, e.g. detachments.
The number of hours flown on low lubricity (undosed) fuel is to be kept to a
minimum. Such fuel is to be exchanged for dosed fuel as soon as is operationally
possible. If it is expected that an Aircraft will be obliged to use undosed fuel for
more than 25 flying hours, the HQNA is to be informed. Whenever possible
HQNA is to minimise time using undosed fuel by management of Aircraft assets.
When the use of undosed fuel for more than 25 hours in any Aircraft cannot be
avoided, HQNA is to report the circumstances to IHQ MOD (NAVY) who will
issue an appropriate maintenance directive.
(f) Defuelling of dosed fuel. Returns of AVCAT containing lubricity additive

are to be made to an epoxy lined segregated tank in an AVCAT Lighter until such
time as they can be re-issued to Ships in the case of good fuel, or disposed of to
a waste oil collector in the case of off specification fuel. Under no circumstances
is dosed or offspec. fuel to be returned to shore tanks. Such fuel returns are to be
reported to IHQ MOD (NAVY) who will advise on disposal.
(g) The amount of fuel involved in defuelling Aircraft containing dosed fuel is
not considered significant.
3. Static Dissipator Additive (SDA). SDA (Shell ASA 3) is approved for use in certain
turbine fuels (eg F-34 and F-40). At present it is not cleared for use in AVCAT which is
obtained for IN use. Fuels containing this additive may be used in naval Aircraft but it
must not be defuelled into ship AVCAT tanks.
3316. UNALLOCATED
3317. DISPOSAL OF FUEL REMOVED FROM AIRCRAFT
1. Fuel which is removed from Aircraft may be regarded as suitable for re-issue to
Aircraft, except,
(a) When removed from self sealing tanks which have been damaged.
(b) When removed from an Aircraft in which the fuel is suspected to be a

contributory cause of engine failure.
(c) When fuel contamination is suspected.
2. Whenever an Aircraft is to be defuelled, the Air Engineer Officer is first to classify

the fuel and give disposal instructions for it as follows:
(a) Fuel considered fit for re-issue to Aircraft.
(b) Contaminated or suspect aviation fuel. This should be removed by a

special refueller and disposed of as instructed by HQNA. Small quantities upto
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205 litres of unserviceable fuel however may be disposed of without application
HQNA as follows:
(i) AVGAS may be added to MT petrol but the proportion of AVGAS to

MT petrol must not exceed 10% unless the AVGAS is unleaded when it
may be added in unlimited proportions.
(ii) AVCAT/AVTUR may be downgraded to Kerosene B provided that

those fuels which contain FSII are burnt in stoves fitted with flues.
(c) Aviation fuels considered unfit for further use. These are to be transferred
into clean 205 litre (45 gal) drums clearly marked "Contaminated Fuel" and
stating the type of product. The fuel is not to be used for any purpose except in
such quantities as may be approved for fire-fighting practice.
(d) Fuels containing lubricity additive. To be defuelled in accordance with

Article 3315 para 2(g).
3. Mixing of AVCAT, AVTUR Or AVTAG in bulk installations is prohibited.
4. The holding of contaminated fuel which cannot be utilised by IN Air Stations is to

be reported to HQNA, copy to IHQ MoD(Navy), seeking disposal instructions.
5. The accounting procedure concerned with the disposal of fuel from aircraft is
contained INBR 12 Part II.
3318-3324. UNALLOCATED
3325. APPROVED LUBRICATING OILS
1. Lubricating oils approved for use in engines of naval aircraft are given in the
appropriate aircraft's CA Release and Aircraft Servicing Manuals as amended by
Service Deviations.
3326. MIXING OF OILS
1. No mixing of aircraft engine lubricating oils of different grades or specifications is

permissible under normal circumstances. Synthetic oils must not be contaminated or
mixed with other grades or specifications in any circumstances except that for
emergency cross servicing i.e. for one flight only. Aircraft documents are to be suitably
annotated, and on return to base, the mixed oil must be completely drained and the tank
refilled with the correct oil.
2. Ash less Dispersant oil for piston engines may be added to aircraft tanks on a
normal topping-up basis.
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3327. COLOUR OF SYNTHETIC LUBRICATING OIL
1. The colour of some individual types of lubricating oil may vary considerably with
manufacturer. In addition, oils subject to reclamation, used oils and those exposed to
strong sunlight, may darken in colour. Personnel handling these materials should be
aware of these natural colour differences or changes so as to avoid unnecessary
submission of samples for test or changes of oil. If serious doubt exists as to the quality
of the oil, the Naval Chemical Metallurgical Laboratory or NAIS should be consulted
and, if required, samples of oil forwarded for testing.
3328. FROTHING OF OIL IN ENGINES
1. Mixtures of chemically different fluids tend to foam more readily than the
constituent fluids. Detergent oils when mixed with even minute quantities of water are
particularly prone to form a stable foam due to the soapy nature of the detergent.
2. The tendency to foam does not necessarily indicate any change in viscosity,
though if it is caused by the mixture of a quantity of low viscosity oil, such as flushing oil,
the viscosity of the mixture will be lowered to an intermediate value.
3. Frothing or foaming may be minimised by ensuring that the aircraft system and
bulk stowage do not contain significant quantities of contaminating fluids. Freedom from
water is particularly important
3329. UNALLOCATED
3330. SPECTROMETRIC OIL ANALYSIS PROGRAMME
1. The function of the Spectrometric Oil Analysis Programme (SOAP) is to predict

potential mechanical failures in oil-wetted parts of aircraft engines, transmission
systems or associated auxiliary mechanical components. It also enables component
lives or times between overhauls to be realistically assessed.
2. This is achieved by monitoring the condition of enclosed oil-wetted systems by

the spectrometric analysis of lubricating oil samples taken routinely from the system.
Spectrometric oil analysis is carried out for the Indian Navy by the Naval Aircraft
Inspection Service/RAQAS who have been given full executive responsibility for the
interpretation of the analytical results and for making recommendations to the originator
of the sample for appropriate course of action. When this entails withdrawal of a unit for
investigation, recommendation is made to IHQ MoD(Navy)/HQNA, informing the
originator.
3. Any components within an oil-wetted system, which are in moving contact, will
generate sub-microscopic particles from the contact surfaces. These particles form a
homogeneous suspension or solution in the oil and constitute the wear product which is
measured in the SOAP. Thus, routine analysis of the oil can establish the rate of
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increase of wear product in a particular system and from experience; an abnormal rate
of wear can be derived for that system.
4. Any condition which increases the local friction between two areas of component
surfaces in moving contact will also accelerate the rate of wear. It is at this stage that
SOAP aims to detect abnormally wearing components, where possible, before they
produce secondary damage which will ultimately lead to complete system failure.
5. It should be noted that any oil losses from the system will naturally mean a loss
of a proportion of the wear product present in the oil, and the addition of a new oil will
dilute the concentration of wear product present in the system. This is compensated for
by appropriate calculations when the analysis is performed and the wear rate derived.
IT IS ESSENTIAL THAT ALL OIL ADDITIONS ARE ACCURATELY REPORTED.
6. Sampling. A standard sampling pack is provisioned, usually comprising a 2 oz

polythene bottle and information Performa, in a pre-addressed cardboard box. Samples
are taken direct into the bottle with no intermediate receptacle, although with certain
units a plastic dip tube also provisioned may be required and this is detailed in the
sampling instructions or the relative (I) STI or (I) NTI. Samples, together with the
completed Performa (on which accurate detail is essential) are dispatched to
NAQAS/RAQAS by the quickest possible means. Programmes are tailored to individual
aircraft types or components and detailed instructions are usually introduced in the form
of an (I) STI or (I) NTI, and later included in process sheets.
Note: -
With certain units, it is also necessary to forward to NAIS/RAIO any debris from
magnetic plugs to support the spectrometric analysis of the oil and if there is suspicion
of a failure in a system; these, together with filter debris, should always be forwarded for
laboratory examination.
7. Analysis. On receipt at NAQAS/RAQAS, details of the sample are recorded and

the sample is analysed for wear metal concentration by means of an automatic
absorption spectrophotometer. From these, and previous analytical figures, wear metal
rates are calculated and any abnormal wear rates revealed.
8. Results. Results and recommendations are published by signal from

NAQAS/RAQAS.
3331. CONTAMINATION IN FUEL BY SOLIDS
1. Fuel may contain solid matter such as paint, rust, sand and fibrous material most
of which settles at the tank bottom, but may be stirred up by ship motion. The solids in
suspension need to be removed primarily by strainers and filters. Filter/ water
separators and water absorbers will also remove dirt but this is not their primary
function. The solid content of fuel at delivery to aircraft is restricted to 1 mg/litre.
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2. An efficient means of removing suspended matter and undissolved water is to be

provided by ship’s EO before the fuel reaches the aircraft, and as close to the aircraft as
possible the fuel must be clear and bright and contain no visible free water or solid
matter at the ambient temperature of refueling. The solid matter should not exceed 1 mg
per litre and the free water content should not exceed 10 rpm. If these figures are
exceeded, the cause should be investigated by the ship’s EO and the remedial action
be taken. For figures in excess of 2 mg/litre solids or 30 ppm free water, no further
fuelling of aircraft should be permitted using this equipment until corrective action is
taken by the ship’s EO. The solid matter and water content of fuel delivered from the
equipment should be checked, at least quarterly, by a quantitative method. Standard
methods are for solids, ASTMD – 2276/IP216 and for water content, ASTMD – 3240.
3. Dirt in fuel leaving the ship’s storage tank is undesirable since it reduces the life
of filter/ water separator elements.
3332. FUEL SOLUBLE CONTAMINATION
1. Two soluble contaminants may be encountered:
(a) Silicon impregnant used in some filter cartridges is dissolved by fuel and
leads to aeration and foaming of the fuel, giving false tank level indication.
(b) Hose plasticizers may be dissolved by the fuel and cause undesirable
deposits of gum in the aircraft engines.
2. The presence of these soluble contaminants is avoided by:
(a) Inlcuding the hose specification limits for fuel soluble matter.
(b) Flushing new hoses before use.
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CHAPTER 34: UNALLOCATED
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Chapter 36
QUALITY ASSURANCE
CONTENTS
Article
3601 General
3602 Responsibilities for quality assurance
3603 Quality assurance programmes
3604 Quality audit of Ship borne flights
3601. GENERAL
1. In the engineering sense Quality may be defined as the standard required to

achieve fitness for intended purpose. Quality Control is the means by which quality is
maintained at the desired level.
2. Quality Assurance makes use of various techniques to encourage the required

levels of quality and to assess the results of work done. It involves the establishment of
methods by which the standards can be judged and monitored; examples of such
methods are, sampling the products of engineering processes, assessment of skill
levels, periodic reviews of documentation and paper work.
3. The instructions in this chapter apply to Service manned units or Civilian manned
units undertaking equivalent tasks. Detailed instructions for Quality Control in the Naval
Aircraft Repair organisation are contained in the Quality Control Manual AP 100N-0120.
This publication is a useful reference for Air Technical Officers responsible for the
preparation of quality control programme.
3602. RESPONSIBILITIES FOR QUALITY ASSURANCE
1. NAQAS is responsible for the overall quality assurance in the Naval Aviation.
However, the basic responsibility for the quality of work carried out rests with the
individual doing it. Any checks on the quality or standard of his work in no way relieves
him of his responsibility.
2. Commanding Officers and Flight Commanders are responsible for the

airworthiness of their aircraft and hence for the fitness and condition of such aircraft. Air
Technical Officers of Squadrons are responsible for quality control measures within the
Squadron and for conforming to the overall quality control measures within the
Squadron and for conforming to the overall quality control programme laid down for the
parent ship or air station. Air Technical Officers of sections have similar responsibilities
for quality control within their sections of workshops.
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3. The Air Technical Officer of a ship or air station is responsible for laying down
instructions for a quality control programme and the control measures to be followed,
monitoring the maintenance of quality and co-coordinating efforts to improve where this
is shown to be needed. Towards this the Air Engineer Officer of Station/Carrier and
Senior Manger QAC of Yard is responsible for ensuring Quality Assurance of Air Station
through SQAC. Accordingly SQAC should comprise of specialist sailor from each trade.
The team will be functioning under the senior most technical officer for Eastern and
Western origin Aircraft separately. The SQAC will be responsible for aircraft quality
audit, snap audit, pre-survey etc. The Air Engineer Officer of station/carrier and Senior
Manger QAC of yard are to promulgate standing orders containing the duties and
responsibilities of SQAC. In this connection detailed directives are placed at ANNEX –A.
4. Commands are responsible for ensuring that the requirements for quality are
being met throughout the Command, by using appropriate instructions and by suitable
checks and inspections.
3603. QUALITY ASSURANCE PROGRAMMES
1. The following should be borne in mind when applying quality control engineering
to the maintenance of Naval Aircraft and when drawing up quality control programmes:
(a) The instructions and procedures for the supervision and inspection of
servicing work contained in the Naval Aircraft Maintenance Manual and other
publications do not by themselves constitute a quality control programme; they
should be regarded as the minimum standard required.
(b) Statistical sampling techniques are useful tools in quality control plans.
The risk involved is not having 100% inspection is quite small provided sampling
levels are carefully selected.
(c) Quality, like Flight Safety, is the responsibility of every person in the
organisation The Quality Control Programme should therefore include measures
to provide every opportunity for individuals to make suggestions to improve
quality, covering poor design, unsuitable conditions, inadequate equipment, etc.
3604 QUALITY AUDIT OF SHIP BORNE FLIGHT
1. The quality audit report of ship borne flights by Quality Assurance agencies will
be complied in two parts as follows: -
(a) Observations Pertaining to Aviation Issues: All observations pertaining to

Aircraft, Ground Support Equipment, Loose Equipment etc will be covered in
separate part of Quality Audit Report. This report will be referred to CATO and
the ships for necessary action for liquidation of the observation.
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(b) Observations Pertaining to Non Aviation Issues: Those observations will
be under three headings i.e. Hull, Engineering and Electrical. The defect falling in
this category will be contained in separate part of Quality audit Report and will be
referred to CSO ‘Tech’ of respective commands for liquidation of these
observations.
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ANNEX A Chapter 36
STATION/CARRIER/YARD QUALITY ASSURANCE CELL – DUTIES AND

RESPONSIBILITIES
1. The station/carrier/yard QA cell will meet certain basic aeronautical inspection

and quality assurance requirements of aircraft, squadron, workshops, II line aircraft,
repair yard, maintenance/support facilities. The inspection cell will ensure that proper
aircraft maintenance standards are adhered to.
Organisation
2. The QA cell will function independent of personnel employed on

maintenance/manufacture/repair/modernization reconditioning and storage of naval
aircraft and associated equipment. The technical and functional control of the inspection
cell will rest with the Station Air Engineer Officer/Yard superintendent/Officers-in-
charge. The personnel for the QA cell will be chosen from the technical personnel of the
station/yard by SAEO/Yard superintendent /Officer in charge. Where both eastern and
western origin aircraft operate, the QA cell will have separate QA officers for both
eastern and western group.
Man Power
3. To facilitate effective functioning of station/yard QA cell the minimum

recommended personnel would be as follows which would again depend upon the size
of the establishment/ organization.
(a) QA Officer - 1
(b) QA Inspector (AE) - 2
(c) QA Inspector (AL) - 2
(d) QA Inspector (AR) - 2
Facility
4. Preferably a centrally located office needs to be allotted to accommodate the

personnel and records of QA cell.
Administration
5. The necessary standing order for the day-to-day functions of the QA cell is to be
issued by the SAEO/Yard superintendent/Officer-in-Charge.
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Tasks
6. The broad tasks of the QA cell would be as follows
(a) Carrying out snap audits of all aircraft held in station so that all aircraft are
covered in one year cycle and ensure rectification action are taken in a time
bound manner by user unit. The aircraft belonging to the fleets and integral ship
borne flights also come under the purview of station they are attached with on
disembarkation and should be included in the snap audit program.
(b) Monthly inspection of preserved/packed NGA/NGR engines in

station/yard.
(c) Stage inspection of all aircraft under II, III, IV line inspections.
(d) Acceptance/pre-transfer inspection of aircraft/aero engine.
(e) Audit /Inspection of aircraft undergoing major inspection.
(f) Defect investigation of aircraft incidents and maintain defect trend charts.
(g) Monitoring compliance of all technical instructions/orders/ modifications.
(h) Scrutinizing aircraft/aero engine concession/production permits.
(j) Monitoring and scrutiny of defect reports.
(k) Ensuring that user units correctly fill up the event reports wherever
applicable.
(l) Periodic updating of all technical instructions in respect of aircraft, engine

and associated equipments.
(m) Monthly inspection of aircraft documents and rendering advice to

front/II/III/IV line units for correct documentation procedures.
(n) Monitoring and maintaining mod status of all aircraft and associated
equipments/engines.
(p) Monthly quality surveillance of POL’s and surprise check of fuel quality.
(q) Ensuring that all test equipment/tools have valid calibration certificates.
(r) Carrying out NDT on aircraft and equipment where applicable.
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(s) Scrutinizing draft mod proposals prepared by units’ prior forwarding to
NAQAS.
(t) Maintaining up to date modification standard of each type of aircraft and

ensuring that all aircraft are modified to that standard.
(u) Scrutinizing of the AP’s and ensuring that amendments are incorporated in
time.
(v) To associated with NAQAS/RAQAS inspectors during the quality audit of

units/carrier/yards/workshops/facilities.
(w) Inspection of AHCP kit of all squadrons/carrier/yard/facilities and ensuring

their proper utilization for corrosion prevention and periodic replenishments.
(x) Ensuring that proper maintenance of GSE is carried out.
(y) Advise on indigenised substitutes at unit/carrier/yard/facility level.
(z) Scrutinize tender enquiry and quotations for local purchase of air stores to
ensure that items accepted/procured are suitable for aeronautical use.
(aa) Advise on suitability for use of short lifed items held in stock after expiry of
laid down shelf life.
(ab) Determination of stages of inspection of production process where

applicable.
(ac) Inspect auxiliary facilities like power supply points, washing rigs etc and
advice units to take corrective action.
(ad) Inspect all loose equipment supplied along with aircraft for proper
storage/preservation.
Responsibilities
7. The responsibilities of QA cells are as enumerated below
(a) Carry out duties as laid down in relevant orders promulgated by

SATO/Yard Superintendent/Officer-in-Charge of quality assurance cell.
(b) Be responsible to SATO/Yard Superintendent/Officer-in-Charge of

facilities for the quality of products/maintenance standards of aircraft inspected.
(c) Ensure all orders and instructions affecting inspection and testing are
complied with.
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(d) Compilation of inspection instructions where such instructions are not

available.
(e) Ensure necessary amendments are carried out in the users’ air
publications.
(f) Prepare and promulgate inspection programme in advance to units

concerned.
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Chapter-37
SUPERVISION AND CHECKING OF SERVICING WORK

CONTENTS
Article
3701. General principles

3702. Supervision of flight servicing
3703. Supervision of other servicing work
3704. Independent checks on engine and flying controls
3705. Independent checks on assisted escape system including canopy jettison
3706. Independent checks of helicopter blades and tail cones after spreading
3707. Random checks on servicing work
3708. Detachable panels
3709. Loose article check
Annex
A Control System terminology
3701. GENERAL PRINCIPLES
1. The person carrying out any servicing work is responsible that it is one correctly.
2. All servicing work carried out on naval aircraft, components and equipment are to
be supervised. Except for Flight Servicing or when a self-supervisory sailor is employed,
a supervisory sailor is to be detailed for each servicing job. The supervisory sailor is
responsible for certain aspects of the job as laid down in Article 3703.
3. In addition to this supervision, servicing work on certain components and

systems which are vital to the safety of the aircraft or its occupants is to be checked
independently. A supervisory sailor who has taken no part in the servicing job must
carry out the independent checks. They are to be certified as a separate entry in the
Aircraft Servicing Form or Job Card.
4. Random checks of servicing work are to be carried out by Air Engineer Officer/Air
Electrical Officer or nominated senior sailors to ensure that servicing is properly
conducted.
5. Other checks or special inspections may be required on naval aircraft and

associated equipment on particular occasions. (Chapter 38).
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3702. SUPERVISION OF FLIGHT SERVICING
1. Periodic checks on knowledge of the content of servicing schedules and the

ability to execute it are to be carried out by nominated supervisory sailor on all
tradesmen and qualified aircrew carrying out Flight Servicing.
2. The checks are to ensure:
(a) Individual sailors carry out work correctly in accordance with instructions
and are using the correct tools, ground equipment and materials in a proper
manner.
(b) Individual sailors are competent to perform any Flight Servicing for which
they may be detailed in their current employment.
3. An average sailor should be checked every 2 months, but the maximum interval
between checks of an individual sailor is not to exceed 4 months.
4. Sailors who have not been employed on flight servicing for a period of one month
are to be checked before re-commencement.
5. Records of checks carried out and their content and nature are to be kept by the
squadron or Unit Air Engineer/Air Electrical Officer.
3703. SUPERVISION OF OTHER SERVICING WORK
1. All other servicing work carried out on naval aircraft and associated equipment
either on the aircraft or in workshops is to be supervised by a supervisory sailor of the
appropriate trade. He is to be detailed and associated with the work from the start.
2. The exceptions are:
(a) Individual supervisory sailors may be authorised to supervise certain work

of their own. The number of such sailors should always be restricted to the
minimum necessary for the efficient operation of the Unit or Squadron.
(b) On multi-trade systems, suitably qualified and experienced supervisory

sailors, with a detailed knowledge of the system as a whole, may supervise the
work of other trades associated with the system.
(c) Supervisory sailors may supervise sailors of other trade in accordance

with NAMM Article 2702 provided the AEO/ALO of the ship, air station or
squadron is satisfied that they have received adequate training.
3. Supervisory sailors permitted to act in accordance with para 2 must be

authorised by the Air Engineer Officer/Air Electrical Officer of a ship, air station or
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squadron. A record is to be kept of sailors so authorised, detailing the categories of
work covered in each case.
4. Responsibilities of the Supervisory Sailor. The supervisory sailor is responsible

for:
(a) Ensuring that all safety precautions have been taken.
(b) Ensuring that the sailors detailed to carry out the work is qualified to
perform it and has access to, is aware of, understands and uses the technical
instructions relevant to the work to be undertaken, and is given any necessary
instructions in the performance of the work.
(c) Checking periodically that the sailor is carrying out the work correctly in
accordance with current regulations or orders, and is using the correct tools,
ground equipment and materials in the proper manner.
(d) The security and locking of components.
(e) The adjustment, where necessary, the sealing of components against

foreign matter.
(f) Checking the work carried out for correct assembly on completion.
(g) Calling up independent checks as required (Article 3704) and any other
checks specifically called for in current instructions.
(h) The testing of systems and circuits and the functioning of the engine and
flying controls.
(j) Checking that no tools or other loose articles are left in the aircraft, sub-
assembly or component and that the requirements of the tool control procedure
(Chapter 46) have been met.
(k) Ensuring that the sailor carrying out the work has replaced and secured all
detachable panels.
(l) Ensuring that the necessary entries have been completed and certified in
the appropriate servicing document.
3704. INDEPENDENT CHECKS ON ENGINE AND FLYING CONTROLS
1. An independent check is to be carried out whenever any engine or flying control

system, or system associated directly with engine or flying controls, is disturbed during
servicing work. The check is to be carried out by a supervisory sailor who has taken no
part in the servicing work.
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2. The supervisory sailor in charge of the servicing work during which the system
was disturbed is responsible for calling up independent checks using the standard form
of entry (Article 2222). Any cases of doubt as to the extent and nature of the
independent check required are to be referred to an AEO/ALO.
3. The independent check is to consist of:
(a) A check on the assembly and locking of that part of the system which has
been disturbed. This is to be a comprehensive external visual inspection, without
dismantling, to ensure that items are correctly and securely located and all
applicable locking/security devices are in place.
(b) A check that the engine or flying control system, which has been affected
by the work, functions correctly.
4. Where parts of systems subject to independent checks will be obscured by

subsequent assembly, an additional independent check is to be introduced to cover
assembly and locking upto that stage. The final independent check after completion of
all work also certifies that all necessary stage independent checks have been carried
out and are correctly documented.
5. The extent of the independent check to be carried out in accordance with para
3(b) above is to be determined by an Air Engineer/Electrical Officer or authorised sailor.
It is to be based on the degree of disturbance to the system during the servicing work.
Where major disturbance of the system has occurred full independent functional checks
are to be carried out, including range and freedom of movement. Where disturbance
has been such as to cause no possible change to range and freedom of movement,
independent functional checks may be restricted to ensuring operation in the correct
sense and, for example:
(a) Checking for absence of fluid leaks in the disturbed area.
(b) Checking correct cable tensions.
(c) Checking the integrity of electrical connections or otherwise.
6. Terminology of Control Systems is given in Annex A.
3705. INDEPENDENT CHECKS ON ASSISTED ESCAPE SYSTEM INCLUDING

CANOPY JETTISON AND MINIATURE DETONATING CORD (MDC) SYSTEMS
1. An independent check is to be made whenever an ejection seat or associated

equipment, canopy jettison or MDC system is disturbed. A check is to be carried out in
accordance with the instructions laid down in the aircraft Servicing Schedule or Process
Sheet.
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2. The Supervisory sailor in charge of the servicing work during which the assisted
escape system is disturbed is responsible that the aircraft is placed unserviceable by an
entry in the Change of Serviceability Log of the Aircraft Servicing Form, that an
independent check is required.
3. The check is to be carried out by a supervisory sailor who has taken no part in
the work required to restore the system to a serviceable condition. He is to certify that
the check has been completed by closing the entry in the Aircraft Servicing Form.
4. The Change of Serviceability Log entries at paras 2 and 3 are to conform to the
standard formats laid down in Article 2223.
3706. INDEPENDENT CHECKS OF HELICOPTER BLADES AND TAIL CONES

AFTER SPREADING
1. Helicopters may be cleared for flight in the Flight Servicing Certificate with rotor
blades and/or tail cones folded.
2. Helicopters with manual Main Rotor Blade folding and/or which have no "Pylon
Spread" interlock system.
(a) Whenever blades or pylon are folded, aircraft are to be placed

unserviceable in the change of serviceability log. On spreading, these entries are
to be cleared in full and an independent check carried out in accordance with
Article 3704(3(a) only), using the standard form of entry at Article 2222.
(b) The aircraft may be cleared for flight and accepted by the pilot on the
Flight Servicing Certificate with these entries open, subject to:
(i) The Flying Requirement being annotated on the Flight Servicing

Certificate.
(ii) The change of Serviceability Log entries being cleared in full as

soon as possible (normally before take off is permitted).
(iii) The supervisory sailor carrying out the independent check is to

indicate to the pilot that the check is complete and that all items
associated with folding and spreading operations are properly secured
and locked. The pilot is to acknowledge the report before engaging.
(c) Only supervisory sailors who have been specifically authorised in

Squadron, Flight or Unit Orders are to carry out this independent check.
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3. Helicopters with Automatic Main Rotor Folding System and "Pylon Spread"
Interlock System
(a) On spreading the tail pylon, a sailor of any trade who is QM, QS or QFS
on type is to check that the pylon locking pins are fully home, the warning flag
housed, and by attempting to turn the tail rotor, that the drive coupling is
engaged.
(b) On spreading the main rotor blades, a sailor of any trade who is QM, QS
or QFS on type, is to check visually from the ground that the geometry of the
spread blades is correct and that no obvious malfunction has occurred.
(c) The checks detailed in paras 3(a) and (b) are to be carried out as follows:
(i) If already spread. Immediately before the aircraft is manned.
(ii) If folded when the aircraft is manned. After spreading.
(iii) If refolded when the aircraft is manned. After re-spreading.
(d) On completion of these checks the sailor concerned is to indicate to the

pilot that the geometry of the blades/pylon is correct, and that no obvious
malfunction has occurred. The pilot is to acknowledge the report before
attempting to engage rotors.
(e) These checks, together with cockpit indications and release of interlocks,
will ensure integrity of the system. The checks need not be certified in the
3707. RANDOM CHECKS ON SERVICING WORK
1. The Air Engineer/Air Electrical Officer and nominated supervisory sailors are to
carry out random checks to ensure that correct technical practices and safety
precautions are being used and that a satisfactory standard of servicing is being
achieved in units or sections.
2. The checks are to include all aspects of the supervisors responsibilities as laid
down in Article 3703.
3. A record of checks carried out is to be kept by the Squadron/ Unit AEOALO.
4. Random checks by the Air Engineer /Air Electrical Officer of a ship or air station
are to include all squadrons or units attached to the ship or air station.
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3708. DETACHABLE PANELS
Immediately before the first flight after the completion of major rectification (e.g.
engine change) or extensive servicing, a complete check for correct assembly and
security is to be made, by a supervisory sailor, on all detachable panels and access
doors on the aircraft.
3709. LOOSE ARTICLE CHECK:
Immediately before the first ground run/ flight after completion of major
rectification (e.g. engine change) or extensive servicing, a complete check for loose
article (e.g. used split pin, washer etc) in the vicinity of work done area is to be carried
out by the supervisor responsible for the work and an entry to that effect is to be made
in un-serviceability log.
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ANNEX A Chapter 37
CONTROL SYSTEMS TERMINOLOGY
1. Control. A component within the flying or engine control systems.
2. Flying Controls Components operating the aircraft's movable aero-dynamic

surfaces and movable exhaust nozzles and their means of operation whether power or
manually operated. They include helicopter transmission systems, helicopter rotor pitch
change gear, flaps, air brakes, trimming controls, aerodynamic air blow systems,
reaction controls and associated air, hydraulic and electrical systems.
3. Engine Controls. Components which control the power output of the engine
including those operating propellers, fuel delivery, water injection and reverse and
augmented thrust together with their associated systems.
4. Associated Systems. Systems or sub-systems whose function is to operate, or

contribute to the operation of, engine or flying controls including all components,
connections, pipelines and electrical wiring, whose failure or malfunction would
contribute directly to the failure or malfunction of engine or flying controls.
5. Disturbed. The term 'Disturbed' is to be regarded as including any of the

following:
(a) The disconnection of any part of the system from any other.
(b) The movement of any component of the system from its normal installed
position, irrespective of whether or not any connections to the component have
been broken.
(c) Any other action which could affect the correct functioning of the system in
degree or sense.
Note:-
The attachment of an approved test set to an approved test point in order to carry
out a functional test is not to be regarded as a disturbance of the system.
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Chapter 38
CHECKS ON SPECIAL OCCASIONS
CONTENTS
Article
3801. General
3802. Functional tests of aircraft systems and mechanisms(except undercarriage)
3803. Retraction tests on undercarriage systems
3804. Unallocated
3805. Inspection of flying controls after aircraft have been parked in high winds
3806. Inspection of aircraft after accidents
3807. Inspection of aircraft after heavy landings
3808. Examination of aircraft after limitations have been exceeded
3809. Examination of aircraft subjected to blast or to the effects of firing of own ship's
weapons
3810. Examination of aircraft subject to heavy salt water spray
3811. Engine installation
3812. Fuel and water injection systems
3813. Helicopters - checking of Main Rotor Assembly Hub Nut
3814. Inspection of constant speed unit oil filters
3815. Examination of engines after overspeeding
3816. Examination of engines after exceeding temperature limits
3817. Examination of engines with low or fluctuating oil pressure
3818. Power checks on Piston/Propeller combination
3819. Inspection of propellers after installation
3820. Functional testing of armament installations
3821. Flexible fuel tanks - checks after installation
3822. Examination and demagnetisation of aircraft struck by lightning
3823. Overheated brake units
3801. GENERAL
1. This chapter lists the occasions on which special checks or inspections are to be
carried out on naval aircraft or airborne equipment. The occasions on which an
Independent Check is required are contained in Chapter 37. Hazardous incidents are
the subject of special checks for which details are contained in the relevant ASM.
2. All checks and inspections called for are to be recorded and certified in the
change of Serviceability Log of the Aircraft Servicing Form.
3. Special checks instructions are issued separately for VVIP/VIP Flights.
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3802. FUNCTIONAL TESTS OF AIRCRAFT SYSTEMS AND MECHANISMS (Except
undercarriage)
1. Aircraft Systems. Whenever a system is disturbed, an appropriate functional test

is to be carried out and recorded on completion of work and before the system is placed
serviceable.
2. Operating Mechanisms. A Functional test of an operating mechanism over its full

normal range of movement after any rectification to, or installation of, whole or part of
the mechanism is to be carried out and recorded before the mechanism is placed
serviceable.
3803. RETRACTION TESTS ON UNDERCARRIAGE SYSTEMS
1. For disembarked aircraft, and whenever possible for embarked aircraft (Article
4129), an undercarriage retraction test is to be carried out in the following
circumstances:
(a) After any adjustment has been made to any part of the system or locking
mechanism, or indicating micro-switches.
(b) After there has been any disconnection or replacement of that part of the
aircraft hydraulic or pneumatic system, whichever is applicable, pertaining
expressly to the undercarriage services.
(c) After replacement or repair of any major components (egg undercarriage

door).
(d) When any defect in the system has been reported or is suspected.
(e) When an aircraft has been subject to a heavy landing if considered

necessary by an Air Engineer/Air Electrical Officer.
3804. UNALLOCATED
3805. INSPECTION OF FLYING CONTROLS AFTER AIRCRAFT HAVE BEEN

PARKED IN HIGH WINDS
1. When aircraft have been parked out in winds of gale force, all rotors, propellers,
flying controls and locking surfaces are to be inspected in accordance with the
hazardous incident procedure in the Aircraft Servicing Manual.
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3806. INSPECTION OF AIRCRAFT AFTER ACCIDENTS
1. When an aircraft is involved in an accident/incident in which any part of the

aircraft receives even minor damage, it is to be placed "unserviceable" and examined
by an Air Engineer/ Electrical Officer before being passed again as "Serviceable" to fly.
2. If damage is sustained by the propeller or rotor, the engine or transmission is to
be considered as shock loaded, and is to be placed "unserviceable" until it has been
examined and tested in accordance with the relevant technical instructions.
3807. INSPECTION OF AIRCRAFT AFTER HEAVY LANDINGS
1. An aircraft which has sustained a heavy landing is to be placed "unserviceable"

and examined by an Air Engineer/Air Electrical Officer before being passed again as
"serviceable" to fly.
2. Commanding Officers of Squadron, in which the inexperience of pilots or flying

conditions result in frequent heavy or bad landings, are to arrange that such landings
are observed, that heavy and bad landings are recorded, and that the necessary
inspection is carried out.
3. When as a result of a heavy landing the undercarriage or wheel is damaged, the

tyre, although showing no visible sings, may be damaged due to bottoming. In all such
cases the tyre is to be scrapped.
3808. EXAMINATION OF AIRCRAFT AFTER LIMITATIONS HAVE BEEN

EXCEEDED
1. After any flight in which loading, flying, engine or transmission limitations have
been exceeded, or if they have exceeded on the ground, the aircraft is to be placed
"unserviceable:. The particulars are to be recorded in the Aircraft Servicing form and the
Airframe or Component Record/Log Card together with details of the examinations and
tests carried out.
2. A decision as to the type of inspections and checks to be carried out is to be

made by the Air Engineer/Air Electrical Officer in amplification of any detailed technical
instructions which may have been issued to cover a particular case.
3809. EXAMINATION OF AIRCRAFT SUBJECTED TO BLAST OR TO THE

EFFECTS OF FIRING OF OWN SHIP'S WEAPONS
1. Aircraft subjected to the effects of blast caused by enemy action, or of blast, wind
age, ejected matter, contamination by chaff or random flying debris caused by the firing
of own ship's weapons outside the authorised 'aircraft-on-deck' safety arcs are to be
placed 'unserviceable', and are to be examined by an Air Engineer/Air Electrical Officer
before being passed again as 'serviceable' to fly. Such aircraft are to be inspected
carefully for less obvious damage such as slackness of rivets and bolts, buckling of skin
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plating and control linkages, damage by heat, leaking systems, broken instruments or
light filaments and cracked or broken bonded joints. Blast may be sufficient to break
bonded joints, shear rivets etc without leaving evidence of failure, and with no external
indication of more serious internal damage. Where such damage is suspected, the
aircraft structure is to be opened up sufficiently to permit internal examination.
2. Aircraft which have been subjected to Guided Weapons booster efflux must be
thoroughly washed down at the first convenient opportunity after the firing, to remove
any abrasive, corrosive or toxic deposits.
3. When the visual inspection called for in para 1 of this article has revealed no
apparent defect, a full power ground or tie-down run is to be carried out enabling a full
assessment of the serviceability of all systems and services to be made. On satisfactory
completion of this run, characteristics of the aircraft are to be checked.
3810. EXAMINATION OF AIRCRAFT SUBJECT TO HEAVY SALT WATER SPRAY
1. On all occasions when aircraft have been subjected to heavy sea spray at the
earliest opportunity they are to be placed unserviceable and washed down with fresh
water and the appropriate anti-corrosion treatment is to be re-applied.
3811. ENGINE INSTALLATION
1. A special inspection of piston and turbo-prop engine installation is to be carried

out within a period of 8 to 12 flying hours after or as stipulated in the Maintenance
Manual/Technical Instructions after:
(a) Receipt of an aircraft from the contractor.
(b) The attachment points of an engine or power plant have been disturbed.
2. A check is to be made on all the main attachment bolts, installation fittings and
tightness of joints in accordance with relevant technical instructions.
3812. FUEL AND WATER INJECTION SYSTEMS
1. At any time when the fuel or water injection system of an aircraft has been
disturbed or adjustments made to cocks or valves or overload tanks fitted or removed,
functional test is to be carried out by a supervisory sailor.
2. The test should be such as to ensure that fuel/water injection system

serviceability has been unaffected or restored, and should include, as a minimum,
checks that:
(a) Full fuel flow/water flow is obtainable.
(b) There is no leakage from disturbed components
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(c) Components are secure and correctly locked.
(d) Correct cockpit indication.
3. In the case of checks of overload fuel tanks fitted to aircraft with engines subject
to a policy of reduced ground running, the fuel flow check required by para 3(a) above
may be restricted to confirmation that fuel transfer is possible using means other than
engine running. Provided that slow transference of fuel could not endanger the aircraft,
the full rate of fuel flow may be checked on a Check Test Flight in accordance with
Article 1103.
3813. HELICOPTERS - CHECKING OF MAIN ROTOR ASSEMBLY HUB NUT
1. The torque loading of the hub nuts securing the main rotor assembly of all
helicopters, with the exception of main rotor assemblies secured by a face to face
flanged joint, is to be rechecked at the periodicity, and to the value laid down in the
relevant aircraft publications.
3814. INSPECTION OF CONSTANT SPEED UNIT OIL FILTERS
1. After ground run following the installation of a new reconditioned engine, proceed
as follows:
(a) Examine the constant speed unit oil filter.
(b) If contaminated by metal particles, clean and replace the filter and ground
run the engine.
(c) Re-examine the filter and, if contamination persists, change the engine
and proceed as detailed in the ASM.
2. After the first five flying hours, re-examine the constant speed unit oil filter, and, if
contaminated, proceed as detailed in paras 1(b) and 1(c).
3815. EXAMINATION OF ENGINES AFTER OVERSPEEDING
1. Engine over speed limitations are quoted in the relevant ASM. Should these
limitations be exceeded the engine is to be regarded as unserviceable and the
appropriate repair or disposal procedure is to be taken in accordance with current
instructions. Such engines are to be clearly labelled “Engine Overspeed” and it is to be
recorded to the Engine Record/Log Card.
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3816. EXAMINATION OF ENGINES AFTER OVERHEATING
1. If an engine is reported to have exceeded its normal operating temperature it is

to be subjected to a careful examination, including the inspection of the filters. If no
abnormality can be found, a test flight may be carried out at the discretion of the Air
Engineer/Air Electrical Officer, and, if the symptoms do not recur, the engine may be
returned to service. If overheating again occurs, the engine is to be regarded as
unserviceable and the appropriate disposal procedure is to be taken.
3817. EXAMINATION OF ENGINES WITH LOW OR FLUCTUATING OIL PRESSURE
1. It is essential that whenever low or fluctuating oil pressure is experienced, it

should be reported and an inspection of the pressure and scavenge filters carried out
before further running of the engine.
2. If traces of bearing metal are found it is a certain indication that a bearing failure
is developing and the engine is to be regarded as unserviceable and the appropriate
repair or disposal procedure is to be taken in accordance with current instructions.
3. If there are no signs of metal in the filters, the oil system should be primed before
the engine is run again, to ensure that all the oil passages are filled with oil.
4. When no traces of metal are found the engine may be run, but careful watch
must be kept on the oil filters which are to be inspected before and after every flight for
signs of bearing metal, until it is apparent that no damage is developing.
5. Where necessary the assistance of NCML/NAQAS should be sought to identify

metal particles found in filters (Article 3319).
3818. POWER CHECKS ON PISTON/PROPELLER COMBINATION
1. Power checks and the establishment of reference RPM are to be carried out on
the occasions listed in Chapter 13.
3819. INSPECTION OF PROPELLERS AFTER INSTALLATION
1. Instructions for the inspection of propellers after installation are contained in the
Aircraft Servicing Manual.
3820. FUNCTIONAL TESTING OF ARMAMENT INSTALLATIONS
1. Functional tests are normally to be carried out on installed armament equipment

on the following occasions:
(a) On role change or preparation for service.
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(b) (i) For conventional and guided weapons, prior to arming if a longer
period than that specified in the servicing schedule has elapsed since the
last test or the last successful release of an identical weapon.
(ii) For special weapons, prior to arming in accordance with the

instructions in the relevant servicing schedule.
(c) After the system has been disturbed for any occasion.
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3821. FLEXIBLE FUEL TANKS - CHECKS AFTER INSTALLATION
1. After fitting a flexible fuel tank, aircraft fuel filters are to be checked for
contamination between five and ten hours after fitment.
3822. EXAMINATIONS AND DEMAGNETISATION OF AIRCRAFT STRUCK BY

LIGHTNING
1. On termination of a flight in which the pilot knows or suspects that the aircraft has
been struck by lightning, he is responsible for making an entry in the Change of
Serviceability Log of the Aircraft Servicing Form requiring a lightning strike check to be
carried out before the next flight. This check is to consist of a physical examination of
the aircraft and a compass swing.
2. Should this compass swing show that a significant change of co-efficient A, B or

C has occurred the components which have been magnetised must be located and
demagnetised.
3. After demagnetisation, the aircraft must be re-swung and continue to be

considered as suspect for two months as there may be small changes in the deviation
due to progressive stabilisation of the magnetism. During this two month period and
until it is evident from successive compass swings that stability has been achieved, the
compass system is to be treated as suspect (Chapter 19) and an entry to this effect is to
be made in the Limitations Log of the Aircraft Servicing Form.
4. All lightning strikes are to be reported to IHQ MoD (Navy)/HQNA/NAQAS in

accordance with INAP-2.
3823. OVERHEATED BRAKE UNITS
1. When aircraft are subjected to excessive braking, brake fires and explosive
failures in wheels and tyres may occur. In the event of overheated wheel and brake
assemblies, or wheel brake fires, all personnel not required for fighting the fire should
evacuate the immediate area.
2. If a fire exists it should be extinguished by whatever means available and as

soon as possible. If dry chemical extinguishers are available they should be used. The
chemical may cause corrosion to aluminium alloy structures and care should be taken
to limit application to the fire area and the minimum amount of powder necessary to
extinguish the fire should be used. Personnel are to approach the overheated wheels in
a fore or aft direction only, never in line with the axle. Extreme caution is necessary,
particularly when using cooling type fire extinguishers (CO2, water, foam), which may
increase the possibility of explosive wheel failure. As soon as the fire is extinguished the
overheated assemblies should be allowed to cool in ambient air for at least 30 minutes.
Personnel and other aircraft are to keep a safe distance during the cooling period.
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3. When brakes have become heated due to taxying, aircraft are to be parked and
suitably chocked with the brakes in the 'off' position; when the temperature of the unit
has fallen to ambient the brakes may be set in the parked 'on' position.
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Chapter 40
ENGINEERING PRACTICES AND SAFETY PRECAUTIONS –

FIRE AND PERSONNEL PRECAUTIONS
CONTENTS
Article
4001. General
4002. Precautions against fire
4003. Use of inspection lamps and portable lighting
4004. Storage and use of flammable materials
4005. Precautions by personnel when working on aircraft
4006. Dermatitis risk
4007. Protection of ears against noise
4008. Electrical shock due to static electricity
4009. Ground testing of pressure cabins and cockpits
4010. Radiography - personnel safety
4011. Radioactive contamination of aircraft
4012. Protective clothing - non flying personnel
4001. GENERAL
1. The engineering practices to be adopted and the safety precautions to be

observed are laid down in appropriate publications. The chapters in this part of the
Naval Aircraft Maintenance Manual include instructions on general engineering
practices and safety precautions which are not laid down elsewhere.
2. Sailors are responsible for drawing the attention of their officers or supervisory
sailors to any occurrence or condition which in their opinion is likely to give rise to an
accident to personnel or damage to material. If time does not permit the attention of
their superiors to be drawn to the incident, sailors are responsible for taking action to
avoid accidents.
3. Arrangements are to be made to ensure that all personnel concerned with the
servicing of aircraft have adequate opportunity to participate in, and contribute to, any
measures adopted to ensure Flight Safety.
4002. PRECAUTIONS AGAINST FIRE
1. All personnel involved in the servicing of aircraft must be fully aware of the risk of
fire and that co-operation between the various persons servicing an aircraft is essential
to ensure safety from fire and explosions.
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2. The following publications are relevant:
(a) AP 957 - Fire Prevention and Fire Extinguishing Equipment in Aircraft.
(b) INAP-2 – Regulation for Fleet Air Arm
(c) BR 1754 - Regulations for storage, Handling of Gasoline, Kerosene etc

afloat.
(d) Joint Services Safety Code for Storage and Handling of POL.
(e) BR 4007 - Ship Fire Fighting Manual.
3. The Officer-in-Charge of a hangar is responsible for ensuring that adequate first-

aid and fire fighting appliances are available in the hangar in easily accessible and well
marked fire points.
4. Smoking in hangars containing aircraft is forbidden, and NO SMOKING notices

are to be prominently displayed.
5. Welding, brazing or any other operation involving fire or explosion risk are not to
be carried out in hangars in which aircraft containing fuel are situated, or in a
compartment in which flammable materials are housed without prior approval of an Air
Engineer Officer.
6. No oil, dope, oily waste or other flammable materials, or motor transport, with the
exception of tractors and lubricating oil replenishment rigs, are to be kept in hangars
containing aircraft.
7. Slow combustion stoves, or open flame oil stoves are not to be used in hangars
containing aircraft.
8. The doors of offices and stores constructed as an Annex to a hangar are to be

kept closed when not in use, and where practicable should be self-closing.
9. Servicing equipment containing internal combustion engines are not normally to

be parked under any part of an aircraft, or left unattended, when engines are running.
10. When starting-up aircraft engines, at least one 90 litre AFFF or one 10 Kg CO2
trolley extinguisher is to be in close proximity and to windward of the aircraft.
11. Particular attention is to be paid to the efficient earthening of all portable

electrically operated tool or equipment.
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4003. USE OF INSPECTION LAMPS AND PORTABLE LIGHTING
1. Only approved types of inspection lamps and portable lighting are to be used on
aircraft or in hangars containing aircraft. Before use they are to be inspected for efficient
connections and earthening.
2. Inspection lamps are not to be left on and unattended in aircraft.
3. Only approved flameproof lighting is to be used inside fuel tanks, fuel tank bays
or in areas where flammable vapour is likely to be present.
4. The following additional precautions are to be taken when using pedestal type
portable lamps near aircraft and in hangars containing aircraft.
(a) Heat from the lamp is not concentrated on any aircraft surface or engine.
(b) In the event of the pedestal being upset it will not fall into any drip tray or
receptacles containing flammable material.
5. The lamps, unless of fluorescent type, are not to be used without a wire guard on
the lamp reflector.
4004. STORAGE AND USE OF FLAMMABLE MATERIALS
1. Certain materials used in the servicing of naval aircraft are highly flammable.
Regulations for their storage are laid down in INBR-12, AP 3160, JSP 317, JSP 318
and BR 1754. Ready use supplies are not to be stored in hangars other than in
approved stowages (Chapter 33).
2. The use of gasoline as a cleaning agent is to be strictly confined to such parts of

an aircraft or engine as is specifically directed in Air Publications. Lead-free gasoline
only may be used and on no account is fuel to be drained from aircraft for this purpose.
Any relaxation of this rule found necessary in exceptional circumstances is to be
authorised by the Air Engineer Officer.
4005. PRECAUTIONS BY PERSONNEL WHEN WORKING ON AIRCRAFT
1. When personnel, including those under training, are working on aircraft, the
overall suits should be free from buttons and preferably fitted with velcro. The
maintenance personnel should wear technical shoe with rubberized sole, while climbing
on top of aircraft. The breast pockets of their overall suits must be either removed or
stitched up. Pockets of authorised working rig must be empty and the flaps buttoned
where applicable.
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2. The carrying of any type of cigarette or pipe lighter by personnel when employed
in servicing or working on aircraft, or on work which brings them into contact with
gasoline or other flammable material, is forbidden.
3. Personnel are forbidden to carry matches into hangars containing aircraft.
4006. DERMATITIS RISK
1. The fuel used in gas turbine powered aircraft if splashed on to face, hands, etc.,
may give rise to dermatitis. Barrier cream should therefore be provided for the use of
bowser attendants and sailors engaged on the refuelling and defuelling of turbine
engine aircraft.
4007. PROTECTION OF EARS AGAINST NOISE
1. All personnel working in the vicinity of running gas turbine engines must protect
their ears against noise by the use of approved ear defenders or ear plugs and the ear
defenders or ear plugs should be properly secured with rope to the overall.
4008. ELECTRICAL SHOCK DUE TO STATIC ELECTRICITY
1. Static electricity is generated by relative movement of separation between two

dissimilar materials in close contact. If charges are permitted to build upon men, their
clothing, weapons, handling trolleys, packaging materials and large structures such as
aircraft, the energy produced can be a potential hazard to personnel, explosives and
flammables.
2. Information, regulations and procedures to minimise the potential hazards given

in relevant publications are to be followed by all personnel concerned with
servicing, maintenance and operation of Naval aircraft.
4009. GROUND TESTING OF PRESSURE CABINS AND COCKPITS
1. During pressure testing it may be necessary for aircraft cockpits or cabins to be

manned and the occupant exposed to an increased pressure of upto 7.3 lbf/sq.inch. All
those who undertake this duty are to be medically examined to ensure that the condition
of the ears, nose and throat conforms to the standards required for Divers. Additionally
they are to be taught how to clear their Eustachian tubes as the pressure rises. Medical
examination is to take place before first being employed on such duties and annually
thereafter whilst continuing to undertake such duties.
2. The number of personnel present in a pressurised compartment during pressure

testing is to be kept to the minimum necessary for the conduct of the test, safety and, if
required, training.
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3. Officers in charge of these tests are to ensure that those who are detailed to work
inside the aircraft have been found medically fit for such duties and have received
adequate instruction on, and are fully conversant with, the aircraft pressure system and
the cockpit hood-operating mechanism.
4. Persons suffering from colds are not to be employed in the pressurised portion of
an aircraft at ground level unless they are certified as fit for such duty by the air station
or unit medical officer.
5. A safety sailor is to be stationed outside the aircraft during the period of the test, in
a position from which he can watch the occupant of the cockpit and institute rescue
operations if required.
6. The danger arising from explosive decompression at pressures upto 5.5

lbf/sq.inch are small. At pressures upto 7.3 lbf/sq.inch the risks are high if the person is
not fully cleared medically. If the pressure rises rapidly through failure of any part of the
valve system, the effects of a subsequent explosive decompression could be very
dangerous.
4010. RADIOGRAPHY - PERSONNEL SAFETY
1. X-ray generating machines and Gamma Ray sources used in industrial

radiography emit radiations which are invisible. Body tissues and cells may be injured
by exposure and the effects of doses of radiation are cumulative. Absorption of
radiations by the human body produces no sensation and the harmful effects are
normally delayed.
2. The intensity of the radiation obeys the inverse square law, ie it diminishes rapidly
with distance from the source. Separation from the source is the individual's best
protection against harmful radiation.
3. The Commanding Officer or Head of Establishment is responsible for the health

and safety of all persons, including the general public, who might be exposed to
radiation from any industrial radiography process, carried out in his ship or
establishment or from material removed from it.
4. He is to appoint a technically competent person for industrial radiography

processes. This person, known as a Radiation Protection Supervisor (RPS), will draw
up a code of practice in accordance with instructions for Radiological Protection and
with current regulations for use in the ship or establishment which will detail the manner
in which the following are to be carried out:
(a) Administration
(b) Physical surveillance
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(c) Medical surveillance
(d) Working procedures
(e) Record keeping
5. Industrial radiography equipment is to be operated only by fully trained personnel

who are to be designated 'Classified Workers' and are to be specifically nominated by
the ATO of the ship or establishment to carry out industrial radiography. A minimum of
two fully trained classified workers are required for industrial radiography techniques
carried out other than under controlled laboratory conditions.
4011. RADIOACTIVE CONTAMINATION OF AIRCRAFT
1. Aircraft which fly at altitude, particularly at 30,000 ft of more and north of a latitude
50 deg N can become contaminated with fission procedure. The degree of
contamination is very low and can be expected to remain low unless large scale testing
of thermonuclear weapons is resumed. No regular monitoring of present naval aircraft is
necessary and there are no precautions to be taken in all normal work carried out on the
aircraft.
2. However, when maintenance work which invites the stripping of large areas of
surface finish, particularly in air intakes, is carried out, the following simple precautions
should be taken:
(a) The work should be carried out in a well ventilated space, ie. a done shop
or in the open air.
(b) The paint or other material removed should be bagged up (in polythens
bags) and disposed of with other refuse by normal method of refuse disposed ie.
It should not be allowed to lie around where it can get on persons skin or
clothing.
(c) Exposed areas of skin should be washed thoroughly and no food or drink
should be consumed before such washing.
(d) Overalls should be laundered immediately on completion of such work.
4012. PROTECTIVE CLOTHING - NON FLYING PERSONNEL
1. Flight Deck Personnel:- Within each ship all flight deck personnel wear the same
rig. The Flight Deck Officer orders the rig to be worn as per the climatic condition:
(a) Stenciled Titles. All engineer officers and senior maintenance sailors
working on the flight deck are to have their official title stenciled on the backs of
their surcoats or jerseys. Stenciling is to be of a standard pattern.
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(b) Footwear. All maintenance personnel working on aircraft are to wear

boots, DMS, nonslip conductive. The soles are to be frequently checked for the
adherence of FOD particles. Because of their poor non-slip qualities, neither
plimsolls nor service pattern shoes are to be worn.
(c) Coloured Helmets. Correctly coloured flight deck helmets are to be worn
on the flight deck at all times when operating aircraft.
2. Protective clothing currently in service is shown in Annex A to this chapter.

Air Engineering orders are to specify:
(a) The rig to be worn according to climatic conditions.
(b) Warnings of the possible snagging hazards on certain patterns of issue

clothing.
3. General
(a) Helmets. Helmets or ear defenders are always to be worn when working in
the vicinity of an engine being run.
(b) Overalls etc. When working in or near operating aircraft all personnel are to
be fully clothed with sleeves rolled down - and wearing overalls.
(c) Nylon Clothing is not to be worn next to the skin when operating aircraft.
(d) Loose Article Hazard. On all occasions before preparing to work in or near
aircraft, personnel are to ensure that attachments eg buttons, personal jewellery
such as medallions, rings, watches etc are properly secured, and that all pockets
are fastened or empty, to minimise the dangers of loose articles.
(e) Electro Static Hazard. When removing lightweight foul weather clothing,
prior to handling explosive devices, circuits or components, AVGAS or MTGAS,
sailors are to equalise their own body potential by placing a hand to an earth (or
the exposed metal work of a ship).
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Chapter 41
AIRCRAFT GENERAL AND AIRCRAFT SYSTEMS
CONTENTS
Article
4101. Cleaning materials for use on aircraft

4102. Handling of removable panels and cowlings
4103. Assisted escape systems
4104. Oxygen and associated systems and equipment
4105. Oil and hydraulic systems
4106. Precautions when pressurising aircraft hydraulic systems
4107. Fuel systems and fuelling naval aircraft
4108. Aircraft fuel tanks - safety precautions
4109. Airborne gas cylinders
4110. Precautions when using high pressure air
4111. Locking, restraint and tell-tale wire on aircraft controls and switches
4112. Carriage of ballast in aircraft
4113. Unallocated
4114. Brake position in Parked Aircraft
4115. Unallocated
4116. Fitting of undercarriage safety locks
4117. Use of helicopter main rotor blade restraint equipment
4118. Unallocated
4119. Canopy jettison systems - Return of components after operation
4120. Precautions when applying moisture repellent fluids
4121. Unallocated
4122. Precautions - exhaust from internal combustion engine owered ground support
equipment
4123. Unallocated
4124. Pitot heads and static vents covers
4125. Use of Nitrogen for testing air charged components
4126. Loaded Aircraft Armament - Anti-icing precautions
4127. Photochromatic spectacles - dye penetrant NDT techniques
4128. Stowage of Survival Equipment
4129. Jacking of aircraft
Annex
A Authorised lives of airborne gas cylinders
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4101. CLEANING MATERIALS FOR USE ON AIRCRAFT
1. All aircraft cleaning materials and detergents are required to meet the terms of
DTD 5507B or equivalent. Materials which do not meet the specification requirements
may cause damage if used on aircraft. In cases of doubt, the cleaning material in
question is to be referred to the Naval Aeronautical Quality Assurance Service for
examination before use.
4102. HANDLING OF REMOVABLE PANELS AND COWLINGS.
1. All removable panels and cowlings must be handled with care so that they are
not dented and their contour, accuracy of fit and security impaired. The panels /
cowlings of aircraft under major inspection / prolonged storage must be marked with the
side number of the Aircraft when removed. In the event of unavoidable usage of these
panels/cowlings on other aircraft suitable robbing action / documentation must be
undertaken.
4103. ASSISTED ESCAPE SYSTEMS
1. WARNING
(a) Injury, possibly fatal, can be caused by inadvertent operation of ejection

seats, drogue guns, canopy jettison or Miniature Detonating Cord (MDC) system,
retractable high guards and guillotine firing mechanisms.
(b) Assisted escape systems are potentially dangerous as they are operated
by explosive charges. Specific Lethal Warnings and Instructions will be found in
the relevant Servicing schedule or Procedure Sheet.
(c) Any person entering a cockpit or working in the vicinity of the ejection
seat, canopy jettison or MDC system is responsible that the Lethal Warnings and
Instructions have been applied. It is not sufficient to ensure that safety pins and
other safety devices are not in their flight stowages; a physical check is to be
made that they are fitted in their correct safe position.
(d) If in any doubt, consult a supervisory sailor of the trade.
2. Conditions of Safety
(a) Aircraft assisted escape systems may be in one of three conditions

depending on the position of the escape system safety pins. The following terms
ONLY are to be used:-
(i) FLIGHT - The system is in the in-flight state. It is only to be placed

in this state by the seat occupant prior to take off. Only aircrew and
authorised passengers may occupy seats in the Flight condition.
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(ii) PRE-FLIGHT - The seat occupant is responsible to the PRE-

FLIGHT condition at the end of the flight and before the seat is vacated. In
this condition it is safe to enter the cockpit after the lethal Warnings and
Instructions (Pink pages) of the relevant Servicing Schedule or the
Servicing Procedure have been complied with, but NO SERVICING
WORK may be carried out on or around the ejection seat or canopy
jettison system or the canopy removed.
(iii) SERVICING - In this condition it is safe to carry out servicing work

on or around the ejection seat or canopy provided the Lethal Warnings
and Instructions of the relevant Servicing Schedule or Servicing Procedure
have been applied but THE SEAT MUST NOT BE LIFTED FROM ITS
NORMAL POSITION until the additional instructions have been complied
with, para 4(c).
(b) The placing of an assisted escape system in the SERVICING condition

and its subsequent reversion to the PRE- FLIGHT condition is to be recorded in
the Change of Serviceability Log of the Aircraft Servicing Form. It may NOT be
certified on a job card.
3. Placing the System in the FLIGHT condition
(a) The seat occupant is responsible for ensuring that safety devices are
removed from their PRE-FLIGHT positions and placed in their correct 'FLIGHT'
stowage. Any qualified maintenance person may assist him.
(b) The seat occupant is responsible for ensuring that the safety devices are
returned to their PRE-FLIGHT positions at the end of the flight. Any qualified
maintenance person may assist him.
4. Firing Units
(a) Firing units must be loaded and wire-locked under the supervision of a
supervisory sailor of the AW Trade. Unloading may be carried out by any
qualified AW sailor who has completed specialist training.
(b) Firing Units must normally be kept loaded and cartridges disturbed as little
as possible. Firing units may remain loaded in aircraft stowed in hangars.
(c) For purposes of access to rectify minor aircraft defects, ejection seats may
remain loaded after removal from aircraft upto a maximum of 48 hours, provided
the following conditions are observed:
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(i) Safety pins are to be fitted to the Guillotine remote rocket pack
initiator and Drogue Gun or the units are to be unloaded as detailed in the
aircraft seat removal publications.
(ii) When unattended, seats are to be suitably covered and securely

stowed in a designated position which prohibits access by unauthorised
personnel.
(iii) A warning notice "Danger Ejection Seat Armed" (White lettering on

a red background) is to be prominently displayed.
Note: -
This concession is limited to removal of the ejection seat only and does not apply to the
ejection gun which must be unloaded on removal from the aircraft.
(d) On expiry of the 48 hour time limit, seats are either to be re-installed in the
aircraft, or completely unloaded, including removal of rocket pack, and stowed in
the ejection seat workshop.
5. Maintenance Safety Pins
(a) Maintenance safety pins must be regarded as tools which are only to be
used for seat removal and installation, where detailed in the relevant aircraft
Servicing Schedules/Procedures, and not used in lieu of proper safety pins.
(b) Only approved pins may be used. The minimum number is to be

manufactured and all maintenance safety pins subjected to Tool Control
Procedures/ They are only to be used for the purposes for which they have been
approved.
4104. OXYGEN AND ASSOCIATED SYSTEMS AND EQUIPMENT
1. Technical information relating to the servicing of oxygen systems and equipment

is contained in the 107D Series of air publications.
2. Availability of Oxygen for Flight
(a) Where an oxygen system is part of the approved installation of an aircraft,

the aircraft is not to be flown unless adequate oxygen is available to the aircrew
from a serviceable system.
(b) For local or ferry flights, at low altitudes, where no necessity for oxygen is
foreseen and where the production of adequate oxygen would seriously delay the
projected flight, the Commanding Officer of the ship or air station may authorise
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the flight without the use of oxygen. For such flights an entry is to be made by the
Air Engineer Officer in the limitations log of the Aircraft Servicing Form.
(b) When oxygen bottles fitted to aircraft are discharged below the minimum
required and no replacement supply is available, or when the oxygen system is
defective, an entry to this effect is to be made in the Change of Serviceability
Log, and limitation log and acceptable deferred defect log of the Aircraft
Servicing Form. This entry is to be made notwithstanding the fact that an entry of
"Serviceable to Fly" may have been made for a previous flight under the
concession in para 2(b).
3. Precautions regarding Oxygen, Oxygen Systems, Cylinders and

Equipment.
(a) Precautions must be taken when handling or servicing oxygen, oxygen

systems, cylinders and equipment to reduce the hazard of:
(i) Fire or explosion
(ii) Contamination by moisture or other impurities
(b) Explosive Risk. Oil or grease must not be used on oxygen equipment as
contamination by oil and grease may result in an explosion.
(c) Contamination Risk. The following precautions are to be taken:
(i) If the system has been contaminated with water, replace the
cylinders and components with dry components.
(ii) Oxygen cylinders are not to be completely discharged. A residual

pressure is necessary to avoid ingress of moisture which may cause icing
or corrosion resulting in failure of the system.
(iii) Breathing oxygen cylinders for use in aircraft are not to be

discharged beyond the red warning line on the pressure gauge (normally
set at one-eighth of the total pressure capacity.)
(iv) Valved oxygen cylinders discharged below the specific minimum

pressure are to be returned to the appropriate IN store depot.
(v) Unvalved cylinders are only to be removed if they are due for
periodical tests or if it is known that they have become contaminated with
water.
(vi) Prior to in situ charging, the charging hose is to be thoroughly

blown through with oxygen.
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(vii) Charging Rigs. Blanks are to be fitted to all chargingrigs when

charging has been completed. HP hoses are to be fitted with blanks
immediately after they have been disconnected from the aircraft or the
regulator. They are to be stored at all times with blanks fitted.
(d) Aircraft left Standing with Discharged Systems. When aircraft have been
left standing for some time with a discharged system or when an aircraft oxygen
system has been out of use for long periods, the cylinders, if valved, are to be
removed and replaced with charged cylinders, the oxygen system should be
purged with oxygen. If unvalved cylinders are fitted, the charging connections to
the cylinders are to be disconnected, the cylinders blanked, and the charging
pipes blown through with oxygen from the external charging connection
exhausting to atmosphere. The cylinder blanks should then be removed, the
connections to the cylinders remade and the cylinders recharged. The delivery
pipelines should be purged with oxygen from the aircraft oxygen cylinders. The
aircraft oxygen cylinders should be topped up from the external charging point.
(e) Removal of unvalved Cylinders. If unvalved cylinders have to be removed

for periodic tests or the ingress of moisture is suspected, the system should be
completely discharged, cylinders removed and pipes and cylinders blanked. New
blanked cylinders should be fitted and the system purged and charged with
oxygen as in para (d) above.
(f) Action in the Event of Contamination. Oxygen systems suspected of

moisture contamination or bad odour should be purged and valved cylinders
replaced as above.
(g) Additional Precautions with Liquid Oxygen - LOX. Liquid oxygen can
damage human tissue and is a potential fire hazard. The following additional
precautions are to be taken when handling LOX equipment.
(i) Fire Risk
(aa) No combustible material must be allowed to contact the

liquid oxygen.
(ab) No source of ignition is to be allowed in the vicinity of liquid

oxygen. Any source of heat involving a temperature of more than
50 deg.C. must be regarded as a possible initiator.
(ac) Oils and greases are not to be used in the vicinity of the
equipment.
(ad) Liquid oxygen storage spaces and replenishment areas are

to be adequately ventilated.
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(ae) Fire extinguishers (CO2 or water), are to be immediately at

hand. In the event of fire the source of liquid oxygen should be
isolated.
(af) Clothing is to be thoroughly ventilated after operating the

equipment before personnel are exposed to a source of ignition. An
interval of ten minutes is recommended before smoking. Clothing
contaminated with liquid oxygen should be removed immediately.
Clothing dedicated for use with LOX is not to be used for any other
purpose.
(ii) Damage to Human Tissues. Liquid oxygen has an extremely low
temperature which can damage human tissues, the effects being
similar to frost bite or thermal burning. The following precautions
are to be taken:
(aa) Goggles, clean protective gloves, and oil free clothes are to
be worn when operating the equipment.
(ab) Under certain conditions, valves and connections in the

system, including the dispenser, will freeze. Care should be taken
not to touch these parts with bare skin.
4. Routine Servicing of LOX Storage Tanks and Dispensers The routine servicing
necessary on LOX storage tanks and dispensers are given in the 107D Series of Air
Publications.
5. Protection of Packaged LOX/GOX Dispensers. Adapter plates are provided for

the protection of mounting feet of each LOX/GOX package when not installed in the
aircraft. These adapters also provide the correct mounting for the package when fitted
to the charging bench and storage rack. Adaptor plates are to be used at all times when
the package is not installed in the aircraft.
6. Maintenance and Repair of LOX/GOX Packages
(a) Defective packages are to be returned to the LOX/GOX charging bay and
drained before any work is carried out on them. They should only be worked on
the area set aside for such working in the aircraft workshops.
(b) Repaired packages are to be taken to the charging bay for any necessary
testing. The sailor responsible for the work may enter the bay to conduct the
tests, but must wear protective clothing and comply with the bay regulations.
(c) Serviceable LOX-/GOX packs are to remain in the charging bay awaiting
re-issue.
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7. Control of LOX/GOX Packages. The Ship or Air Station Air Engineer Officer is
responsible for :
(a) Establishing the routine for charging LOX/GOX packs and the
arrangements for squadron personnel to draw off charged packs from the pool.
(b) The efficient and safe operation of the LOX/GOX Charging Bay and quality
of the LOX/GOX either supplied under contract or manufactured locally.
(c) Custody of all LOX/GOX pack record cards and proper documentation
procedures
4105. OIL AND HYDRAULIC SYSTEMS
1. Cleanliness
(a) The need for cleanliness in oil wetted systems is paramount, as the
ingress of minute particles of foreign matter can cause rapid wear, system
degradation, serious component malfunction or even failure. It is equally
important to ensure that the correct specifications of fluids are used in oil
systems to obtain maximum performance and also to prevent contamination.
(b) The following precautions must be observed:
(i) All replenishment containers of fluids are to be checked for the

correct specification of the contents before any fluid is introduced to a
system.
(ii) Extreme care and attention should be observed in any servicing,

which involves removal and/or installation of components.
(iii) Pipes and orifices are to be covered or blanked during any

servicing and covers should only be removed just prior to re-installation of
components.
(iv) Only authorised equipment is to be used for replenishment.
(v) All equipment used in connection with oil-wetted systems must be

kept scrupulously clean and not used for other purposes. It must also be
dry before use.
(vi) Orifices and areas around filler caps on aircraft replenishment

equipment and containers must be kept scrupulously clean.
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(vii) Filler caps must be in place and properly secured except during
replenishment. Pipe ends must be blanked and properly stowed when not
in use.
(viii) Containers for oils and hydraulic fluids must be properly sealed and
clearly marked. Suspect fluids are to be disposed of in accordance with
2. Facilities exist in NAQAS/ NCML/ Some Ships and Stations (Hansa/ Vikrant/
Viraat) Dock Yard for carrying out in-field determination of contamination levels in
hydraulic fluids using the Comparison Microscope (COMPAR) field test kit. Procedures
for use of this equipment are detailed in BR 3038 Pt 3. Hydraulic fluid ground
replenishment/servicing rigs should be capable of delivering fluid at a cleanliness level
to Defence Standard 05-42 Class 1300F, and should be regularly checked using
COMPAR. Aircraft system cleanliness level should be to below Class 2000F. The
maximum deterioration level allowed in aircraft is class 4400F. A more detailed
examination/analysis may be obtained by forwarding fluid samples in the hydraulic
sampling packs (HYPACKS) provided, to the NAQAS.
3. Some in-service aircraft hydraulic systems are subjected to mandatory routine

sampling and for these systems specific procedures to be followed when the
contamination exceeds the permitted level, and after pump or major component failures,
are contained in the appropriate ASM. For aircraft systems not subjected to regular in-
service monitoring and which therefore do not have specific instructions for dealing with
hydraulic system contamination (eg following a pump or major component break-up),
the following general procedures are to be used as a guide for reducing the system
contamination level:
(a) Completely drain the reservoir.
(b) Remove the pressure filter bowl and thoroughly clean in clean hydraulic fluid
to the same specification as that allowed in the aircraft system.
(c) Refit the filter bowl and the original filter element into the system.
(d) Replenish the system with filtered fluid.
(e) Operate the system for about 30 minutes.
(f) Shut down the system and re-inspect the filter bowl. If visual contamination
persists repeat para 3(a) to 3(f) inclusive.
(g) When all visual signs of contamination have disappeared, fit a new pressure
filter element and submit a sample for further analysis (see para 2 above).
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(h) After a prolonged period of idleness, before activating hydraulics systems,
separated water or contaminated fluid is to be drawn off from reservoir drain
points.
4. Tank Contents
(a) Oil and hydraulic tanks are always to be replenished to the maximum
permissible quantity as laid down for the particular aircraft. The maximum
permissible quantity is not necessarily a full tank.
(b) Oil levels in oil tanks in piston engine aircraft are to be checked between
flights. This operation must not be omitted on the grounds that the system is too
hot. If the oil is still hot and covered with froth, the froth is to be ignored when
reading the dip stick and the tank filled to within a quarter gallon of FULL.
(c) The oil level in tanks or pumps of turbine-engine aircraft is to be checked

and filled at periods laid down in the aircraft servicing schedule.
5. Checks on Replenishment Quantities
(a) Warning of leaks or impending failures may sometimes be obtained by a

careful watch on the amount and the frequency of oil or hydraulic fluid
replenishment. When it is necessary to put in unusual quantities a careful
investigation of the reason is to be made.
(b) Flight Servicing Inspectors are to keep a careful check of the oil state
figures in the Oil Replenishment and Sampling Record of the Aircraft Servicing
Form.
6. Precautions against Fire. Hydraulic fluid is an flammable liquid. When draining

systems care should be taken to drain into a receptacle of adequate size away from all
possible flames and electrical equipment. Spillage should be avoided and no aircraft
electrical circuits are to be "alive" in the vicinity of the drainage. Spillage of fluid is to be
cleaned up immediately.
7. American Hydraulic Fluid - Mil-H-83282B. When operationally necessary Mil-H-

83282B may be mixed with OM15 in an aircraft hydraulic system, the proportion should
be kept to a minimum and a check should be kept on filter element indicators for
possible blockage.
4106. PRECAUTIONS WHEN PRESSURISING AIRCRAFT HYDRAULIC SYSTEMS
1. Before aircraft hydraulic systems are pressurised, the supervisory sailor in

charge of the operation is to take the following precautions:
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(a) Inspect the Aircraft Servicing Form to ensure that there is no outstanding
unserviceability, which would make it unsafe to apply pressure.
(b) Check the cockpit selectors to ensure that they correspond with the
positions of the relevant services.
(c) Check that no personnel are working in areas where their safety may be
jeopardised by the operation of any services.
(d) Brief and post safety numbers to keep personnel at a safe distance from
services being operated.
(e) In congested working areas, stores or hangar openings, barriers are to be

rigged and warning notices displayed.
4107. FUEL SYSTEMS AND FUELLING NAVAL AIRCRAFT
1. It is essential for the safe and efficient operation of aircraft that the fuels used
should be of the correct specification and free from water and other contaminates.
Contamination in any form may affect the performance of the propulsion system and the
functioning of its components (Chapter 33).
2. This article contains the precautions to be taken to reduce the risk of

contamination of fuel during servicing of fuel systems and refuelling.
3. All personnel involved in the fuelling of aircraft must be fully aware of the correct
procedure and sequence for bonding the bowser or fuel installation to the aircraft before
fuelling is commenced ie:
(a) Ashore
(i) Ensure bowser trailing strip is touching the ground.
(ii) Connect bowser bonding lead to conducting part of aircraft.
(iii) Connect hose bonding plug to aircraft
(iv) Connect fuelling hose
(v) When fuelling is complete, disconnect in reverse order
4. Fuel Contamination by Water
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(a) Precautions are to be taken to avoid contamination of hose nozzles by

water. When refuelling aircraft by open line methods in wet weather, shrouds are
to be used to prevent water entering aircraft tanks and care is to be taken to mop
up any water that may have collected round the filler neck. After refuelling filler
caps are to be replaced and properly secured.
(b) Fuel tanks of aircraft are not to be left partly full for long periods.
Refuelling of all tanks is to be carried out as soon as practicable after completion
of a flight or after ground running.
(c) Fuel tanks and filters of fuelled aircraft are to be checked for water at
intervals stated in Servicing Schedules and on the occasions laid down in this
Article. The test is to be carried out as follows:
(i) Drain fuel from the lowest draining point into a dry and clean
container of convenient capacity.
(ii) Allow the fuel in the container to settle.
(iii) Inspect the fuel for water contamination. Water will show as
globules or as a layer at the bottom of the container.
(iv) Empty the container in a safe place immediately after use.
(d) Tanks may be partly filled at the discretion of the Unit Air Engineer Officer.
Inspections for the presence of water are then to be made not less frequently
than:
(i) Every fourteen days in normal temperature conditions.
(ii) Every three days in conditions of ambient ground temperatures

exceeding 26 degree C.
(iii) When the ambient temperature drops an appreciable amount (10 -

15 Degree C) since the last aircraft refuelling contents (Dissolved water in
fuel is more prone to separate at low temperatures)
(e) If bulk fuel installations, refuelling bowsers or other sources of bulk supply
are suspected of water contamination, all aircraft which may have been refuelled
from the suspect source are to be placed unserviceable and inspected for water
contamination at the earliest opportunity. When contamination is found in an
aircraft system, all parts of the fuel system likely to be affected are to be drained
and cleaned before the aircraft is placed serviceable again.
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(f) Whenever an aircraft is taken out of storage conditions, ensure that any
water in the fuel tanks, which may be present due to condensation, is removed
by either opening the water drain cocks or draining through the tank sump drain.
Where neither of these methods can be used, the main feed connection to the
fuel filter is to be disconnected and a small quantity of fuel drained off. In each
case the drained fuel is to be examined for water and draining continued until
water-free fuel obtained.
(g) When tanks have been in storage, or out of use for a prolonged period
(such as overload tanks), a visual inspection is to be made for water or any other
foreign matter in the tank before the tank is installed. Wherever possible
immediately after installation. If this is not possible a check for the presence of
water is to be made when fuelling operations have been completed.
5. Contamination due to Ageing of Fuels. When aviation gasoline or turbine fuels

have been stored in aircraft tanks for periods exceeding six months in temperate or
three months in tropical or sub-tropical conditions, a satisfactory test report on the fuel
must be obtained before it is used. If the fuel has to be drained, it should be segregated
as 'aged fuel' and is not to be used or passed into bulk storage until a satisfactory test
report has been obtained (Chapter 33).
6. Contamination by Self Sealing Fuel Tanks.
(a) The materials used for the covers of self-sealing tanks may contaminate
aviation fuel with which they come into contact. Self-sealing tanks which have
been damaged are to be carefully examined and if there appears any possibility
of their having been holed, they are to be removed from the aircraft for
examination.
(b) Self sealing tanks punctured in action on which resealing has taken effect
are to be kept filled until repairs or replacement can be carried out.
7. Precautions to Reduce Risk of Fire and Explosion
Before refuelling aircraft:
(a) The precautions against fire laid down in Chapter 40 must be observed.
(b) Clearance must be obtained that no RADHAZ danger exists in the

refuelling area.
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(c) During thunderstorms and possible lightning conditions, fuelling operations
should normally be terminated.
8. Low Flash Point Fuels. Ship’s avcat stowages are designed for fuels whose flash
points are 140 degrees F or above. Under no circumstances are fuels with flash points
below this value to be discharged from aircraft into ship’s stowages.
9. Fuelling of Helicopters with Rotors and/or Engines running
(a) Fuelling of helicopters with rotors or engines running is permitted, but on

each occasion it is to be at the discretion of the First Pilot.
(b) The following precautions are to be observed:

(i) The aircraft is to be refuelled by a person who is qualified.
(ii) The fuelling equipment is to be placed at the side of the aircraft,

outside the rotor disc areas, except when impractical to do so. The hose is
to be routed well clear of exhaust pipes and gases. Fire extinguishers
should be positioned upwind outside the rotor disc area.
(iii) The fuelling equipment is not to be connected to the aircraft until the
pilot is satisfied that the rotor speed has settled at a constant rpm and he
has signalled that he is ready to fuel.
(iv) The fuelling point is to be manned continuously during the operation.
(v) The pilot and fuelling party must be ready to stop fuelling instantly.
(vi) Uninvolved personnel are to be kept well clear of operations.
(vii) A safety number is to be positioned in full view of the pilot and the
fuelling party.
(viii) The person in charge of the fuelling party is to keep an eye on the
safety number for any signal to stop fuelling (arms crossed, hand
cleanched).
(ix) When gravity fuelling in heavy rain, sand or dust conditions, the filling
point is to be covered by a shroud.
(x) Fire Precautions. Afloat, two firesuitmen (or, in ships not

complemented with firesuitmen, other suitably qualified personnel) are to
be close attendance, equipped with a 90 Litre AFFF extinguisher or with
access to a ship fitted fluro chemical foam induction system. In single spot
ships qualified personnel need not be dressed in firesuits. Ashore, a
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minimum of one 90 Litre AFFF extinguisher is to be close at hand
whenever operationally possible.
(c) Exceptionally, for operational reasons, the precautions detailed in paras 9

(vii), (viii) and (x) above may be waived at the discretion of the First Pilot of the
Aircraft, provided the Pilot is in verbal contact with the person in charge of
refuelling operations.
10. Fuelling of fixed Wing Aircraft with Engines Running
The fuelling of fixed wing aircraft with engines running is not permitted, except for
aircraft listed in Chapter 2 Annex B. In this case the appropriate precautions listed
above in para 9 are to be followed.
11. Fuelling Harrier Mk T 60 APU Running
(a) Harrier Mk T 60 aircraft may be refuelled with the APU running, when on
Continuous Charge Operations, at the discretion of the First Pilot. The
appropriate precautions listed in para 9(a) are to be taken and in addition the
following safety regulations are to be applied to the aircraft being fuelled and to
other aircraft that infringe its fuelling zone.
(i) The fuel bowser is to be positioned astern of the aircraft on the port
quarter.
(ii) The sailor in charge of the fuelling is to be in verbal contact with the
first pilot during the refuelling.
(iii) The engine is to be shut down and the GTS/APU running in the APU
mode before the bowser is connected to the aircraft. If the APU stops it is
not to be restarted until the fuelling operation is complete.
(iv) The aircraft engine is not to be started until the fuelling operation is
complete.
(v) The LOX system is not to be replenished.
(vi) The aircraft is not to be left unattended with the APU running.
(vii) Electrical loads that are not essential to fuelling are not to be
switched except in an emergency.
4108. AIRCRAFT FUEL TANKS - SAFETY PRECAUTIONS
1. Whenever personnel are required to work inside or partially inside an aircraft fuel
tank or tank bay, they are to be dressed in overalls and gloves and are to use suitable
breathing apparatus. If, for reasons of the work involved, it is impractical to wear gloves
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then the hands and forearms are to be smeared with Prophylactic Ointment or an
approved barrier cream.
2. Such work is to be under the direct supervision of a Petty Officer or above who is
to be in attendance throughout the operation and is to ensure that:
(a) The correct equipment is being used and is serviceable.
(b) Ventilation is adequate.
(c) Only flame proof lighting is used.
(d) The period of dry air breathing does not exceed 30 minutes or that work
periods do not exceed 30 minutes in every hour by the same operator.
3. Where the kerosene or Avgas vapour concentration is sufficiently high to cause

eye irritation, goggles Vocab No.26513, in addition to the mask, should be worn by
personnel working in or near fuel tanks.
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4109. AIRBORNE GAS CYLINDERS
1. Airborne gas cylinders, irrespective of content or pressure, are to be serviced in

accordance with the following instructions. Pressurised components built into aircraft
systems (eg hydraulic accumulators) are not classified as cylinders.
2. The criteria for the reconditioning of airborne gas cylinders and the imposition of
an ultimate fatigue life are:
(a) The material specification from which the cylinder is made and
(b) The method of manufacture. Annex A to this chapter shows the authorised
lives related to these criteria.
3. Lives of specific airborne gas cylinders are quoted in the Component

Replacement List of the appropriate topic of aircraft 5C. Extension of published lives is
not permitted.
4. If it is essential for operational reasons to transfer a cylinder between aircraft, the

original date of installation is not to be obscured and the reconditioning life continues to
be calculated from this date.
5. Cylinders held in store do not require periodic inspection. Stored cylinders must be
inspected for corrosion before issue and installation.
6. Cylinders due for reconditioning are to be clearly labelled and returned through
normal service channels. Carbon Dioxide cylinders are normally to be returned empty,
other cylinders are to have a positive residual pressure. Special instructions relating
floatation gear gas generators may be contained in the aircraft ASM.
7. Cylinders subjected to water immersion are to be returned for reconditioning

before expiry of their lives as follows:
(a) Cylinders used in actual rescues are to be returned as soon as possible,

labelled. This cylinder has been immersed in salt/fresh (as appropriate) water.
(b) Cylinders used for wet life raft drill are to be returned after 2 years of such
use, mark as in para 7(a).
(c) Cylinders from life preservers used for ‘wet drill’ have an ultimate fatigue
life of 3 years provided they remain serviceable and require no reconditioning.
These bottles are to be clearly labelled as for drill purpose only.
8. Marking of Survival Equipment Cylinders is to be carried out as follows:
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(a) Initial Charge of new Cylinders. The Station first charging a new cylinder
prior to putting it to its’ intended use, excluding any previous test or transit charge
which is subsequently discharged, is to stencil the Date of this Initial Charge on
the cylinder in the form: INIT CL(month/Year).
9. Airborne gas cylinder lives are to extracted from the appropriate aircraft
publication and recorded in the aircraft servicing form on Forecast Sheet – Component
Changes.
10. For airborne cylinders other then aircraft gas cylinder eg survival equipment
cylinders, lifing details are published in the equipment servicing schedule and recorded
on the appropriate log card.
4110. PRECAUTIONS WHEN USING HIGH PRESSURE AIR
1. The misuse of high pressure air can be lethal. All sources of high pressure air are
to be fitted with the suitable relief valve as a safety measure.
2. When using HP air trolleys, the regulating valve on the air bottle trolley is always
to be set to the maximum pressure required for each servicing operation before the
charging hose is connected to the system or component. The valve controlling the flow
from rig to system must always be opened slowly.
3. Tolerance of + 50 pounds per square inch may be expected In pressure gauges

fitted to HP Air Trolley when working over the lower ranges of pressure. An additional
prediction valve such as the tyre inflation rig Ref 1050542 is to be used when using HP
Air Trolleys or HP Air Distribution Points for any form of maintenance work on system or
components requiring a pressure of less then 500 pounds per square inch.
4. When admitting air to closed volumes previously contaminated by flammable

substances (eg, u/c shock absorbers, hydraulic accumulator, pneumatic/hydraulic
components etc) care must be taken to prevent ‘dieseling’ or spontaneous combustion.
The conditions most conductive to this occurrence are when the close volume is small,
as in a pressure gauge, and the inflation is done quickly so that there is a rapid rise in
pressure.
5. All HP air rigs are to have there operating instruction clearly printed adjacent to
the control valve. All personnel are to be instructed and tested in the use of HP air
trolleys before being allowed to use them.
6. Excess moisture in HP air used for charging can cause internal corrosion on oleo
– pneumatic equipment fitted to a/c. HP air to NATO standard must therefore be used
for charging.
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7. Before commencing any charging operation all delivery hoses are to be blown
through to exclude contamination in the hose.
4111. LOCKING, RESTRAINT AND TELL-TALE WIRE ON AIRCRAFT

CONTROLS AND SWITCHES
1. A full explanation of terminology, and method of use for locking, restraint and tell-
tale wire is contained in INAP 101A - 0001 -1(Aircraft wire locking standards and
practices). a brief definition of the terms is given below:
(a) Locking. The term ‘locking’ applies only when a control or switch is to be
held in such way that it cannot be operated by the application of any reasonable
degree of force.
(b) Restraints. The term ‘Restraints’ applies when control or switch’ which
may need to be used in flight, required protection against in advertent operation
but can be operated readily when required. this usually means being able to
break the wire by the application of a reasonable degree of force.
(c) Tell-Tale. A ‘tell-tale’ device is used to indicate that a control or switch has
been operated even though it may subsequently have been returned to its
original position. Unless it is also required as a restraint, a tell-tale should not
restrict operation of the switch or control in any way.
4112. CARRIAGE OF BALLAST IN AIRCRAFT
1. When it is necessary to carry removal ballast in aircraft, such ballast is to consist

of non-magnetic metal or concrete weights. When provision for the carriage of ballast is
made in the design and equipment and equipment of the aircraft, or special instructions
exist, the designed ballast weights are to be used.
2. If special provision or instructions do not exist, or additional ballast is necessary,

the weights used are to be positively secured by lashing to the airframe structure.
Lashing and attachment pints must be strong enough to prevent movement and to with
stand maximum possible positive and negative acceleration loads.
3. Sand ballast is not to be used.
4. The carriage of personnel for the purpose of ballast is strictly prohibited.
4113. UNALLOCATED
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4114. BRAKE POSITION IN PARKED AIRCRAFT
1. When brakes have become heated after being taxied, aircraft are to be parked
and suitably chocked with the brakes in the OFF position; when the temperature of the
wheel equipment has fallen to ambient temperature the brakes may be set in the parked
ON position if desired.
4115. UNALLOCATED
4116. FITTING OF UNDERCARRIAGE SAFETY LOCKS
1. External undercarriage safety locks, where provisioned, are to be fitted to aircraft

not immediately required for flying .In particular, ground locks are to be fitted whenever
the aircraft hydraulic system is pressurised by external means unless a retraction test is
in progress.
4117. USE OF HELICOPTER MAIN ROTOR BLADE RESTRAINT EQUIPMENT
1. Structural damage may be caused to the blades of helicopters by wind or rotor

downwash if the blades are left folded without restraint gear being fitted (Article 3805).
2. Local management will decide when prevailing conditions dictate the need for
restraint gear to be fitted, bearing in mind that this is particularly important in exposed
wind swept areas and on flight decks when helicopters are to be left unattended.
4118. UNALLOCATED
4119. CANOPY JETTISON SYSTEMS - RETURN OF COMPONENTS AFTER

OPERATION
1. After cartridges have been fired, severe corrosion and some distortion of operating
units, by-pass valves, jacks and firing units within the canopy jettison system can be
expected. After canopy jettison systems have been fired, all components (with the
exception of the primary firing unit) and pipe lines within the system are to be renewed.
The components removed are to be returned as unserviceable to MO, clearly labelled
'SYSTEM FIRED - FOR REPAIR AT APPROVED REPAIR ORGANISATION'.
2. The primary firing unit, is to be removed and sent to workshops for inspection in
accordance with the appropriate ejection seat servicing publication.
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4120. PRECAUTIONS WHEN APPLYING MOISTURE REPELLENT FLUIDS
1. Instructions for use, and precautions to be observed in the use of moisture

repellent fluids are given in INAP 119A-0202-1.
2. Not all varieties of moisture repellent fluid are suitable for use on aircraft or
equipment. Care is to be taken that when a servicing schedule or other instruction
specifies the use of a particular type or manufacture of fluid, only that type of fluid is
used.
3. Whenever PX-24 is applied by spray in confined spaces, such as internally within

aircraft or in any other conditions of poor ventilation, the operator is to wear a light
respirator of the paint spraying type and goggles Vocab 26513.
4121. UNALLOCATED
4122. PRECAUTIONS - EXHAUST FROM INTERNAL COMBUSTION ENGINE

POWERED GROUND SUPPORT EQUIPMENT
1. Soaking of explosive or flammable aircraft stores in hot exhaust gases can

produce dangerous over temperatures. Care is to be exercised when positioning any
equipment containing internal combustion engines (particularly gas turbines), that the
exhaust gases do not impinge upon any part of an aircraft or air craft stores, especially
those of a flammable or explosive nature.
4123. UNALLOCATED
4124. PITOT HEADS AND STATIC VENTS COVERS
1. It is essential that pitot and static systems are protected as much as possible
from the ingress of moisture, dirt and foreign bodies. Covers and bungs are to be fitted
to pitot heads and static vents as soon as possible after flight. They are to be removed
only when the aircraft is being prepared for flight, in accordance with Flight Servicing
Schedules, or when maintenance requirements dictate. Red warning flags must be kept
clean and well secured to the covers and bungs.
4125. USE OF NITROGEN FOR TESTING AIR CHARGED COMPONENTS
1. When testing hydraulic/pneumatic components at second line, nitrogen, if readily

obtainable, should always be used in preference to air.
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2. Nitrogen to NATO Standard 3443 may be used in lieu of air to NATO Standard
3054 where applicable in Naval Aircraft.
3. Nitrogen is NOT suitable as a substitute where pure air is specified.
4126. LOADED AIRCRAFT ARMAMENT - ANTI-ICING PRECAUTIONS
1. When carrying out anti-icing procedures detailed in 107C Series air publications
the following actions regarding loaded aircraft armament are to be taken:
(a) By the Technical Supervisory Sailor in charge:
(i) Before application of anti-icing fluids;
(aa) Ensure all weapon protective devices are securely fitted.
(ab) Ensure all connectors/Safety Breaks which are of necessity

disconnected are completely blanked off with plastic sheet and
masking tape.
(ac) Ensure there is complete protection of weapon sensors,

fuzing components, parachute assemblies and fabric lanyards.
(ii) During application:
(aa) Ensure direct application to any weapons is avoided.
(ab) Ensure any unavoidable contamination of weapons by fluids

is cleaned off.
(b) By the Weapons Supervisory Sailor:
(i) Before unloading armament from any aircraft subjected to anti-icing

treatments, ensure that all items are cleaned of fluids when man handling.
(ii) When weapons are removed from the aircraft and before stowage
in a magazine, carry out a further check of the weapon and fuzing
components to ensure no contamination remains.
(iii) Segregate any aircraft launched pyrotechnics which have been

subjected to contamination by anti-icing fluids to ensure their early use.
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4127. PHOTOCHROMATIC SPECTACLES - DYE PENETRANT NDT TECHNIQUES
1. The lenses of photo chromatic spectacles react to ultra violet light by darkening
and, if used by NDT operators when inspecting by fluorescent penetrant or fluorescent
magnetic particle methods can result in the operator failing to detect fluorescent flaw
indications.
2. When inspecting by fluorescent penetrant or fluorescent magnetic particle

methods, the use of photo chromatic spectacles by the operator is prohibited.
4128. STOWAGE OF SURVIVAL EQUIPMENT
1. All survival equipment and aircrew equipment assemblies that are not
permanently installed in aircraft are to be removed to approved stowages after flight.
2. Stowages for in-use survival equipment and aircrew equipment assemblies are to
comply with the conditions as laid down in the 108 series of Air Publications.
4129. JACKING OF AIRCRAFT
1. Unless carefully controlled, damage to aircraft and injury to personnel can easily
be caused during aircraft jacking operations are carried out at sea.
2. All aircraft jacking operations are to be carried out under strict supervision.
3. The supervisor of an aircraft jacking operation is responsible for:
(a) Before Raising - Assessing the suitability of the aircraft for jacking,
ensuring that there has not been a centre of gravity shift due to component
removal which would render the aircraft unsafe to raise.
(b) Checking that all necessary stressed panels are properly secured before
attempting to raise the aircraft.
(c) Checking that all cockpit and associated system selectors are made safe.
(d) Positioning of the aircraft where it will not form an obstruction, paying due
attention to the required headroom.
(e) Ensuring that the aircraft jacks are fully serviceable and correctly located
and secured.
(f) Briefing all personnel involved with the jacking operation and control of
jacking equipment.
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(g) During Raising - ensuring that the positioning of jacks in relation to the
aircraft conforms to the instructions given in the relevant ASM.
(h) Ensuring that the aircraft brakes are released during raising.
(j) Ensuring that appropriate warning notices, "DANGER - AIRCRAFT ON

JACKS", are placed in prominent positions during the operation.
(k) Prior to lowering - checking that the undercarriage is locked down and
serviceable to receive the weight of the aircraft.
(l) During lowering - checking that the under surface of the aircraft is clear of
obstructions.
(m) Ensuring that the jacks are removed from beneath the aircraft as soon as
the weight of the aircraft is off the jacks.
4. Additional Precautions for Jacking of Aircraft at Sea
(a) The jacking of aircraft at sea is a potentially dangerous operation which is

not to be undertaken before due consideration has been given to operational
necessity and the prevailing weather conditions.
(b) The ship Command is always to be informed when an aircraft jacking

operation is considered necessary. The Supervisory sailor in charge of the
operation is to ensure that the requirement for a steady course and reduced
ships motion for the duration of raising and lowering of the aircraft is made clear
to the ship Command, together with an estimate of the time necessary to
complete the operation.
(c) Sufficient aircraft lashings must be fitted to the aircraft and adjusted as
necessary during the whole operation, care being taken that the adjustment of
lashings does not oppose the normal action of the jacks.
(d) Individual jacks must be independently lashed securely to the decks

throughout the operation.
(e) The supervisor is to ensure that only sufficient personnel necessary to

undertake the operation remain in the immediate vicinity of the aircraft.
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ANNEX A Chapter 41
AUTHORISED LIVES OF AIRBORNE GAS CYLINDERS
Material Method of Manufacture Reconditioning Ultimate Fatigue
Solid drawn and

None
forged or
Steel 5 Years
machined from
solid
Welded, but not
subjected to
3 1/2 Years
Steel pressure cycling 10 Years
or frequent re-
charging
Welded, but
subjected to
2 Years
Steel pressure cycling 10 Years
and frequent re-
charging
Welded
Stain less 3 1/2 Years 10 Years
Steel
All methods
Alloy None
Aluminium 2 1/2 Years
L62,L63,
L64,L65
Drawn, Extruded
Alloy None
Aluminium 5 Years
HE 30,HP 30
RT 30
Fibre
None
----------- 5 Years
Glass
Notes: -
(1) The first reconditioning life and ultimate fatigue life are to be calculated from the
initial charging date.
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(2) Second and subsequent reconditioning lives are to be calculated from the date of
the first charge after re-conditioning. Where the date of first charge after reconditioning
cannot be determined, these lives are to be calculated from the date of first test after
recondition.
(3) The rules for ground use Gaseous Cylinders are contained in Chapter 48.
(4) Where the above lives are specifically given in the Aircraft Lifed Components lists
reconditioning/overhaul manuals, they are to be adhered to. The above lifes can be
used where no such lives are mentioned specifically.
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Chapter 42.
ENGINEERING PRACTICES AND SAFETY PRECAUTIONS - ENGINES AND

ASSOCIATED EQUIPMENT
CONTENTS
Article
4201. Foreign object damage (FOD)

4202. Ground Running of aero-engines for maintenance purposes
4203. Authority to ground run aero-engines
4204. Instructions to qualify non-aircrew personnel to ground run aero-engines
4205. Recording of personnel authorised to ground run aero-engines
4206. Instructions to persons authorising ground runs
4207. Instructions to the person 'In Charge' of a ground run
4208. Precautions for engine start systems
4209. Clearing piston engines after overpriming
4210. Turning a propeller by hand (piston engines)
4211. Propeller marking
4212. Precautions before handling high energy ignitor units
4201. FOREIGN OBJECT DAMAGE (FOD)
1. Damage is easily caused to propellers, rotor blades and engines, particularly

turbine engines, by stones and other loose debris being thrown up during ground
running of engines, during taxing and take-off. Great care should be exercised in
keeping the flight deck, runways, perimeter tracks and hardstandings clear of all loose
matter, to reduce this potential risk of damage.
2. Air in take covers, blanks or bungs must be fitted to the intakes of gas turbine
engines of aircraft not immediately required for flying or ground running to reduce
possibility of the accidental ingress of foreign objects.
4202. GROUND RUNNING OF AERO-ENGINES FOR MAINTENANCE PURPOSES
1. Instructions to Air Engineer Officers
(a)
(i) The ground running of aero-engine is to be limited to the minimum
periods necessary for servicing operations
(ii) Ground running of aircraft engines is to be restricted to personnel

who are certified on the type concerned.
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(b) Aero-engines are not to be run in hangars, either ashore or afloat.
(c) Ground running sites are to be selected and designated in Local Air
Technical Orders. The following are to be taken into account:
(i) The safety of structures and personnel in front and to the rear of the
aircraft.
(ii) The nature of the deck or ground.
(iii) The noise nuisance effect upon personnel and ground servicing
operations in the vicinity.
(d) Efflux, slipstream and intake danger areas are to be clearly identified.
(e) Ear defenders are to be worn by all personnel working in the vicinity of
ground running aero-engines.
4203. AUTHORITY TO GROUND RUN AERO-ENGINES
1. Helicopters Rotors Engaged. The ground running of helicopters for maintenance

purposes in which the rotors cannot be positively disengaged is to be restricted to
qualified helicopter pilots.
2. Helicopters Rotors Disengaged. The authority to ground run twin engine

helicopters for specific maintenance purposes where the rotors can be positively
disengaged with the operating engine in accessory drive, may be given to the following
when training and qualified.
(a) Air Engineer Officers.
(b) Selected Senior Air Technical Sailors.
(c) Personnel approved by the Superintendent of Naval Aircraft Yard/Officer-in-

Charge, BMF Goa.
3. Sea Harrier Aircraft (Untethered). The ground running of untethered VSTOL

aircraft in which the nozzles are required to be deflected downward above idling rpm is
to be restricted to qualified VSTOL pilots, AEO and Technical Senior Sailorswho have
been trained and authorised. In the case of AEO and Senior Sailors, the degree of
nozzle deflection/power settings is to be listed in the authorisation.
4. Sea Harrier Aircraft (Tethered). The authority to ground run tethered VSTOL
aircraft may be given to Air Engineer Officer and selected authorised Senior Sailors.
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5. Piston Engine Aircraft. The authority to ground piston engine aircraft may be
given to the following qualified personnel:
(a) Air Engineer Officer.
(b) Selected Senior Sailors.
(c) Selected Supervisory Sailors for pre-flight 'warm up' runs only).
6. Other Aircraft Types The authority to ground run other aero-engines may be
given to the following qualified personnel:
(a) Air Engineer Officers.
(b) Selected Senior Technical Sailors. The authority is normally to be restricted

to Senior technical sailors of the 'AE' trade.
The authority is normally to be restricted to Senior Technical sailors of ’AE’ trade.
4204. INSTRUCTIONS TO QUALIFY NON-AIRCREW PERSONNEL TO GROUND

RUN AERO-ENGINES
1. In order to qualify in the ground running of aero-engines, personnel must hold a

certificate, issued by a Maintenance Test Pilot or qualified Flying Instructor, to the effect
that they have satisfactorily completed a course in aero-engine ground running on a
specific aircraft type. In the case of helicopters the certificate is to clearly state 'with' or
'without' rotors engaged and in the case of multi-engine helicopters, the appropriate
engine.
2. Qualified personnel are to be authorised to ground run engines by the Air

Engineer Officer of the Air Station or Ship, or in the NAY by the Superintendent of the
Establishment or in the BMF Goa by Officer-in-Charge.
3. Qualified personnel are to be given the opportunity to keep in practice on the

types for which they hold a certificate. Personnel qualified to ground run aero-engines
by type, are to maintain a record of all ground runs carried out, in a Log Book.
4. Log Books held by qualified to ground-run personnel, are to be inspected by the

Squadron or Unit ATO every 3 months, and by the Air Engineer Officer of the Air Station
or Ship annually.
5. The station Maintenance Test Pilot, or in the absence of the MTP, a Qualified
Flying Instructor, is to carry out a performance check of authorised personnel at six-
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monthly intervals and the result of the performance check is to be noted in the Log
Book.
4205. RECORDS OF PERSONNEL AUTHORISED TO GROUND RUN AERO-

ENGINES
1. An authorisation list showing the details of sailors, and aircraft types/engines on

which they are authorised to ground run, is to be kept in local Technical Orders.
2. Air Engineer Officers are to ensure that sailors are not authorised to ground run
until they:
(a) Have had access to and understand:
(i) The Aircrew Manual Notes.
(ii) The instructions in the relevant aircraft and engine publications,

including instructions regarding the securing of the aircraft.
(iii) All local Orders concerning ground running of aircraft.
(b) Have been given systematic instruction on starting, running and stopping
procedures, particularly the vital actions needed to shut down an engine, or an
aircraft in an emergency runaway situation.
(c) Have been checked out by a qualified Aircrew Officer (Article 4204).
3. Authorised persons may retain their authorisation only if they have run the engine
type in question in an aircraft or appropriate simulator during the previous three months.
If the authorisation is allowed to lapse the person must be re-checked and reauthorised
before being allowed to carry out a ground run.
4206. INSTRUCTIONS TO PERSONS AUTHORISING GROUND RUNS
1. Ground runs are only to be authorised by Unit Air Engineer Officers /Air Electrical
Officers or Senior Supervisory sailors.
2. In all cases the Air Engineer Officer/Air Electrical Officers or Senior sailor
authorising a ground run is to clearly establish who is to be 'in charge' of the ground run
and whether further supervisory sailors are required dependent upon the nature of the
work to be carried out during the ground run.
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3. In deciding who is to be placed 'in charge' of a maintenance ground run the
authorising Air Engineer Officer/Air Electrical Officers or Senior sailor is to be guided by
the following:
(a) When a ground run is to be carried out for maintenance purposes by an

Aircrew Officer the person placed 'in charge' of the ground run is to be the most
senior sailor directly involved with the supervision of work to be carried out on the
aircraft.
(b) When a ground run is to be carried out by a non-aircrew Air Engineer

Officer or qualified Senior Technical Sailor, this person will be responsible in all
respects for safety aspects pertaining to the ground run and will be 'in charge' of
the ground run.
4207. INSTRUCTIONS TO THE PERSON 'IN CHARGE' OF A GROUND RUN
1. The persons 'in charge' of a ground run for maintenance purposes is responsible
for:
(a) Checking that the requirements of Article 2228 have been met and that no
subsequent work has been carried out on the aircraft before the ground run takes
place.
(b) After completion of the ground run, ensuring that the open entry in the
unserviceability log of the aircraft servicing form, which states the purpose of the
ground run, is completed.
2. Position and Security. The person 'in charge' of a ground run is to ensure that:
(a) The aircraft is positioned on an authorised site.
(b) The surrounding area is clear of debris or foreign objects likely to damage
the aircraft, other aircraft, buildings and structures in the vicinity.
(c) The aircraft is, whenever possible, faced into wind.
(d) The aircraft is secured in accordance with the instructions in the relevant
air publication.
3. Aircraft State before Starting. The person 'in charge' is to ensure that:
(a) All relevant locking devices, blade tethering gear and covers are removed
and safely stowed.
(b) All essential panels, cowlings and ducts are installed and secure.
(c) No loose articles are left in or on the aircraft, engine, intakes and ducts.
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(d) When the engine type and installation permits, the engine is to be turned
over by hand to ensure that no fouling occurs.
(e) Undercarriage and other relevant ground locks are fitted.
(f) All cockpit controls not associated with the engine are in the correct
position.
(g) The fuel, oil and hydraulic tanks are correctly filled, filler caps secure and
appropriate cocks turned on.
(h) Debris guards, where provided, are fitted.
(j) For ground running at night, adequate lighting is available for the ground
crew and safety numbers to carry out their tasks and, whenever possible,
helicopter tail rotors illuminated.
4. Placing and Briefing of Personnel. The person in charge is to:
(a) Position and brief of safety number to attract the attention of the occupant
of the cockpit in the event of anything happening liable to affect the safety of
personnel or cause damage to material.
(b) Establish an effective means of communication between the cockpit and

the safety number. Whenever possible this should be by intercom. Headsets are
provided for the purpose and local arrangements are to be made to assemble
suitable leads and adaptors. Care is to be taken that no hazard is caused by the
use of these headsets and leads. This requirement is additional to any
arrangements made for communication between the cockpit and the attendant
maintenance crew.
(c) Place and brief safety numbers to warn personnel approaching the areas
of danger due to noise, slipstream, intakes or rotor blades, including the tail rotor.
(d) Ensure that the safety numbers and sentries above are independent of the
maintenance sailors engaged in the ground run.
(e) Brief all attendant personnel to keep well clear of intakes, especially when
engines are running at full power.
(f) Ensure that all attendant personnel wear ear defenders and no loose
clothing.
(g) Brief personnel to man two fire-fighting extinguishers and place in a close
but safe position to windward of the aircraft.
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5. Wet Starts. The person 'in charge' is to ensure that the following action is taken after
a 'wet' start:
(a) Allow loose fuel to drain away and mop out jet pipes, as far as possible.
(b) Ashore, reposition the aircraft if there is a danger of igniting loose fuel.
(c) Afloat, mop up or wash away loose fuel.
4208. PRECAUTIONS FOR ENGINE START SYSTEMS
1. Damage to aircraft and injury to personnel can easily be caused by the

inadvertent or accidental turning of engines caused by the unauthorised cockpit
operation of engine start mechanisms.
2. All personnel concerned in the servicing of aircraft are to be warned of the

consequent danger to personnel, aircraft and equipment, of such action.
3. To minimise the dangers associated with start systems, the following

precautions are to be complied with:
(a) Electric Start Systems.
(i) The starter fuses are to be removed when the aircraft is undergoing
second line servicing or rectification.
(ii) Before working in the vicinity of the propeller or other danger areas
on turbo or piston propeller type aircraft with electric start systems, ensure
that the battery isolating switch is 'OFF', that the starter button guard is in
position and that any person working in the cockpit is aware of the
dangers associated with operation of the battery isolation switch.
(iii) The starter button of a turbo or piston propeller type aircraft is on no

account to be operated inside a hangar, unless the system for turning the
engine is immobilised, either by the removal of the fuses, or otherwise.
(iv) The starter button of an electrically operated helicopter system may

only be operated for cold engine compressor washing purposes or
controlled servicing operations when under proper supervision.
(v) The starter button of a turbo or piston propeller type aircraft

positioned outside a hangar is not to be operated until the propeller
clearance has been physically checked and the propeller can turn without
causing injury to personnel or damage.
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(b) External Low Pressure Air Gas Turbine Start Systems
(i) When using Gas Turbine start systems, the LP air delivery hose is
to be connected before the electrical lead, and personnel are to stand
clear of the delivery hose.
(ii) The person manning the cockpit and the sailor operating the starter
unit are to be in visual communication.
(c) Internal Gas Turbine Starter/Auxiliary Power Unit (GTS/APU)
(i) The running of GTS/APUs is to be restricted to personnel

authorised by the Unit ATO/ALO and the authorisation is to be specifically
limited for certain servicing operations and/or starting of the aircraft main
engine for maintenance purposes.
(ii) GTS/APU running is to be kept to the minimum.
(iii) The precautions to be taken for the running of GTS/APUs are to be

the same as for those applied to aircraft main engines ground running.
4209. CLEARING PISTON ENGINES AFTER OVERPRIMING
1. Over-primed piston engines are to be cleared by turning the engines over

mechanically several revolutions, following the instructions in the relevant engine AP
Topic 1 for operation of switches and controls.
2. Engines of light aircraft, with no mechanical means of turning may be turned

forward using the propeller. Before turning the propeller by hand, personnel are to
ensure that the ignition switches are 'OFF' and all other switches and controls are set in
accordance with the engine operating instructions.
4210. TURNING A PROPELLER BY HAND (PISTON ENGINES)
1. The following precautions are to be observed:
(a) Ensure that the ignition switches are OFF.
(b) Always treat the propeller as LIVE and the engine ON CONTACT (unless
all HT leads and/or plugs are removed).
(c) Ensure a good foothold is established, and the body cannot lose balance.
(d) If an engine is being started by hand swinging and the propeller is to be

moved first, the engine magneto switches must be OFF during this operation.
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4211. PROPELLER MARKING
Propellers are to be painted in accordance with INAP 119A-0601-0.
4212. PRECAUTIONS BEFORE HANDLING HIGH ENERGY IGNITOR UNITS
The electrical energy stored in high energy ignitor units is potentially lethal. It is
important to disconnect the LT supply and wait at least one minute to allow the stored
energy to dissipate before handling the unit, plug or HT cable.
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Chapter 43
ENGINEERING PRACTICES AND SAFETY PRECAUTIONS - AIR WEAPONS,

RADIO AND ELECTRICAL
CONTENTS
Article
4301. Air weapons

4302. Signal pistols
4303. Testing of circuits containing electrical explosive devices (EED)
4304. External radio hazards
4305. Precautions when testing aircraft radio and radar
4306. Unallocated
4307. Electrical and radio work - precautions
4308. Insulation testing of aircraft circuits
4309. Exposing live electrical components
4310. Unallocated
4311. Electrical, instrument, electronic and allied components - cleanliness and damage
4312. Armament procedure sheets
4313. Wire locking of threaded type electrical connectors
4314. Wire locking of avionic equipment mounting tray
retaining nuts
4315. Use of Loctite
4316. In-line connector repairs to unscreened electrical
cables
4317. Components containing beryllium oxide
4318. Weapon "Hang-up" procedures
4319. Beta lights gaseous tritium light sources
4320. Disposal of mercury batteries
4321. Lithium batteries - safety precautions
4322. Static Sensitive Devices
4301. AIR WEAPONS
1. Definition of Terms.
(a) Loading. The securing of explosives or non explosive stores to an aircraft.
(b) Arming. The complete procedure of fitting an aircraft with prepared weapon
system except fuzing.
(c) Re-arming. The replenishing of an aircraft's weapon system.
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(d) De-arming. The completion of an After Use Inspection and removal from an
aircraft of unexpended weapons and components after a sortie.
(e) Unloading. The removal from the aircraft of explosive or non-explosive

stores.
(f) Armed Aircraft. An aircraft whose weapon system has been prepared, apart
from the removal of safety devices.
(g) Fuzing. The making of a weapon live by activating an aircraft weapon fuzing
system.
(h) De-fuzing. The making safe of a fuzed weapon by de-activating an aircraft

weapon fuzing system.
(j) Weapon Preparation. The conversion of an explosive store into a weapon

by the addition of items for release from an Aircraft Weapon System.
(k) Turn Round Weapons Servicing. The carrying out of servicing on

unexpended weapons fitted to an aircraft prior to an earlier sortie.
2. Safety Precautions. Before aircraft arming, re-arming or de-arming commences

the following precautions are to be observed:
(a) The aircraft is to be restrained at rest by lashings or chocks.
(b) Engines are to be stopped except in the case of helicopters for which
approved rotors running Armament procedure Sheets have been issued.
(c) The aircraft is to be stopped on the safest possible heading in such a

position that the minimum of damage would result from an inadvertent firing of
weapons resulting from an aircraft fault or from an external fire or
electromagnetic hazard. Aircraft are not to be armed in hangars, permissible
exceptions are defined for specific weapons in BR 862 Article 2611.
(d) An "Armed Aircraft" notice is to be fitted to a control column and is not to

be removed until authorised by the Aircrew or the AW Supervisory Sailor in
charge of the Aircraft.
(e) Instructions are contained in Armament Procedure Sheets Topic 4T or

relevant Maintenance Schedule/Inspection and Maintenance Guide (IMG) and
are to be followed strictly in the order that they are written.
(f) No other work is to be undertaken on the Armed Aircraft except as

authorised by the Supervisory Sailor in charge.
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(g) Master Armament Safety Breaks or Switches are to be disconnected or
made safe until as late as possible prior to take-off.
(h) Armed aircraft are to be attended to ensure that no unauthorised

personnel remain near or enter aircraft once armed.
(j) In the case of weapons which are known to be susceptible to Rad

Haz, steps are to be taken to maintain prescribed safety distances.
(Article 4304)
4302. SIGNAL PISTOLS
1. The pilot of an aircraft is responsible for ensuring that signal pistols are unloaded
before handing over the aircraft, after flight, to maintenance personnel.
4303. TESTING OF CIRCUITS CONTAINING ELECTRICAL EXPLOSIVE DEVICES

(EED)
1. Functional Tests. Functional tests are normally to be carried out on circuits

containing EEDs in accordance with, and at a periodicity called for in, servicing
publications.
2. No volt Tests. Whenever the electrical circuit of an EED is disturbed, a 'no volts'
check is to be carried out immediately prior to the EED being connected to complete the
circuit, and is to be carried out at the nearest convenient breakpoint to the EED.
Instructions relating to specific aircraft circuits are contained in the relevant procedure
and Process Sheets.
4304. EXTERNAL RADIO HAZARDS
1. Electro-magnetic radiation from aerials of high power may constitute a hazardous

environment for personnel, fuel, weapons and electronic equipment. In particular, the
radiations may initiate the Electrical Explosive Devices (EEDs) within weapons and
pyrotechnics.
2. Radhaz information, regulations and procedures are given in BR 2924, the

Handbook for Radio Hazards in the Naval Service. Current Radhaz
clearances/restrictions for aircraft by type, either during weapon loading or in the
loaded condition, are given in CB 4986. This publication is the only source to be
used to obtain this information.
4305. PRECAUTIONS WHEN TESTING AIRCRAFT RADIO AND RADAR
1. To avoid fire hazards, injury to personnel and damage to equipment, the following
precautions are to be taken when testing aircraft radio transmitters:
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(a) No transmitter is to be operated inside a hangar without the authority of an
Air Engineer Officer or authorised technical sailor.
(b) Personnel working nearby are to be warned that the transmitter is being
run up and that they must not approach the aerial until the test is complete.
(c) When aircraft in the vicinity are being fuelled, the regulations governing
the use of radio transmitters are to be observed.
(d) Some weapons are vulnerable to the hazard of radio transmissions, and
care must be taken to prevent any of these explosive stores from being
anywhere in the vicinity of such transmissions.
2 Radar. Sparking may occur if metal tools on aircraft metal surfaces are
subjected to strong radio frequency fields such as those due to radiation from radar
aerials. Radar detector or mixer crystals may also be damaged by energy received
directly from aircraft or ship radars, or reflected from nearby structures. To reduce the
risks of such occurrences, the following precautions are to be observed in addition to
those contained in para 1:
(a) Radar transmissions are to be limited to the minimum essential period of

time.
(b) Simultaneous transmissions from two or more radar sets are to be

avoided whenever possible.
(c) Radar transmissions should not be directed towards other nearby aircraft.
(d) Wherever possible, radar transmissions are to be limited in area by the

use of suitable radio absorption material in the form of flat screens or covers for
the radome or aerial, or, when testing in the open, by using a flat metal screen
placed at 40 deg to the ground in front of the radar aerial, so deflecting the
radiation upward.
3. High Power Radar. Aircraft radars capable of transmitting at peak pulsed powers
exceeding 1.5 megawatts constitute potentially dangerous hazards, and necessitate
special precautions in addition to those contained in para 1 and 2. These are:
(a) No transmissions are to be made from an aircraft within the confines of a

hangar or hangar deck, except when the equipment is fitted with an artificial
aerial load and the artificial aerial is being used.
(b) Transmissions from aircraft on the flight deck should only be made with the
aircraft so ranged and with the scanner on such a bearing that the transmission
is radiated towards the open sea and avoiding ships in close company.
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(c) The area around the aircraft concerned is to be kept clear of such materials
as metal scraps, oily rags and steel wool.
(d) No person is to be allowed closer than a specified distance in front of the

energised radar scanner. This is normally 50 yards but some equipments fitted to
aircraft may require a greater safety distance.
(e) Rotation or scanning of an energised radar aerial should not be carried out
in congested areas.
4306. UNALLOCATED
4307. ELECTRICAL AND RADIO WORK - PRECAUTIONS
1. No electrical or radio work involving batteries or live circuits or work involving the
use of electrically driven tools is to be carried out on any aircraft on which an flammable
cleaning agent is being used or, if there is free gasoline or gasoline vapour in the
vicinity.
2. The regulations governing the use of electrical equipment while aircraft in

the vicinity are being fuelled are contained in BR 1754.
4308. INSULATION TESTING OF AIRCRAFT CIRCUITS
1. To avoid damage to equipment containing transistors and other sensitive

components insulation testing is to be confined to circuits which are:
(a) Specifically called for in servicing schedules and technical instructions.
(b) Individually authorised by an Air Engineer Officer.
4309. EXPOSING LIVE ELECTRICAL COMPONENTS
1. Where servicing requires exposing live electrical components every care must be
taken to ensure that tools and other items of servicing equipment are positioned so that
they cannot come into contact with the live components.
2. Under no circumstances is an area with live exposed electrical components to be

left unattended.
3. The sailor performing such servicing is responsible for the security of the unsafe
area and for warning other persons requiring access of the existence of an electrical
hazard.
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4. Two sailors are to be present at all times when working on live electrical
equipment where voltages in excess of 50 V d.c or 30 V a.c. are liable to be exposed.
5. Where the design permits, all portable electrical equipment is to be earthed.
4310. UNALLOCATED
4311. ELECTRICAL, INSTRUMENT, ELECTRONIC AND ALLIED COMPONENTS -

CLEANLINESS AND DAMAGE
1. Many electrical faults are caused by dirt or damage to terminations, which occur
while terminations are disconnected. In order to minimise risks, all electrical
terminations, when disconnected, are to be protected from the possibility of damage
and the ingress of dirt or moisture.
2. Where blanking caps/covers/plates are not available terminations may be

protected by covering exposed areas with polythene sheet secured by masking tape.
The adhesive surface of the masking tape is not to be in contact with orifices, threads or
pins.
3. Instructions and precautions to be observed when electrical components are

cleaned or degreased are given in INAP 119A-0202-1.
4312. ARMAMENT PROCEDURE SHEETS
1. Armament Procedure Sheets (APS's ) are issued as Topic 4T of the aircraft

publication and the instructions they contain are mandatory for the loading/unloading of
aircraft weapons.
2. Armament Procedure Sheets are issued in two forms viz:
(a) Index and Schedule, a book to the normal servicing schedule format to
provide a master copy and index for reference purposes. This book contains
"Instructions for use".
(b) A1l individual "Procedure Sheets" suitable for use at the aircraft.
3. When an Armament Procedure Sheet has been issued, it supersedes the

instruction contained in the Aircraft Servicing Manuals.
4313. WIRE LOCKING OF THREADED TYPE ELECTRICAL CONNECTORS
1. When any threaded electrical connector, fitted with wirelocking facilities in the
vital circuits listed below, is disturbed, it is to be positively re-secured by wirelocking
circuits affected are as follows.
(a) Flying controls (including BIC, Auto Stabs etc.)
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(b) Engine Controls.
(c) Alighting gear (including hook).
(d) Fuel System.
(e) Emergency services.
4314. WIRE LOCKING OF AVIONIC EQUIPMENT MOUNTING TRAY RETAINING

NUTS
1. All Avionic equipment mounting tray retaining nuts are to be wire locked. When
locking nuts without locking holes the wire is to be passed under the thread at the rear
of the nut, crossed over and brought to the front and then wrapped once around the
thread in opposite directions before twisting and securing.
4315. USE OF LOCTITE
1. Information on the use of Loctite is given in relevant lists.
4316. IN-LINE CONNECTOR REPAIRS TO UNSCREENED ELECTRICAL CABLES
1. Repairs to unscreened electrical cables using in-line connectors may be made in

non-nuclear weapon circuits and considered as permanent provided that the materials
and tools used are approved for service use in accordance with INAP 120M-0600-1. In-
line crimped repairs are not to be made in nuclear weapon circuits without prior IHQ
MOD (NAVY) approval.
2. Although in-line crimped repairs may be considered as permanent, it is, in general,

preferable to replace the damaged cable.
3. Repair by in-line connectors is not to be carried out in those parts of a cable which
are subject to flexing or are adjacent to moving parts such as wing fold or tail pylon fold
etc.
4. In-line connector repairs are to be carried out by sailor of the AL or AR Trade,

using correct tools, dies, connectors and cable sizes. This work is not to be self
supervised.
5. Before applying the insulation, the supervisory sailor is to check the repair for
freedom from faults and is to carry out a complete unctional check of the system.
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4317. COMPONENTS CONTAINING BERYLLIUM OXIDE
1. Sintered Beryllium Oxide (Beryllia) is a ceramic-like material having high insulation

and heat-transfer properties. There is no standard colour coding which would allow easy
recognition, although it is known that colouring agents have been introduced into the
product. For example, parts used by Marconi Co. Ltd., in the drive unit of their modern
HF ground installation, are coloured blue. A batch coloured pale green has also been
issued by the manufacturer. Although the finished product is safe when handled
carefully, if the material is broken, severely handled or subjected to heat, a hazard will
exist from dust or fume.
2. Safety Precautions. The following precautions are to be exercised in the handling

of components made of beryllia:
(a) Protective gloves are to be worn, particularly if the person has cuts or
abrasions.
(b) Filling, abrading, dipping, machining, drilling or heating a beryllia part is

forbidden, and care is to be taken to avoid scraping on a rough surface or
bringing the component into contact with others made of beryllia.
(c) The components are to be retained in their trade pack until actually
required for use. Under no circumstances are they to be stored loosely in tins or
other containers.
(d) The components are to be unpacked in a well ventilated area and action
taken to avoid any abrasive action which may produce dust.
(e) Smoking is forbidden when working with parts made of beryllia.
(f) Immediately after work involving the handling of beryllia components, the
hands should be thoroughly washed.
3. Disposal of Scrap. Scrap beryllia is to be sealed in a polythene bag or similar

container, and then securely packed for safe despatch to:-
(a) The Material Superintendent

Material Organisation (Kochi)
Naval Base
Kochi – 682004
Or
(b) The Material Superintendent

Material Organisation
Dabolim
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Goa - 403801
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4318. WEAPON "HANG-UP" PROCEDURES
1. For the purpose of this article, the term "hang-up" includes all cases in which a
weapon or store has failed to release from its carrier or launcher, or a gun incurs a
stoppage which cannot be cleared in the air, following a positive attempt to release, fire,
or jettison.
2. This article outlines the general procedures to be followed in the event of an

aircraft returning with a weapon “hang-up". Detailed procedures to be carried out by
maintenance personnel are contained in armament procedure sheets for each aircraft
type.
3. Actions by Aircrew. Aircrew actions are detailed in INAP 110A-0005-1. These will
include the following:
(a) Placing all ARMAMENT switches to "SAFE".
(b) In the case of forward-firing weapons, heading in a safe direction for the
specified period of time.
(c) Informing Air Traffic/Flying Control, in order that the recovery sequence
can be arranged to ensure the maximum degree of safety during and after
landing.
4. Actions by Maintenance Personnel.
(a) First actions after landing
(i) Ensure aircraft is pointing in safest possible direction.
(ii) Ensure engine(s) stopped.
Note: -
For certain aircraft/weapon configurations, it may be necessary to carry out
specific actions before shutting down engines. Such exceptions to standard procedure
are specified in the relevant armament procedure sheets.
(iii) Ensure Master Armament Safety Switch/Break is put to "SAFE".
(b) Reports from Aircrew. The following facts should be confirmed with the
aircrew before taking further action:
(i) Aircraft "hang-up" stations.
(ii) Modes and number of release and jettison attempts.
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(iii) Forward firing weapons only - time elapsed since last release
attempt.
(iv) All armament switches to "SAFE".
(v) Cabin guns only - safety catches to “SAFE" plus a positive

statement on gun condition, is whether clear of ammunition.
(c) Actions at the Weapon Installation.
(i) Ensure cockpit and cabin switches are to "SAFE" or "OFF".
(ii) Render release/firing circuits "SAFE" at particular station and insert

ground safety pin in release mechanisms and weapons where applicable.
(iii) Support weapon or store where applicable, take care not to disturb
release mechanisms.
(iv) Check cocking of carrier or release unit, where applicable.
(v) Carry out a visual inspection of aircraft/carrier/weapon interfaces

paying particular attention to electrical connections.
(vi) Unload in accordance with current procedures.
(vii) Identify suspect weapons and set aside for subsequent

investigation.
(d) Subsequent Investigation
(i) Identify all suspect items in installation, eg carriers, ERUs,

cartridges, etc. and remove to workshops and/or authorised test spaces
for examination and testing as required.
(ii) Functionally test aircraft weapon system circuits, as applicable.
(e) Disposal of Defective Armament Stores. Instructions are contained in BR

862 Chapter 10.
(f) Defect Reporting With the exception of individual 2" RP misfires; defect
reports are to be raised for all "hang-ups" resulting from failure of material, in
accordance with AP 100N-0101 Part 1 Chapter 8.
4319. BETA LIGHTS GASEOUS TRITIUM LIGHT SOURCES
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1. Beta lights are fitted in naval aircraft in order to provide self powered light
sources. Examples of use are:
(a) Night formation lights for helicopters.
(b) Emergency escape hatch and handle markers.
2. They consist of sealed glass capsules coated internally with phosphor and filled
with tritium gas. The beta particles resulting from the radioactive decay of the tritium are
absorbed by the phosphor causing it to emit light continuously.
3. The low energy of beta particles means that they will be totally absorbed by the
glass envelope and there is therefore no significant external radiation hazard to
personnel from handling the lights, either singly or collectively. A hazard does exist
however if the glass envelope is fractured and therefore all handling of unprotected
glass capsules should be carried out in a well ventilated area where there are no naked
flames. Personnel involved must not smoke.
4. In the event of a fracture of a beta light where there is a possibility of the escape
of tritium gas the following procedure is to be adopted:
(a) The local area is to be cleared of personnel and isolated as soon as

possible.
(b) The area is to be ventilated as thoroughly as possible.
(c) Broken fragments should be collected as soon as ventilation is complete.

Handling should be carried out as quickly as possible by personnel wearing
disposable gloves.
(d) Any naked flames in the area must be extinguished.
5. It is not possible to state precisely the period of time for which an area must be
vacated but the following examples should be taken as a guide:
(a) In the open air - fifteen minutes.
(b) In an enclosed hangar - twenty minutes.
(c) In a helicopter cabin - one hour.
6. Fragments of broken beta lights should be placed in a metal container in a well

ventilated space. As the majority of radioactivity is dispersed in the atmosphere during
the procedures listed in paras 3 and 4, small quantities of broken beta lights may be
disposed of in ordinary refuse.
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7. The regulations for transportation, storage, disposal and handling of broken beta
lights are issued by IHQ MOD (NAVY).
4320. DISPOSAL OF MERCURY BATTERIES
1. Instructions for the disposal of mercury batteries are contained in BR 96 Chapter

24. Failure to comply with these instructions may result in an explosion causing toxic
fumes to be generated.
4321. LITHIUM BATTERIES - SAFETY PRECAUTIONS
1. Lithium batteries are high energy-density primary cells fitted to the following
equipments:
(a) Sea Harrier NAVHARS.
(b) Ultra Sonic Locator Beacon.
2. Lithium batteries are liable to cause fire or explosion in the following

circumstances:
(a) If punctured (especially in high ambient temperatures).
(b) If over-discharged or shorted.
(c) If subject to reverse polarity.
(d) If any attempt is made to charge the cell.
(e) If subjected or elevated temperatures (including attempts to solder

connections).
3. No attempt is to be made to salvage these batteries. They are to be disposed of

by return to the manufacturers or in deep water.
4. Lithium batteries constitute a hazardous air cargo.
4322. STATIC SENSITIVE DEVICES
1. Many modern Naval avionics equipment contain electrical components which are
susceptible to permanent damage by the discharge of static electricity. These
components, known as Static Sensitive Devices (SSDs) require special handling
techniques to avoid damage during routine maintenance.
2. SSDs are identified with either a prominent yellow band or a yellow spot. The
relevant pages of associated APs are annotated with a caution symbol.
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3. Maintenance personnel required to service equipment containing SSDs are to

refer to the caution page in the front of the associated AP before handling these
devices.
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Chapter 44

MOVEMENT AND STOWAGE OF AIRCRAFT, VEHICLES
AND USE OF MOBILE CRANES
CONTENTS
Article
4401. Stowage of aircraft in hangars

4402. Movement of aircraft
4403. Movement of aircraft - manning of brakes
4404. Verbal orders when moving aircraft
4405. Movement of vehicles in the vicinity of aircraft
4406. Use of mechanically operated vehicles or equipment in hangars
4407. Precautions when using mobile cranes
4401. STOWAGE OF AIRCRAFT IN HANGARS
1. Fuel Precautions
(a) Aircraft taken into hangars for servicing operations which do not affect the
system, need not have the fuel drained from their tanks. In the case of aircraft
fuelled with "Avgas", however, if the work renders the aircraft immobile, it is to be
progressed continuously with sufficient sailors kept available in the hangar to
take action in the event of fire, or, the aircraft fuel system must be drained, the
operation being undertaken in the open.
(b) Whether the fuel system is drained or not, aircraft rendered immobile and
left in hangars are to be positioned as far as practicable to permit adjacent
aircraft to be moved out of the hangar in an emergency.
(c) Aircraft are to be inspected for fuel leaks before being taken into hangars,
and where leaks in the fuel system are found, the fuel tanks and pipes are to be
drained before placing the aircraft in a hangar. The requirement for draining fuel
from aircraft having seeping integral fuel tanks before being placed in a hangar,
is to be at the discretion of the Air Engineer Officer.
(d) Rectification work on aircraft fuel systems is not tobe undertaken in

hangars without the authorisation of the Officer-in-Charge of the hangar unless
the fuel system has been drained in accordance with para (e).
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(e) Aircraft in which AVGAS is used are not to be refuelled or defuelled in

hangars except in special circumstances. In such cases the authorisation of the
unit Air Engineer Officer is to be obtained and the operation is to be carried out
under his personal supervision. Aircraft in which AVTUR or AVCAT is used may
be refuelled and defuelled in hangars subject to the specific authorisation of the
Unit Air Engineer Officer for each occasion.
(f) The filler caps of tanks containing fuel are to be securely in place and fuel
cocks are to be turned off when not in use.
2. Assisted Escape Systems. Before moving aircraft, fitted with assisted escape
systems into hangars, the ejection seats are to be placed into the 'servicing' condition.
3. Liquid Oxygen Systems (LOX). LOX converter packs are to be removed from
aircraft before they are stowed in hangars.
4402. MOVEMENT OF AIRCRAFT
1. INAP-2 and relevant aircraft publications details the precautions applicable to all
aircraft movements.
2. The following personnel are authorised to direct aircraft movement:
(a) Afloat. Flight deck and hangar control officers; aircraft handler branch
POAH and LA (AH) sailors, or where aircraft handler sailors are not borne, a
suitably qualified officer or senior sailor. Where insufficient POAH and LA(AH)
sailors are borne to meet the operational requirements, local acting leading
airmen may be locally authorised to direct aircraft movements, after undergoing a
period of training and a practical test.
(b) Shore. Aircraft handler branch POAH and LA(AH) sailors, suitable
qualified officers and authorised senior sailors.
Note: -
Qualified non-aircraft handler specialisation personnel should have undergone a

local course of instruction and passed a practical test before being authorised by the
Unit Air Engineer Officer.
1. Precautions prior to Movement. The director is to ensure that:
(a) The towing vehicle and equipment are fully serviceable and operated by
competent and authorised sailors.
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(b) A competent sailor is manning the aircraft brakes and that there is sufficient
brake pressure for the intended move.
(c) A competent sailor is manning the nose or tail steering arm when fitted.
(d) Brakemen, chockmen, and safety members, are available, as necessary,

and are adequately briefed on their respective duties.
(e) The director is to be aware of the peculiar to type instructions for moving the
aircraft by reference to the appropriate ASM. (Where no ASM is held, and when
moving unfamiliar aircraft, advice should be sought from the aircraft crew.
(e) All aircraft movements are to be carried out strictly under the supervision of
‘SDO’.
(f) If it is necessary to use taxi track or runway for the movement of the
aircraft, prior clearance need to be obtained by the SDO from ATC.
4. Precautions During Movement.
(a) When towing by road inside or outside air stations and establishments, the
officer or senior sailor in charge of the movement is to satisfy himself that the
road surface is capable of bearing the weight of the aircraft. Particular attention is
to be paid to manhole covers, drains, heating duct covers etc. If these cannot be
avoided and any doubt exists as to their load bearing capacity, plates or tracking
are to be used to spread the load.
(b) The director is to:
(i) Position himself so that he can control the tractor driver or

mechanical handler driver, the brakesman, and other personnel
associated with the movement.
(ii) Ensure that the aircraft is not moved at more than walking pace and
that harsh braking is avoided.
(iii) Periodically check that sufficient brake pressure remains for

completion of the move and provide chockmen if necessary.
(iv) Position sufficient safety number to ensure that all parts of the
aircraft will clear obstructions.
(v) Provide chockmen whenever the aircraft is being moved on an

incline, in a confined space, or without brakes.
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(vi) Ensure that both he and the steering arm number know the
permitted maximum nose or tail wheel angles applicable to the aircraft and
do not exceed them. In particular, when moving an aircraft astern, the
larger the steering angle required the slower must be the aircraft speed in
order to prevent the steering arm taking charge.
5. Additional Precautions when aircraft are Moved at night The following additional
precautions are to be taken when aircraft are moved at night:
(a) Whenever possible navigation lights are to be switched on.
(b) In addition to normal vehicle lights the towing vehicle is to be fitted with
two rearward facing lights, amber masks on the headlights, and is to display the
towing signal which is a triangle of 6 red lights fitted on the front of the tractor
shining forward.
4403. MOVEMENT OF AIRCRAFT - MANNING OF BRAKES
1. Whenever aircraft are moved, ashore or afloat, the brakes are to be manned by a
pilot or qualified maintenance sailor.
2. The person manning the brakes is responsible for ensuring that there is sufficient
brake pressure for the intended move and for informing the person directing the move
that the aircraft's braking system is serviceable.
4404. VERBAL ORDERS WHEN MOVING AIRCRAFT
1. Movement of aircraft afloat is to be in accordance with INAP-2 and relevant

aircraft publications.
2. All orders affecting a change in direction of the aircraft are to be given relative to
the tail. All orders are to be given in a loud, clear voice with the appropriate hand signal
being made simultaneously. Clear hand signals are most important where noise levels
are high. Blast type whistles are to be carried and used by both movement director and
safety numbers for emergency stops only.
3. The orders are to be given as follows:
(a) "Standby to come ahead (or come astern)".
(b) "On brakes" (brake member repeats the order, applies the aircraft brakes
and gives "brakes on" signal by hand).
(c) "Away chocks" (when this order is given only the chock in the direction of
movement is to be removed until the aircraft has started to move in the correct
direction. The second chock may then be removed.)
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(d) "Off brakes"(brake number repeats the order, releases the aircraft brakes
and gives the "brakes Off" signal by hand).
(e) "Come ahead" or "Come astern" as applicable (in the direction or

movement).
(f) "Tail to port, starboard or midships" as required.
(g) "Standby to stop".
(h) "Stop or whistle blast" (brake number repeats the order, applies the
aircraft brakes and gives the "on brakes" signal by hand).
(j) "In chocks" (chock numbers place chocks in front and behind the aircraft
main wheels.)
(k) "Off brakes" (brake number releases the aircraft brakes and gives the "Off
brakes" signal by hand).
4405. MOVEMENT OF VEHICLES IN THE VICINITY OF AIRCRAFT
1. Except in an emergency, no motor vehicles of any description are to be driven

within 2 metres of any aircraft unless the movement is supervised.
4406. USE OF MECHANICALLY OPERATED VEHICLES OR EQUIPMENT IN

HANGARS
1. In order to minimise the risk of fire, the following precautions are to be observed:
(a) Except to remove the aircraft in the event of fire, no vehicle is to approach
within 15 metres of an aircraft on which repairs to the fuel system are being
carried out.
(b) No equipment with engine running is to be parked under any part of an

aircraft.
(c) Vehicles operated by petrol engines are not to be brought into hangars
accommodating aircraft containing AVGAS until they are immediately required.
(d) Petrol engines are not to be started up inside hangars accommodating

aircraft containing AVGAS except in case of emergency.
(e) Equipment with engines running are not to be left unattended.
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4407. PRECAUTIONS WHEN USING MOBILE CRANES
1. Mobile Cranes.
(a) The following precautions are to be taken:
(i) The road brakes on mobile cranes are always to be applied before
a lift is taken.
(ii) No person should place himself between a crane and a load that is
being lifted.
(iii) No person, except the driver, is to board a crane, except when

required for maintenance or inspection, and then only when the crane is
stationary
(iv) An audible warning device for the driver's use is to be provided and
checked serviceable so that persons in the vicinity may be warned of the
movements of the crane.
(v) Particular care is to be taken that safe load indicator and devices
are maintained in efficient working order. Crane drivers are to report to the
Engineer Officer if any such indicators are not working and immediate
action is to be taken to remedy the defect.
(vi) A crane is not to be overloaded by short circuited fuses or by any

other means.
(vii) Under normal circumstances, cranes are to be used on level

surfaces of firm construction.
(viii) When it is necessary to travel with a load, the load should be raised
only a short distance above the ground and swinging of the load
prevented. Normally the load should not be moved unless the jib is parallel
to the direction of motion and the crane driven very slowly. In general,
travelling with loads of above 75% of the maximum capacity is to be
avoided.
(ix) Loads must only be lifted and lowered vertically; it should be noted
that automatic safe load indicators do not function satisfactorily when
loads are dragged out of plumb. In an emergency, such as the salvage of
a crashed aircraft in difficult terrain, the officer-in-Charge of the salvage
operations should use his discretion.
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(x) Moving cranes should be turned at very low speeds; otherwise
there is a risk of overturning from centrifugal force.
(b) Notices warning the drivers of these precautions are to be placed in a

prominent position on each crane.
2. Slings
(a) When slinging, all personnel are to stand well clear. Personnel are not
permitted to be on, or in the interior of, the load being slung unless such action is
essential and the person in charge of the operation is satisfied that it is safe to do
so. Handling lines should be attached to the load and sufficient personnel
employed to restrict the movement if there is a danger of the load swinging or
rotating.
(b) Aircraft are normally only to be slung using the special lifting slings
detailed in the appropriate aircraft ASM. These slings necessarily contain certain
highly stressed parts and, for this reason, substitute parts made of lower grade
materials must not be used. This particularly applies to such items as shackles,
shackle pins and attachment fittings.
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Jan 08
Chapter 45
ENGINEERING PRACTICES AND SAFETY PRECAUTIONS - WORKSHOP AND

PROCESSES
CONTENTS
Article
4501. General precautions in workshops and battery charging rooms

4502. Precautions applicable to aircraft refinishing processes
4503. Welding.
4504. Materials used in fabrication and repair work
4505. Precautions when working on magnesium alloys
4506. Tyre inflation safety cages
4507. Precautions when handling materials containing zinc chromate
4508. Use of trichloroethane
4509. Cyanogen components - precautions in storage and handling
4510. Salt bath safety precautions
4511. Repairs to printed circuit boards PCBs) - miniature soldering
4512. Mercury - hazards and safety precautions
4513. Precautions whn using hydraulic bench supply test rigs
4514. Polytetrafluoroethylene (PTFE) precautions
4515. Sternol hydratorque 1842B - precautions when handling
4516. Cadmium - potential toxic hazards
4517. Flouroelastomer Components - hazards
4501. GENERAL PRECAUTIONS IN WORKSHOPS AND BATTERY CHARGING

ROOMS
1. Safety precautions which must be observed in accordance with the factory acts
are detailed in AP 1464B Vol 1, Part 2 Section 3, Chapter 2.
2. A first aid kit is to be placed in each room or workshop. Neutralising agents for
any harmful chemicals are to be available. Notices are to be exhibited explaining their
application. At least one person employed in the area should be trained in first aid and
in the treatment of injuries which may result from the hazards which may exist in
particular workshops or battery charging rooms.
3. In all places where battery charging takes place the current naval regulations for
battery charging are to be observed.
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4502. PRECAUTIONS APPLICABLE TO AIRCRAFT REFINISHING PROCESSES
1. Inhalation of fumes during aircraft refinishing processes may cause poisoning and
even fatalities if strict precautions are not taken. Most solvents used in aircraft
refinishing can cause systems such as a feeling of intoxication, headache and
drowsiness, which may lead to unconsciousness or fatal results.
2. There is also a fire hazard during aircraft refinishing due to the low flash point of
the materials and sprays.
3. Precautions. The following precautions and those contained in INAP 119A-0601-

0 are to be strictly observed:
(a) All aircraft refinishing is to be done either in a dope shop or in a properly

constructed spraying booth.
(b) The efficiency of the ventilation system is to be tested at 6 month intervals.

The precise method of test must depend upon local circumstances, but a suitable
method is to reduce visibility to zero using smoke generators, and check that
when switched on, the ventilation system improves visibility to a safe level within
two minutes.
(c) Whenever possible spraying should commence at that portion of the work
which is nearest to the exhaust fans and proceed away from the fan towards the
air inlet. Operators should not stand between the exhaust fans and the work
whilst it is drying.
(d) All operators are to wear approved dope mask and protective clothing.
(e) The spraying of an aircraft or component is not to take place until it has
been ascertained that all metal parts including control cables are correctly
bonded and connected to earth so as to guard against fire caused by a discharge
of static electricity.
(f) No electrical or radio circuits are to be operated whilst refinishing

operations are to be attempted within six feet of aerials on which transmission is
taking place.
(g) If possible, personnel should not be employed continuously in refinishing

shops.
(h) No food or drink should in any circumstances be consumed in the room

where refinishing operations are being carried out. Dope and paint must be
removed from the hands before anything is eaten.
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(j) Personnel not directly concerned in refinishing operations are not to
remain in those areas in which such operations are taking place.
(k) Small repairs to local areas of finish on aircraft which it is impossible to

transfer to a dope shop may be done in the open air or in a well- ventilated
hangar when weather conditions are suitable. It is essential however, that
whenever doping or painting operations are carried out, all precautions to avoid
endangering the health of the operatives must be observed. Whilst such doping
is in progress other sailors are not to be working in the vicinity unless they take
the necessary precautions.
4. The above regulations apply irrespective of the method of application of the

dope, ie. spray or brush.
4503. WELDING.
1. Instructions for welding are contained INAP 119A-1201-1, welding, brazing and
Soldering - Principles and Practice.
2. Welding of stressed Parts in Aircraft
(a) Welding of stressed parts of airborne equipment is only permitted when

the welder holds current approval, for welding the particular material group, from
the National Aeronautical Laboratory (Bangalore).
(b) Subsequent to initial approval, check test specimens of the work on which
the welder is normally engaged, or a specimen typical of his work, must be
submitted to NAL by each individual every six months. A record of the work
carried out and test specimens results of each individual welder is to be
maintained by the ship or air station.
(c) Full details of the standard test pieces and tests are given in AVP 84
Leaflet D 505. Although AvP 84 is obsolescent, authority is given to continue to
use Leaflet D505. Copies of this leaflet may be obtained from IHQ MOD (NAVY).
(d) Ships and Air Stations should seek approval only for the minimum number
practicable.
4504. MATERIALS USED IN FABRICATION AND REPAIR WORK
1. In order to avoid the loss of identification of material, the colour or other

identification of material drawn from stores is not to be removed or obliterated when off-
cuts are taken for fabrication or repair work.
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2. The batch number taken from the actual markings on the material, is to be
recorded on Aircraft Servicing Form, the Aircraft Component Log/Record Card or other
servicing document as applicable.
3. For stressed parts or working parts only material of the correct gauge specification
and heat treatment is to be used. For non-stressed and non-working parts alternatives
may be used if the correct material is not available.
4. Only Defence Quality Assurance released materials are to be used.
5. When heat treatment is necessary for repairs to stressed or working parts and
precipitation is involved, test pieces are to be sent to the NAL(B) or to another approved
laboratory if considered more appropriate. The result of the laboratory tests is to be
known before aircraft involved are placed serviceable, exceptionally Ship/Air Station Air
Engineer Officers may authorise an aircraft to be placed serviceable pending the result
of any such test.
6. All heat treatment ovens are to be checked for correct heat distribution by NAL
Bangalore/ NAQAS/ RAQAS on initial installation.
4505. PRECAUTIONS WHEN WORKING ON MAGNESIUM ALLOYS
1. The working of magnesium alloys requires special care to avoid risk of fire. In
certain circumstances these materials are readily combustible.
2. The following precautions are to be taken when working on these materials.
(a) When grinding, special wheels are to be kept for use on these metals and
are to be clearly marked for identification purposes.
(b) Before dressing, ensure that the wheels are free from metal dust.
(c) Metal particles should not be allowed to accumulate on clothing and, as a

precaution a rubber apron should be used.
3. The orders contained in AP 1464B, Volume 1, General Engineering are to be

observed.
4506. TYRE INFLATION SAFETY CAGES
1. Tyre inflation safety cages locally manufactured in accordance with AP 2337,

Volume 1, Book 2 are to be provided for the protection of operators in tyre servicing
bays, against the possibility of accidents during the initial inflation of tyres after wheel
servicing and assembly.
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4507. PRECAUTIONS WHEN HANDLING MATERIALS CONTAINING ZINC
CHROMATE
1. Handling of materials containing zinc chromate may cause damage to the skin
and to the lining membranes of the nose.
2. The following precautions are to be taken when handling these materials: Before
and after work the hands and forearms are to be washed with soap and water and dried
thoroughly. An approved barrier cream is to be applied.
(a) An approved mask is to be worn when spraying. Spraying is only to be

carried out in a ventilated dope shop.
(b) If a dope shop or a mask is not available, the materials must be applied by
brush or dipping.
(c) Removal by scraping or by emery cloth is always to be carried out in the

open air or with properly arranged exhaust system.
3. First Aid. In cases of poisoning the following procedure is to be adopted:
(a) Inform a Medical Officer
(b) Do not walk the patient about as this may precipitate unconsciousness.
Transfer the patient into fresh air, lay the patient down and keep the patient
warm.
(c) In severe cases of unconsciousness or stopping of breathing, all the usual

methods of resuscitation are to be employed.
4508. USE OF TRICHLOROETHANE
1. General Precautions. For all trichroethane operations the following precautions

are to be observed:
(a) No eating or drinking allowed in the area.
(b) Although the liquid form is non-flammable, no open flame is to be allowed

in the vicinity since there is a danger of the vapour. No smoking is to be
permitted and appropriate notices are to be displayed. Personnel are not to
smoke during breaks or for a minimum of 30 minutes after completing the
cleaning operation.
(c) Area to be well ventilated.
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(d) Personnel not involved in the cleaning operation are to be kept clear of the
area.
(e) Should personnel involved in the cleaning operation being to feel any
adverse effect/drowsiness are to leave the area immediately and seek medical
attention.
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2. Medical
(a) First Aid actions are:
(i) Eyes: If splashed in the eyes, irrigation with large amounts of water
should be carried out.
(ii) Skin: If splashed on the skin, area should be washed with soap or
mild detergent and water.
(b) Poisoning by inhalation.
(i) Move casualty to fresh air immediately.
(ii) Inform a Medical Officer.
(iii) Do not walk the patient about as this may precipitate

unconsciousness. Transfer the patient into the fresh air, lay the patient
down and keep the patient warm.
(c) Ingestion - seek medical attention immediately.
3. Cold Cleaning Use
(a) When using quantities of less than 1/2 litre in any open space
trichloroethane must be held in a sealable container.
(b) When using quantities of greater than 1/2 litre or any quantity in an
enclosed area/compartment eg aircraft cabin.
(i) Area is to be well ventilated, preferably by extraction of fumes.
(ii) No naked lights or other sources of red heat allowed.
(iii) A "Safety man" is to be in attendance during the whole operation.
(iv) Personnel are to be dressed in overalls, wearing chemical proof

goggles, PVC gloves and a forced air fed type breathing apparatus.
4. Trichloroethane Degreasing Plants. The following additional precautions apply

when using trichloroethane degreasing plants:
(a) Ventilation of compartments, preferably by extraction of fumes, is to be

provided where trichloroethane degreasing plants are being used.
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(b) Personnel employed in cleaning out degreasing plants are to be equipped
with a breathing apparatus. Air to the breathing apparatus is to be supplied under
pressure as trichloroethane passes through ordinary rubber hose. A service
respirator will hold back normal concentration of trichloroethane vapour for about
20 minutes, and may be used in an emergency for rescue purposes.
(c) Personnel should not be exposed to concentrations of trichloroethane in

excess of the current Threshold Limit Value (TLV) of 350 parts per million or
1900 milligrams per cubic meter of air.
(d) Sampling equipment capable of measuring the concentration of vapour is

available from Dockyard Laboratories, some Dockyard Medical Centres and the
Institute of Aviation Medicine. It is essential that, in situations where
trichloroethane concentrations are suspected, measurements are to be made
and repeated regularly. Should any situations be discovered where the TLV is
exceeded, urgent action is to be initiated to ensure that the concentration in air is
reduced to a level below he limit quoted.
(e) Protective clothing in the form of an overall, boots, chemical proof goggles
and PVC gloves should be worn during the cleaning process. Clothing
contaminated with the liquid should be removed as soon as possible and through
washing of the skin with soap and water carried out. Cleaning out of tanks should
be done by a method which does not involve physical contact.
(f) Personnel are not to be allowed to enter tanks in which trichloroethane

has been used until the drain tank is thoroughly vented. The tank is on no
account to be entered until all precautions for entering confined spaces have
been carried out.
(g) Chlorinated solvents can combine with minute amounts of water present in
hydraulic systems to form hydrochloric acid which will corrode internal metallic
surfaces. After using Trichloroethane or Trichlorotriflouroethane particular care is
to be taken to remove all traces of solvent from components before they are
returned to service.
4509. CYANOGEN COMPONENTS - PRECAUTIONS IN STORAGE AND HANDLING
1. Sodium, Potassium, Cadmium Cyanides, etc are highly poisonous and the
greatest care is to be exercised in their storage, handling and use.
2. Precautions necessary in the usage of cyanides, and instructions regarding the

emergency action to be taken in the event of suspected poisoning are to be posted in a
prominent position in every storeroom and workshop in which these materials are stored
and used.
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3. Supplies of potassium and sodium cyanides in storerooms and workshops are to
be kept in the tins in which delivered and stored in a steel safe the key of which is to be
kept in the possession of a responsible officer. When issued for use in workshops the
officer responsible for custody should place the whole of the quantity required for the
work in hand into solution to prevent the possibility of pieces being left about the plating
room. In view of the liability of potassium cyanide to produce dermatitis, special care
must be taken in handling it and it should be noted that acids, even carbonic acid,
decompose it.
4. Leather gloves need not normally be worn by persons skilled in handling drums,
etc. when dealing with unopened drums of cyanide. Rough handling, however, may
loosen the lids, with resultant contamination of the exterior of the drums, and it is
therefore desirable for leather gloves to be worn, particularly if the drums have been
opened.
5. Ferro-cyanides are not in themselves particularly poisonous. If subjected to great

heat or brought into contact with acids, however, they ive off hydrocyanic acids gas
which is intensely poisonous. The sealed containers in which they are supplied should
therefore be handled with care and kept in a locked stowage.
4510. SALT BATH SAFETY PRECAUTIONS
1. Safety precautions for salt baths are contained in AP 1464B Volume 1 General
Engineering.
(a) Personal contact with the molten salts is to be avoided as its appearance
gives no indication of high temperature. Splashing of the salts is to be avoided.
(b) Immediate medical attention must be given for any burns received by
contact with the salts.
(c) In the event of fire, the workshop should be vacated immediately and the
fire dealt with from outside the building.
(d) The area round the bath must be kept scrupulously clean.
(e) Any part to be placed in the bath must be scrupulously clean and dry.
4511. REPAIRS TO PRINTED CIRCUIT BOARDS (PCBs) - MINIATURE SOLDERING
1. Repairs to PCBs are only to be carried out by technicians who are authorised by
the Ship/Air Station Air Electrical Officer.
2. Since a high standard of repair demands continuous practice of miniature

soldering techniques, the number of sailors authorised to undertake PCB repairs is to
be the minimum consistent with the workload.
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4512. MERCURY - HAZARDS AND SAFETY PRECAUTIONS
1. Health Hazard. Mercury is poisonous in both its liquid and vapour forms. It
vaporises readily at room temperature and will reach unacceptable levels quickly in
confined badly ventilated spaces. The principal hazard is by inhalation as a vapour.
Absorption by broken skin or eye is also a danger or possible ingestion.
2. Corrosion Hazard. If mercury comes into contact with light alloys it will induce
rapid surface and inter-granular corrosion with drastic reduction of the alloys' strength.
Modern paint finishes will provide some protection but speedy removal is essential from
areas of aircraft structure.
3. Uses and Precautions. Mercury is mainly to be found in use in calibration

instruments and thermometers in aircraft workshops. Precautions against mercury
contamination are fully detailed in INAP 119A-0200-1C Sect 3 Chap 3. The publication
is to be kept in all aircraft workshops where mercury is used and is to be part of the
required reading list for personnel employed in these workshops. Contaminated
mercury should be sealed in a clearly marked container and returned to stores for
disposal, it must not be run down drains or put amongst general waste material. All
unserviceable mercury batteries are to be packed so as to prevent short circuiting, and
labelled 'UNSERVICEABLE MERCURY BATTERIES FOR DISPOSAL' and returned to
stores.
4. Decontamination of Aircraft. Mercury spilt on any part of an aircraft's structure is

to be removed in accordance with INAP 119A-0200-1C Sect 3 Chap 3. A mercury
decontamination kit as described in this publication should be held by all servicing units.
If any mercury corrosion products - greyish whiskers or powdery dust - subsequently
appear, the affected area is to be removed and replaced using the appropriate repair
scheme.
4513. PRECAUTIONS WHILE USING HYDRAULIC BENCH SUPPLY TEST RIGS
1. The following precautions are to be taken when operating this equipment to

reduce the risk of fire caused by oil spray from burst or leaking test pipes coming into
contact with hot lamps.
(a) All adjacent bench lights are to be switched OFF before the hydraulic
pumps are run up, and are to remain OFF until the pumps are shut down.
(b) When components are being subjected to test pressures the transparent
plastic guard should always be in position.
(c) If practicable, arrangements should be made available for switching OFF

power supplies to the bench from outside the compartment.
(d) Only pipes and fittings manufactured to the correct standard should be
employed on the bench.
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(e) Periodic checks and pressure tests should be carried out on all loose
pipes, fittings and adaptors associated with the bench, especially those of local
manufacture.
4514. POLYTETRAFLUOROETHYLENE (PTFE) PRECAUTIONS
1. PTFE is a thermoplastic, used extensively under various brand names in aircraft

components such as flexible pipelines, cable insulation etc.
2. It is inert and non toxic upto about 250 dg C(482 deg F) when it begins to
decompose, emitting gaseous products which can cause unpleasant effects if inhaled.
3. When PTFE is being processed by a method involving heat (eg soldering,

cutting etc) persons who are close to and above the job are to wear suitable light fume
respirators. For exposure in confined spaces special considerations will be necessary
eg localised ventilation or special breathing apparatus.
4. Adequate ventilation should be provided when it is being processed involving

heat, using local exhaust ventilation wherever possible.
5. No smoking is permitted during the processing of this material.
6. Unless identified as being another material all plastics are to be treated as a form
of PTFE.
4515. STERNOL HYDRATORQUE 1842B - PRECAUTIONS WHEN HANDLING
1. Handling of Sternol may cause skin and eye irritation, and inhalation may cause
damage to the lining membranes of the nose and lungs.
2. The following precautions are to be taken when handling this material:
(a) No eating, drinking or smoking to take place in the area where oil is
present.
(b) PVC apron, PVC gloves, goggles and Siebe Gorman Puretha respirator
fitted with a Type 'CC' canister are to be worn.
(c) Locally manufactured guards are to be placed over the Integrated Drive
Generator (IDG) and associated pipes when under test.
(d) The workshops are to be correctly ventilated, with the exhaust going
directly overboard.
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(e) An eye wash bottle and boric saline solution is to be located near to where
the oil is used.
3. First aid.
(a) Skin Contact. Wash the affected area with soap and water.
(b) Eye Contact.
(i) Irrigate with boric saline solution.
(ii) Treat with a non-irritant oil, given by a Medical Officer.
(c) Inhalation.
(i) Remove to fresh air.
(ii) Severe cases of unconsciousness, apply artificial respiration.
(iii) Keep warm.
(iv) Medical Officer to administer oxygen.
(d) Taken Internally. Treatment as for irritant poison (by Medical Officer).
4. Every occasion of contact with sternol Hydratorque is to be reported to a Medical

Officer.
4516. CADMIUM - POTENTIAL TOXIC HAZARDS
1. Cadmium plated components and materials are safe to handle except when
subjected to processes and conditions that give rise to fumes or dust. In small quantities
they can act as an irritant and if inhaled or ingested may cause serious illness. All
instances of cadmium poisoning are to be immediately reported to a Medical Officer.
2. Work processes which could give rise to health hazards are as follows:
(a) Welding, brazing or silver soldering.
(b) Disposal of nickel cadmium batteries.
(c) Filing, grinding and drilling of cadmium plated metals.
(d) Dismantling and packaging of corroded cadmium plated items.
(e) Removal of corrosion products from cadmium items.
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3. The following precautions are to be observed when handling or working on

cadmium or components containing cadmium.
(a) Cadmium plated components should not normally be mechanically worked

but where this is necessary, it is only to be carried out where adequate ventilation
or alternative wet methods are available.
(b) Where heat is to be applied the cadmium coating should be removed by a

dustless method.
(c) Corrosion products are not to be handled unless protective clothing is

worn.
(d) Smoking, eating or drinking is not allowed in any area where cadmium is
being worked and after any operation involving cadmium contact, personnel are
to wash hands and any other exposed areas of skin thoroughly.
(e) Unit Air Engineer Officers are responsible for ensuring the level of
protective clothing required for specific tasks where cadmium products occur are
adequate to provide protection.
4. Disposal of Cadmium Products
(a) Cadmium coated items for disposal are to be clearly marked and disposed
of through the Defence Land Agent or other local Authority.
(b) Burning of cadmium waste is not permitted.
(c) Corroded cadmium coated items are to be doubly packed and sealed
before despatch and marked 'Suspect Cadmium Corrosion'. During unpackaging
full protective clothing is to be used.
4517. FLOUROELASTOMER COMPONENTS - HAZARDS
1. A flouroelastomer is a synthetic rubber which is commonly used for gaskets,

'O'rings and seals. The most well known flouroelastomer is VITON but there are others
using the trade names Flourel and Tecmoflon. These types of components are
frequently used in aero engines and other airborne equipments. Under design operating
conditions Flouroelastomer are safe but if exposed to temperatures of 400 C or above
the material decomposes. One of the products of decomposition is hydrofluoric acid
which is highly corrosive and is almost impossible to remove should it contaminate the
skin.
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2. Because of the difficulty in identifying flouroelastomers, in the event of fire, all
seals are to be treated as potentially dangerous. Inspection of suspect seals should be
carried out by personnel wearing suitable protective clothing, and observing precautions
as Listed in para 4. Suspect seals and surrounding surface should not be touched.
(Note, hydroflouric acid condenses readily and condensation may occur on surfaces
away from the immediate vicinity of the seal).
3. Neutralisation/decontamination of the hydroflouric acid should be carried out by

application of any mild alkali (eg magnesium oxide or Epsom salts) into all suspect
surfaces. The use of copious quantities of water on all suspect surfaces is also
recommended, preferably in addition to the alkali treatment.
SPECIAL PRECAUTIONS
4. Personnel are to observe the following special precautions when handling seals
which are fire damaged.
(a) Wear a respirator and a face visor at all times, irrespective of the
adequacy or otherwise or ventilation.
(b) Wash any clothing contaminated by hydroflouric acid in a solution of

sodium bicarbonate in water.
(c) Treat any tools or equipment contaminated by hydroflouric acid with

slaked lime before rinsing with water.
(d) Ensure that running water is available close to the work area, for
drenching skin contaminated by hydroflouric acid.
(e) Ensure that sodium glutonate is available in the first aid kit held in the
work area.
FIRST AID MEASURES
5. Personnel handling fire damaged seals are to be aware of the following first aid
measures:
(a) Ingestion If hydroflouric acid is ingested, give the casualty, if conscious,

large quantities of water or milk to drink and obtain medical attention
immediately.
(b) Skin Contact. If hydroflouric acid is spilt or splashed on skin or clothing:
(i) Remove all contaminated clothing.
(ii) Drench the burned area with large quantities of running water.
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(iii) Apply calcium glutonate gel on and around the burn and massage
with clean fingers.
(iv) Obtain medical attention immediately.
(c) Remove to Medical Centre. All personnel affected, however slightly, by

hydroflouric acid or its fumes are to be removed to the Medical Centre as soon
as possible. The Medical Officer is to be advised that the injuries have been
caused by hydroflouric acid.
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Chapter 46
TOOL CONTROL
CONTENTS
Article
4601. Introduction
4602. Duties and responsibilities
4603. Control of tools.
4604. Maintenance of tool outfits
4605. Alterations and modifications to tool outfits
4606. Locally manufactured tool containers
4607. Application for additional tools//tool outfits
4608. Crimping tools - servicing
4609. Testing and calibration of tools
4610. Tool control procedure with standard tallies
4611. Local purchase of tools
4612. Survey of tools
4613. Tool Display Board (Shadow Board)
Annex
A Form TC 1 – Proposed alteration to tool outfit

B Form TC 2 - Application for additional tool outfits.
C Report of Defective tools
4601. INTRODUCTION
1. Loose articles in aircraft constitute a serious hazard to flight safety. To reduce the
risk of tools being inadvertently left in aircraft on completion of servicing work, a system
of tool control is used in which every authorised tool is kept in a specified outfit or in an
issue center, and any tool which has been used in maintenance is accounted for before
aircraft is declared serviceable.
2. No tools, other than those authorised to be in tool outfits or in issue centers and
those listed in test equipment checklists are to be used on aircraft or equipment.
3. Tools and their containers are to be marked with their authorised serial number
and color code.
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4602. DUTIES AND RESPONSIBILITIES
1. Unit Section Tool Controller
(a) Tool Controllers are to be nominated by each unit or section. Duties of the
Tool Controller are:
(i) Custody and safe keeping of tool outfits, their contents and keys.
(ii) Custody and maintenance of the tool outfit register for tool lost,
broken and condition of containers separately for each outfit.
(iii) Maintenance and repair of tool outfits.
(iv) Control and issue of torches for night flying, as authorised by the
Squadron ATO.
(v) Ensure replacement of defective tools in time i.a.w existing

procedures.
(vi) Arrange timely calibration of measuring tools and test equipment.
(vii) Monthly monitoring of tool outfit and test equipment and report to
be submitted.
(b) The Tool Controller is to ensure that tools and accessories supplied with
First and Second Line test equipment, including any locally manufactured items,
are listed in a check list which is enclosed in a plastic envelope firmly secured to
the parent equipment.
4603. CONTROL OF TOOLS.
1. Issue and receipt of Tool Outfits.
(a) The Unit Tool Controllers' is to ensure that:
(i) He has checked, together with the person drawing or returning the
Tool Outfit that the Outfit is complete and that any missing tools are
correctly noted in the discrepancy list.
(ii) The relevant columns of the Log have been completed correctly
and show the true state of the Tool Outfit.
(iii) Appropriate action has been taken with respect to lost or damaged
tools.
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(b) The person signing for receiving the Tool Outfit, on issue or return,
accepts full custody of the Tool Outfit, its' contents and keys.
2. Tool outfits used at the aircraft.
(a) On issue of a tool outfit, the relevant entry is to be made in the tool outfit
issue register. This entry is to be cleared at secure, watch change or completion
of work, whichever is the earliest.
(b) Before a tool outfit is drawn for use on an aircraft, an entry is to be made
in change of serviceability log of the aircraft servicing form as follows:
Tool Control Outfit/ Tally Box Ser No....... in use'
(c) Before work commences, a supervisory sailor is to check that the outfit is
complete, or that any missing tools are correctly noted in the discrepancy list.
(d) On completion of the work for which the tool outfit was drawn, the
supervisory sailor is again to check that the outfit is complete as issued. He is to
lock the outfit, and then clear the entry in the aircraft servicing form with an entry
in appropriate column as follows:
'Tool Control Outfit/Tally Box Ser No.... checked and found correct.
(e) The supervisory sailor is responsible for the tool outfit and its contents at
all times while it is in his charge, and is particularly to ensure that tools from it are
not used on any other aircraft or equipment.
3. Line Servicing Tools. (As applicable)
(a) Line Supervisory Outfits. Supervisory sailor are to report their tool outfits
correct to the Flight Servicing Inspector on completion of line maintenance. The
Flight Servicing Inspector's signature in form for completion of Flight Servicing,
certifies that he has received satisfactory reports from trade supervisory sailor for
the aircraft concerned.
(b) Line Waist Pouches. When the sailor detailed to carry out any trade flight
servicing has completed operations on the aircraft, he is to check that all tools
are stowed in the line waist pouch. Where QFS personnel are employed the
sailor detailed for Area 'will be responsible for the pouch. The signature in Flight
Servicing Certificate of the aircraft servicing form certifies that his tool pouch has
been checked and found correct. In case line waist pouches are not available,
suitable pouch be fabricated under local financial powers and used after the
concurrence of NAQAS/RAQAS.
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(c) Aircraft Primary Tool Outfit. When one primary tool outfit is allocated for
each individual aircraft for use by all trades, the AE sailor is to check that the
outfit is correct on completion of all maintenance. Where QFS sailors are
employed he is responsible for the Tool Outfit.
(d) Blade Folding Kit. The supervisory sailor in charge of helicopter blade
spreading /folding will make report only when blades are spread/folded and not
by just seeing the blade folding kit or knowing its contents. He is to check that the
blade folding kit is correct before reporting to the pilot that blades have been
spread, or before signing for blade spreading, whichever is earlier.
(e) Checking Line Tool Outfits. All line tool outfits are be checked at the watch
change, and at secure.
(f) Single line tools. The Sea Harrier follows the single line tool system for
carrying out TRS. The single tool namely line SD is issued to the Line Chief. On
completion of the line servicing the same tool is shown to the pilot by the Line
Chief prior start up to ensure flight safety.
4. Squadron Support Boxes. When squadron support boxes are in use, a senior
sailor is to be nominated to control each one. Additional senior sailors may be
nominated to carry out the controller's duties in his absence. The support box controller
is to:
(a) Check that the out fit is complete before work commences, or that any
missing tools are correctly noted in the discrepancy list.
(b) Issue tools from the box in exchange for tallies.
(c) Check that the outfit is complete at the watch change and at secure
5. Weapons Support Box and Support Tool Outfit
(a) During routine maintenance the weapons support box is controlled as a 5

squadron support box, as described above.
(b) During change of role, arming and de-arming programmes, the weapons
support box and support brief-cases can be treated as an extension to the
weapons supervisory tool outfit and therefore tallies need not be used. The
senior sailor controlling the weapons support box and support Tool outfit is
responsible to the Tool Controller for:
(i) Checking that the contents of the support box and support tool
outfit are correct before a programme.
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(ii) Ensuring that only the tools required for a particular programme are
issued from the support box without tallies.
(iii) Checking that the contents of the support box and support outfits
are correct on completion of a programme.
(c) Certification that all tools used for a particular programme have been
cleared from aircraft is covered by the signature of the Weapons Supervisory
sailor in:
(i) The arming and de-arming certificates in the aircraft servicing form.
(ii) The appropriate section of the aircraft servicing form when a

change of role is involved.
6. Ejection Seat Support Tool Outfit.
(a) Ejection seat support tool outfit are to be controlled as squadron Support
boxes described above.
(b) Whenever there is a requirement for ejection seat hand wheels and safety
and maintenance pins to be issued, the senior sailor in charge of the ejection
seat support tool outfit is to:
(i) Maintain a log of all issues and returns of these items.
(ii) Ensure that the relevant entries have been made in the aircraft
servicing form..
(c) All hand wheels, safety and maintenance pins are to be accounted for at
the watch change and at secure.
7 Control of Tools not used on Aircraft. All such tools are to be returned to their
authorised stowages at the watch change and at secure. Workshop outfits are to be
checked correct by a nominated supervisory sailor, who is to ensure that tool and
equipment drawn from issue centres are accounted for at secure.
8. Use of Tallies
(a) The tallies contained in tool outfits are for controlling tools and equipment,
additional to the tool outfit contents, for use on aircraft from either :
(i) Squadron support boxes.
(ii) Issue centres.
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(iii) Workshops.
(b) The number of tallies is to be checked when mustering the outfit at time of
issue and before return.
(c) The senior most maintenance rating in charge of a department in a

squadron or workshop is permitted to hold a set of 8 tallies, suitably marked, for
the use of maintenance personnel who require items from an issue centre for the
maintenance of equipment and components NOT currently fitted to an aircraft.
The detail of this tally is given at Annexure 'H'.
(d) These tallies must be strictly controlled. The senior sailor responsible is to
ensure that all departmental tallies are returned at the watch change and secure.
(e) Line tallies as per details at Annexure 'J' may be used at the discretion of
the Squadron/Unit ATO. The Flight Servicing Inspector may be permitted to hold
a maximum of five tallies per serviceable aircraft, the tallies to be marked 'Line
Tally'. The tallies are for issue to maintenance personnel who require items from
the issue centre or a squadron support box tools for maintenance of flight
servicing work on aircraft where an aircraft or supplementary tool outfit has not
been opened. The tools for flight engineers in TU 142M and IL 38 SD are to be
issued against tallies in an aircrew tool pouch.
(f) The signature of the Flight Servicing Inspector certifies in the flight
servicing certificate that the two line tallies for that aircraft have been returned.
(see also Article 2208).
(g) Tools and equipment held in issue centres or squadron support boxes are
only to be issued in exchange for a tool control tally. The sailor making the issue
must ensure that:
(i) The person requiring an item hands over a tally.
(ii) An entry is made in the Temporary Loan Book showing the aircraft
serial No and tally serial No against each item drawn.
(iii) The tally is placed in a rack which clearly indicates the source of
the tally: e.g.: aircraft, section or workshop. (Issue centers only).
(iv) The tally is returned only on receipt of all items listed against it in
the Temporary Loan Book.
(v) A report is made to the tool controller at the watch change or

secure, giving details of tallies held in the issue centre. (Issue centres
only).
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9. Torches. Hand torch electrical, naval stores part number 0583/523-7224, having
an easily identifiable yellow body has been introduced for use on aircraft maintenance.
Only torches to this standard are to be used and are obtainable as follows:
(a) Aircraft Outfit. Torches are included in the majority of aircraft outfits for use
by maintenance personnel.
(b) Issue Centres. Additional torches may be obtained from an issue centre
by use of a tally.
(c) Night Flying Torches. The Tool Controller may be authorised by the
Squadron ATO to draw additional torches from an issue centre without the use of
tallies, before a night flying programme. The Tool Controller is responsible for
ensuring that the torches are:
(i) Issued only to personnel employed on night flying tasks.
(ii) Accounted for at the watch change or completion of the night flying
programme.
(iii) Returned to the issue centre on completion of the night flying

programme.
10. Loss of Tools, Torches, etc. Whenever a tool, torch, or accessory supplied with a
test set is lost, the circumstances are to be reported to the FSI and AEO/ALO forthwith
and an immediate investigation commenced. If the item could have been in use on an
aircraft, the Controller is to place the aircraft unserviceable in appropriate section of the
aircraft servicing form. If the lost item is found and is complete, the entry may be cleared
by a Senior Supervisory sailor. If the items cannot be found, search of the aircraft must
continue until the Squadron AEO/ALO in person is satisfied that the aircraft is safe. His
signature is required in appropriate column of aircraft servicing form. In Flights or
detachments where no AEO/ALO is borne, entries must be cleared by the Senior
Supervisor sailor.
11. PEG 17 line kit. PEG 17 line kit (includes Inspection mirror, Magnifying glass,
Chinna Graf pencil, ZOK) is issued to carry out engine inspection duringTRS on Sea
Harrier aircraft. Both the line SD and Peg 17 Kit is specific to Sea Harrier stream only.
4604. MAINTENANCE OF TOOL OUTFITS
1. Inspections of Tool Control Outfits. To ensure that Tools containers and fittings
are kept in a proper state of repair, and that tools are correctly marked and colour
coded, the Inspection Departments of ships and air stations are to make periodic
inspections of the outfits.
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2. Repair of Containers
Squadrons, units and workshops are responsible for the repair of their own tool
containers (including internal fittings) in all cases except that:
(a) Major structural repairs are required and replacement would be more
expedient.
(b) Repairs are impracticable in single aircraft Ships Flights detached from the
parent unit. In these cases a new container should be ordered from the MO, the
defective container should be returned to MO, which is responsible for repairs
and supply of replacement parts.
3. Replacements of Tools.
(a) The replacement of tools and components of the containers must be

strictly controlled. These items are not to be issued from stores as per existing
store procedures.
(b) Tool box component parts are only to be used to maintain outfits at their
original standard as issued by MO. They are not to be used to modify existing
boxes, or create additional outfits, or for any other purpose without IHQ MoD
(Navy)/HQNA approval.
4. Use of Deficient Markers: Appropriate deficient marker is to be used wherever

necessary to identify deficiencies in a tool outfits.
4605. ALTERATIONS AND MODIFICATIONS TO TOOL OUTFITS
1. Tool control outfits are not to be altered or modified unless authorised by IHQ
MoD (Navy)/HQNA.
2. Form TC1, as shown in Annex A to this chapter, is to be raised by user units of

suggested alterations or modifications to tool outfits.
4606. LOCALLY MANUFACTURED TOOL CONTAINERS
1. Where there is a need to stow issue centre tools in some location outside an
issue centre (eg in a weapon assembly bay) and there is no tool outfit designed for the
purpose, a locally manufactured container may be used. Additionally, sections requiring
a 'one off' tool kit, which would be uneconomical to codify and patternise may also use a
locally manufactured container. All such containers are to be authorised by the ship/air
station Inspection Department, who shall:
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(a) Ensure that the design of the local containers is to an acceptable
standard. All tools are to be given a silhouetted stowage, the container is to be
secure and lockable.
(b) Allocate a title to the container and ensure that all tools are etched
accordingly, taking care to avoid identity numbers similar to other outfits or other
local containers.
(c) Maintain a tool contents list to control any alteration to the container or its
contents.
(d) Ensure that the tools are controlled as for a workshop outfit.
4607. APPLICATION FOR ADDITIONAL TOOLS/TOOL OUTFITS
1. Occasions arise when the task of a Unit or Squadron is changed and a

requirement exists for additional tool outfits to meet the new commitment. Applications
for such additional tool outfits are to be forwarded, in duplicate, on Form TC14 to
NASDO.
2. Form TC14 is shown in Annex B to this chapter.
3. Ships or air stations raising a TC2 are to give it a local consecutive serial number
and is to be authorised by SAEO/SALO.
4608. CRIMPING TOOLS - SERVICING
1. Servicing
(a) Crimping tools and dies are to be examined by user units in accordance
with IN AP 120M-0600-1 Chapter 4 on the following occasions:
(i) On issue.
(ii) At monthly intervals thereafter.
(b) A record is to be kept of all periodic checks made.
4609. TESTING AND CALIBRATION OF TOOLS
Requirements for the testing and calibration of tools are detailed in INAP 100P-
0101.
4610. TOOL CONTROL PROCEDURE WITH STANDARD TALLIES
1. Introduction :
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Standard Tallies are to be used for drawing of tools from the tool control.
2. Tallies and Tally Boxes:-
A tally box with a set of 20 tallies with Aircraft number engraved is to be locally
fabricated as follows.
(a). Perspex materials to be used for manufacturing tallies.

(b) All tallies to be suitably colour coded.
(c) Tallies are to be serially numbered and kept in respective positions in the
tally box.
3. Issue of Tallies/ Tally Box
Master Chief -in- Charge of the unit/AMCO Chief is to hand over the tallies in the
tally boxes to the respective aircraft supervisors(senior most irrespective of trade) in
case of unserviceable aircraft and to the FSI for the aircraft on line.
4. Issue of tools from Tool Crib
The required tools are to be drawn from tool control centre by one tally per tool
and tallies are to be displayed on a board in the tool control centre .the tallies are to be
returned to the supervisors only on return of the tools drawn against the tallies. During
watch change the tallies in the tool control centre are to be handed over to the next tool
control centre in charge.
5. Documentation
(a) Unserviceable aircraft
Whenever the aircraft is unserviceable and maintenance work to be undertaken

an entry is to be made “Tally box SL.No.____________ is in use and tools drawn
against tally Nos __________”and the entry is to be completed with “ All tools
against tally No. _______________ returned. All 20 tallies in tally box No.
____________ mustered and found correct”. This will ensure that no tools being
left in the aircraft after the job is completed between.
(b) Aircraft on line The FSI is to have the tally box with tallies for the aircraft
online, and use the tallies for drawing the tools required for the flight servicing of
a particular aircraft only. The FSI is to clear the aircraft only after mustering all
tallies of the aircraft. The tally box with 20 tallies is to be shown to the air crew
when the aircraft is being accepted by the aircrew. This will avoid any tools left in
a flying aircraft.
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6. Transfer of tally box /Tallies When an aircraft is transferred to other units, the
tally box along with tallies are to be transferred as loose equipment along with the
aircraft.
4611. LOCAL PURCHASE OF TOOLS
1. A Wide variety of tools are being procured by various units from local market due
non availability at Material Organisations. The procedure to confirm suitability of these
locally procured tools is appended below:-
(a) Units to obtain NAC from Material Organisation for initiating Local
Purchase under delegated financial powers.
(b) The tools should be of standard make and quality as recommended by

NAQAS.
(c) The quality and suitability of purchased tools are to be verified by the
respective station inspection cells before clearing for aircraft use.
(d) Source of previous procurement and indigenised part No. if allocated to be

confirmed from NASDO prior to arranging procuremnt in order to curb
duplication.
3. In case, the financial implication is beyond the unit powers, the procurement of
tools may be referred to respective MO along with the specifications and vendor details.
MOs are to procure such tools against BER only.
4612. SURVEY OF TOOLS
1. Defective tools are to be surveyed as ‘BER’ for MO to initiate procurement action.
2. A notation ‘Not for procurement action’ is to be annotated while surveying

defective tools as BER if procurement action has been already initiated at unit level.
3. Tools are not to be surveyed to MO as ‘BLR’ under any circumstances. Units are
required to repair the tools through trade under delegated financial powers.
4613. TOOL DISPLAY BOARD (Shadow Board): Tools which are locally procured
and not originally forming part of the tool outfits are to dispayed properly in shadow
board to be locally fabricated. Suitable colouring to distinguish different tools and vacant
slot to be ensured .
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ANNEX A Chapter 46
FORM TC1
PROPOSED ALTERATION TO TOOL OUTFIT
Ship/Station Sl.No. Date……............
FROM........................................ DEPT.................................
ADDITION
1. Tool Outfit :- (Box/Tool Roll)..........................................................

2. Pattern No. of Tool........................................ ……………………..
3. Description..............................................................................................
4. Reason for inclusion ………………………………………….....
……………………………………………………………………………………….
5. Recommended Position in Tool Outfit........................
6. LOCALLY MANUFACTURED TOOLS
If the tool to be included is of local manufacture, or a modification of a patterned
item, a description, working drawing, specifications and photographs must be
forwarded to IHQ MOD (NAVY)/HQNA as soon as possible.
7. LOCALLY PURCHASED
Where it is considered essential for a tool which was purchased locally to be
included in any outfit, full details including description, maker's name, price etc must
be forwarded to IHQ MOD (NAVY)/HQNA.
DELETION
1. Tool Outfit :-( Box/Tool Roll).......................................................................

2. Pattern No. of tool.......................................................................................
3. Description..................................................................................................
4. Reason for deletion.....................................................................................
………………………………………………………………………………………...
Signed.......................Rank............................
(To be completed by Squadron ATO
or Workshops Officer)
PART 2
(To be completed by SHIP/ESTABLISHMENT
INSPECTION DEPT)
COMMENTS AND RECOMMENDATIONS…………………………………………
…………………………………………………………………………………………….
……………………………………………………………………………………………
…………………………………………………………………………………………….
Signed.......................Rank..........................
(Inspection Officer's Signature)
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ANNEX B Chapter 46
FORM TC2
APPLICATION FOR ADDITIONAL TOOL CONTROL OUTFITS
1. Ship/Station Serial No......................................... Date..........................
2. Description and Reference No. of Tool Outfits.
3. Reason in Support of Application.
4. Target Date.
5. Authorisation by Ship/Station Air Engineer Officer

Signed.........................
Rank............................
6. Approval/Remarks by NASDO:
Signed..........................
Rank.............................
7. Remarks by Administrative Authority:

Signed.........................
Rank............................
8. IHQ MOD (NAVY) for Approval(as required):
Signed........................
Rank..........................
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ANNEX E Chapter 46
FORM NASDO TC15
REPORT OF DEFECTIVE TOOLS
To : - Officer-in-Charge NASDO.
From :-
(1) Pattern No. of defective item(s)...................................................................
(2) Description..................................................................................................
…………………………………………………………………………………………
(3) Name of Manufacturer................................................................................
(4) Year of manufacture...................................................................................
(5) Other distinguishing marks ……………….............................................................

…………………………………………………………………………………………
(6) Description of defect …………………………………………………………………..

.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
.................................................................................................................................
............................................................................................................
(7) Circumstances under which defect occurred.......................................................
……………………………………………………………………………………...................
.................................................................................................................
(8) Length of service prior to defect....................................................................
(9) Any other comments, e.g. percentage failure of items in
use or issued....................................................................................................
………………………………………………………………………………………..
………………………………………………………………………………………..
Signed.................................... Rank ……………............ Date …....................
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Chapter 48
GROUND SUPPORT EQUIPMENT
CONTENTS
Article
4801 General
4802 Classification of ground support equipment
4803 Servicing of Ground Support Equipment
4804 Responsibility for servicing
4805 Stowage of ground support equipment
4806 Colour of ground support equipment
4807 Record of holdings
4808 Record of servicing
4809 Transfer or return to store of ground support equipment
4810 Allowance
4811 Unallocated
4812 Reports on defects in ground support equipment
4813 Testing and calibration of mechanical support equipment and gauges
4814 Servicing and testing of aircraft ground lifting and restraint equipment
4815 Aircraft lashings and quick release couplings
4816 Ground use gas cylinders –periodic examination and test
4817 Unallocated
4818 Unallocated
4819 Maintenance and operation of flight deck MT
Annex
A Weekly detail sheet
4801. GENERAL
1. (a) Ground Support Equipment (GSE) in the Fleet Air Arm is defined as
those items or equipment which are maintained by the Air Engineering/Air
Electrical specialisation which are used in the servicing, maintenance, repair or
ground handling of Naval Aircraft and/or their equipment and armament.
(b) This definition includes:
(i) Hand tools.
(ii) Squadron Mobile Equipment (SME)
(iii) All items listed in AP 100P-0101.
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2. A good standard of servicing of ground and test equipment is essential. Defects

in ground support equipment may contaminate or damage aircraft systems. Failures
may disrupt the operating programme.
3. Items of equipment designed for a particular use of function, including slings or

strops, are on no account to be used for any function for which they are not designed.
4. Modifications are to be embodied in Ground and Test Equipment as soon as

possible, in accordance with the Topic 2 leaflet, preferably at the periodic servicing.
4802. CLASSIFICATION OF GROUND SUPPORT EQUIPMENT (GSE)
1. Ground Support Equipment (GSE) is as follows:
(a) Major GSE is the range of equipment which require schedule

maintenance. Lifting Tackle is a sub-class of this category.
(b) Minor GSE is the range of equipment which are maintained on condition
without scheduled maintenance. Periodic safety checks are required for
Minor GSE which is potentially hazardous on failure. Minor GSE which
utilizes lethal voltages or incorporates an earthing lead, are subject to a
periodic safety check and are classified Minor (Electrical) GSE. For items
classified Minor (Electrical) GSE where no servicing instructions exist, the
regulations for testing are detailed in BR 2553 Article 1127.
4803. SERVICING OF GROUND SUPPORT EQUIPMENT
1. Maintenance Practices.
(a) Preventative Maintenance. When preventative maintenance is required, it

is to be carried out in accordance with the schedules prepared by IHQ MOD
(NAVY). Wherever practicable, maintenance periodicities are based on utilisation
to minimise overservicing. Where utilisation cannot be measured, preventative
maintenance is based on a calendar cycle specified in the relevant Air
Publication.
(b) Anti-Deterioration Maintenance is required to prevent environmental

degradation. It is only scheduled for equipment serviced on a utilisation basis.
The periodicity of maintenance is to be laid down by the Air Engineer Officer and
is not to exceed 12 months.
(c) Corrective Maintenance. The depth of corrective maintenance undertaken

at a ship/air station is to accord with the repair policy for the equipment as
specified in the relevant Air Publication. In general, work may be undertaken at
Unit level within the trade skills of established tradesmen provided that the
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necessary spares are ranged and available or can be purchased economically by
Local Purchase Order.
(d) Component Maintenance is to be carried out in accordance with the

relevant Air Publication. Components fitted to GSE which are also used on
aircraft are to be clearly identified 'for GSE use only.
2. Maintenance Schedules. Major GSE is to be serviced in accordance with the

appropriate Topic 5F. For equipment where no maintenance schedules are available,
schedules are to be locally produced by the Air Engineering/Electrical Officer and
forwarded to IHQ MOD (NAVY) with copy to NAQAS/RAQAS.
3. For Minor GSE the Users responsibilities are:
(a) To carry out checks before use to satisfy the user that the equipment is
safe and serviceable.
(b) To carry out, when specified, periodic safety checks.
(c) To carry out, when required, corrective maintenance.
4804. RESPONSIBILITY FOR SERVICING
1. The responsibility for the servicing of ground equipment rests with the officers
holding such equipment on charge or on temporary loan at the time. Arrangements are
to be made, however, for the task of servicing all ground equipment held in ships or air
stations, including that held in attached Squadrons and Flights, to be undertaken on a
centralised basis as far as possible.
2. The ship or establishment organisation for servicing ground equipment is to

include a Ground Equipment Controller, a senior sailor detailed to assist the Air
Engineer Officer to fulfill the following responsibilities:
(a) Maintaining a record of all holdings and disposition of all items of ground
equipment held in the ship, air station, or detached unit.
(b) Allotting serial numbers to all items of ground equipment.
(c) Ensuring that squadrons, sections and units, shown in his records as
having ground equipment on charge, are informed of the servicing classification
and servicing due.
(d) Detailing the inspection to be carried out on items when no servicing

schedule exists.
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4805. STOWAGE OF GROUND SUPPORT EQUIPMENT
1. All equipment not required for immediate use are to be stowed under cover
wherever possible. Definite stowage areas are to be allotted to each item. Where it is
necessary for items of equipment to be stowed in the open, special precautions must be
taken to protect exposed working parts against corrosion.
2. In ships, the Air Engineer Officer is responsible that arrangements are made for
the security of equipment. Protective treatment is to be applied to all stored equipment
and is to be inspected frequently for deterioration.
4806. COLOUR OF GROUND SUPPORT EQUIPMENT
1. With the exception of items listed in para 2 and 3 below, Ground Support
Equipment is to be maintained in its current colour finish, or for new equipment, its "as
received" colour finish. Administration Authorities and Operational Commanders may
however order changes of paint schemes to meet operational or safety needs. When
such changes are ordered the circumstances are to be reported to IHQ MoD(Navy) in
order that amendments to specifications may be considered
2. Safety devices, such as jury struts, ground locks, ECU intake and exhaust blanks
and aircrew access equipment are to be finished matt red. Small items not readily
visible, such as ground locks, rigging pins and pitot covers are to have red warning
pennants attached.
3. Gas cylinders are to retain their identifying current colour schemes. As an

additional safety feature for bottle rigs, the interior of regulator boxes (where fitted) are
to be painted the same colour schemes as the bottles fitted to the rig with the type of
gas stenciled on the inside of the access panel which becomes clearly visible when
opened. Where no regulator box is fitted the type of gas to be used on the rig is to be
clearly indicated.
4. Paint work is to be maintained in good condition. Care is to be taken that all

serial numbers, reference numbers, modification plates and operating instructions are
not obliterated.
4807. RECORD OF HOLDINGS
1. Records of servicing and holdings of ground support equipment are to be

maintained by the controller strip index equipment. The following is to be recorded for
each type, stores section and referenced item of equipment on the salmon colour index
strips:
(a) Details of Section and Reference Number.
(b) Description.
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(c) Authorised scale.
(d) Total quantity held.
(e) The MOD serial number or the local serial number and the location of
each specific item of GSE is to be recorded on the green (Major GSE) and the
buff (Minor GSE) strips. After preparation as above, all the strips are fitted into
the metal detail panels, heading (salmon) being arranged in order by type of
equipment. In the case of certain Minor GSE which are numerous, only one buff
strip is to be used to cover all the items in any one section. Similarly, GSE,
received as components requiring assembly (e.g. universal jacking trestles,
towing arms etc) are to be accounted for as completely assembled units for
servicing record purposes
2. Example of layout of strip index is contained in Annex A to this chapter.
4808. RECORD OF SERVICING
1. The maintenance history of GSE is to be recorded on the documents listed

below, instructions for use are laid down in INAP100N-0101 Manual of Naval Aircraft
Documentation.
(a) Major GSE.
(i) MOD Form 755 or Log Card Ground Support Equipment Record
Card or Certificate.
(ii) MOD Form 755A or Log Card Ground Support Equipment Servicing
Record or Certificate.
(iii) MOD Form 720M or A703 Job Card General.
(iv) MOD form 760/IN 494/A21 Defect Report.
(b) Lifting Tackle.
(i) Lifting Tackle Record Card.
(ii) MOD Form 760/IN 494/A21 Defect Report.
(c) Minor GSE.
(i) MOD Form 720M or A703 Job Card General.
(ii) MOD Form 760/IN 494/A21 Defect Report.
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2. Weekly Detail Sheets. Weekly detail sheets are only required on air stations
when records of servicing of ground equipment are maintained wholly by the Ground
Equipment Control Section. The purpose of the weekly detail sheets is to advise units or
sections having equipment on charge when routine servicing are due. Weekly detail
sheets are to be produced from local resources in the form contained in Annex A to this
chapter and issued weekly to sections.
4809. TRANSFER OR RETURN TO STORE OF GSE
1. In the event of an item of GSE being transferred to another ship or

establishment, or returned to store, the transferring Unit is to ensure that:
(a) Corrosion is not to have been allowed to develop unchecked and all repair
and restoration work properly within the Second Line capability of the transferring
ship or air station is to have been completed.
(b) All modifications for which parts are available have been embodied.
(c) All STIs, ATIs etc have been satisfied.
(d) All scheduled maintenance due has been completed.
(e) All items detailed in the appropriate AP as being part of the equipment
have been included, or recorded on the MOD Form 731 Equipment Label as
deficiencies.
(f) The data on any record cards held for the equipment have been brought
up to date and the cards, together with any mandatory test certificates, have
been securely attached to the equipment in a weather-proof cover.
4810. ALLOWANCES
1. The scale of allowances includes equipment that may be required by squadrons

temporarily attached to Units.
2. It is not possible to prepare scales of allowances which will represent exact

individual requirements of Units. Requests for amendments, together with a report
stating the reasons for an adjustment to the scale, are to be forwarded by S130 (INBR-
12).
3. Equipment Surplus to Requirements. Redundant stocks of GSE should be

returned without delay to Store Depots.
4811. UNALLOCATED
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4812. REPORTS ON DEFECTS IN GROUND SUPPORT EQUIPMENT
Defects occurring in GSE are to be reported in accordance with the instructions

contained in Chapter 23 and INAP 100N-0101
4813. TESTING AND CALIBRATION OF MECHANICAL SUPPORT EQUIPMENT

AND GAUGES
1. Mechanical support equipment and its components, where applicable, are to be

tested or calibrated on occasions stated in INAP 100P-0101 Chapter 2.
2. The date when the next test or calibration is due is to be stamped on the tally
secured to each component on which testing is required.
3. Where no manufacturers’ serial number is used, the item is to bear a local serial
number.
4. A record of tests is to be maintained
4814. SERVICING AND TESTING OF AIRCRAFT GROUND LIFTING AND

RESTRAINT EQUIPMENT
1. Aircraft Ground Lifting and Restraint Equipment.
(a) Aircraft Ground Lifting and Restraint Equipment is defined as that

equipment used for:
(i) Lifting aircraft, power plants or components.
(ii) Hold down fixtures for ground running. It is sub-class of the Major
GSE category (Article 4802).
(b) The Air Engineer Officer of the ship or air station is to ensure that Lifting
Tackle Record Card is raised for aircraft ground lifting and hold down equipment
in his charge. Some items of non-UK manufacture may be delivered without a
test certificate and with a tally plate which does not conform with the illustration
given in INAP 119K-0001-01. In particular this applies to items supplied under
the Anglo-French co-operation agreement.
(c) Aircraft slings, ECU lifting beams and slings and all other lifting tackle
used with aircraft or aircraft components are to be maintained in accordance with
INAP 119K-0001-5F. It is not mandatory to remove servings to examine all slings
with spliced and fittings as required by this AP, provided such an examination is
carried out on a random sampling basis (eg 10%) or when the condition of the
equipment indicates such an examination to be necessary.
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(d) When an item of lifting and restraint equipment is received, the original
test certificate is to be retained or remain with the equipment.
2. Testing of Aircraft Ground Lifting and Restraint Equipment
(a) Providing that the servicing required by INAP 119K-0001-5F and the
relevant equipment publication is carried out Aircraft Ground Lifting and Restraint
Equipment is not subject to a routine periodic proof load test. However, Proof
load testing should be carried out:
(i) After Manufacture.
(ii) After major repair or modification.
(iii) When the original test certificate has been lost.
(iv) When called for by the relevant equipment publication.

Note: -
(a) Post servicing tests carried out on some equipment (eg 10 cwt hoists) are
not proof load tests.
(b) If equipment is known or suspected to have been overstrained or

damaged it is to be withdrawn from use.
(c) The Air Engineer Officer of the ship is responsible for arranging for
appliances to be sent for test. All equipment for test must be accompanied by its
appropriate shackles,pinsetc.
(d) Appliances with proof load not exceeding 10 tons can be tested at
NAY/Dockyards. Appliances with a proof load over 10 tons are to be tested at the
nearest dockyard. Tests are to be carried out in accordance with INAP 100P-
0101, Chapter 2.
(e) Hold-down facilities on aircraft running up bases ashore and afloat and
aircraft ring bolts in ships are to be tested as follows:
(i) Ships - in accordance with BR 3027.
(ii) Air Stations - the responsible authority for testing is the Naval
Dockyard.
(f) Before use all lifting and restraint equipment is to be examined for defects
and is not to be used unless fitted with a valid test tally plate.
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3. Aircraft Armament Hoisting and Loading Equipment
(a) Proof testing should be carried out as follows:
(i) After manufacture.
(ii) After major repair or modification.
(iii) When the original test certificate has been lost.
(iv) As required by INAP 100P-0101 Chapter 2 Annex B.
(b) Each item of equipment is to be identified by a serial number and a Lifting

Tackle Record Card raised as detailed in para 1(b). Test Certificates issued at
manufacture or re-test are to be attached to the Lifting Tackle Record Card
4. Other Lifting Tackle. All other lifting tackle is to be maintained in accordance

with AP 119K-0001-1 Chapter 4.
4815. AIRCRAFT LASHINGS AND QUICK RELEASE COUPLINGS
1. The responsibility for ensuring the serviceability of aircraft lashings and quick
release couplings rests with the AEO/Senior Sailor of the ship or unit having the items
on charge.
2. Aircraft chain lashings and quick release couplings are supplied proof tested by
the manufacturer. There is no requirement for proof testing in service unless the
serviceability of the equipment is in doubt.
3. The fitness for use of lashings and couplings is to be determined by:
(a) Uncertified before use inspection.
(b) Yearly examinations which are to be carried out by a Senior Sailor and
certified using locally allocated batch serial numbers where necessary.
4816. GROUND USE GAS CYLINDERS - PERIODIC EXAMINATION AND TEST
1. All gas transport and stowage cylinders are to be serviced and tested in
accordance with INAP 119L-0200-1 and BR 3000.
2. The Air Engineer Officer is responsible for ensuring that records of examination
and test dates are maintained.
3. Instructions for the return of cylinders for test are contained in INBR-12.
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4. Airborne types of cylinder of any description used for ground purposes (eg test
rigs) are to be returned for test 4 years from the date of last test.
4817. UNALLOCATED
4818. UNALLOCATED
4819. MAINTENANCE AND OPERATION OF FLIGHT DECK MT
1. General. Flight Deck MT (Tractors, fork lift trucks, telescopic handlers and
mobile cranes) is provided from general service sources and is subject to general
service maintenance procedures. When operated and maintained by Ships' AEDs and
Air Departments, the regulations contained in this Article are to be observed.
2. Maintenance
(a) Vehicles are to be maintained in accordance with current maintenance

regulations in force.
(b) Servicing is only to be carried out by suitably qualified technical personnel

and is to be supervised, with the exception of vehicle daily inspections which:
(i) Need not be supervised.
(ii) May be carried out by vehicle operators who have received the
necessary instruction and who are considered by the AEO to be
competent.
3. Documentation
(a) Scheduled servicing is to be recorded on MOD Form 755a in accordance

with the instructions contained in INAP 100N-0101.
(b) Records are also to be maintained for:
(i) All defects arising and rectification carried out.
(ii) All non-scheduled servicing.
(iii) Any limitations imposed on the vehicle.
(c) All servicing work is to be signed for by the sailors carrying out the work.
(d) The records at para 3(b) (i) and (iii) are to be readily available to vehicle
operators who are to inspect them before using the vehicle to confirm that there
are no unrectified defects and to acquaint themselves with any vehicle
limitations.
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(e) All defects are to be recorded as soon as they are discovered.
(f) The records maintained in accordance with paras 3(a) and 3(b) are to
accompany the vehicle when transferred to another unit.
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Chapter 49
CALIBRATION AND REPAIR OF TEST EQUIPMENT
CONTENTS
Article
4901 General
4902 Calibration and repair facilities
4901. GENERAL
1. To ensure that accuracy is maintained it is essential that test equipment is

calibrated:
(a) Shortly before issue from store depots.
(b) When due, as shown on the calibration label.
(c) After any repair has been carried out that may have affected accuracy.
(d) After any known or suspected major overload.
(e) After any item has been subjected to a severe mechanical shock.
(f) Whenever the accuracy is suspected for any other reason.
2. Unserviceable test equipment are not to be sent for calibration to calibration

agencies to avoid unwarranted transportation.
3. All units receiving new test equipments have to forward details of the same to
concerned RAQAS and NAQAS for updating their data base and to include in INAP
100P-0101.
4902. CALIBRATION AND REPAIR FACILITIES
1. Calibration of test equipment is effected by following methods:-
(a) User units in accordance with user calibration manuals.
(b) By sending equipment to service calibration centers.

(NAQAS/RAQAS/WECORS at naval dockyards in respective commands)
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(c) By sending items to Govt./ other NABL accredited calibration laboratories
(NPL/CQAL/ERTL/ETDC etc.) by obtaining financial sanction from appropriate
CFA under delegated financial powers.
2. Detailed instructions are contained in INAP 100P-0101 ISSUE 4 – Calibration of

Common Range electrical test equipment, Precession Mechanical support equipment
and special to type test equipment on:
(a) Reference standards & Environmental conditions.
(b) Records and Documentations.
(c) Calibration Report and Certificate.
(d) Calibration control.
(e) Calibrations of Special to type Test equipments.
(f) Procedure for Ship and Establishments.
(g) Defective test equipment.
(h) User calibration-Small Ship-Borne flights.
(j) Calibration during ship’s refit program.
(k) Test equipment not required Calibration.
(l) Automated Test Equipments.
(m) Packing and transportation.
(n) Address of Calibration Centers
3. The publication is issued without demand to all users of fleet Air Arm test
equipment and other relevant authorities.
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CHAPTER 50 - UNALLOCATED
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Chapter 51
ENGINEERING MANAGEMENT
CONTENTS
Article
5101 Organisation
5101. ORGANISATION
1. Overall responsibility for aircraft engineering matters and repair of aircraft in the
Indian Navy are vested with IHQ MoD (Navy) PDNAM/HQNA and their principal
engineering tasks are:
(a) Advising Naval units on airworthiness and issuing the limitations for Naval
aircraft flying operations, including launching and recovery from ships. (see
INAP-2 Chapter1)
(b) Promulgating policy and directives for aircraft engineering in the Indian
Navy.
(c) Defining the servicing and maintenance requirements for in service Naval
aircraft, air weapons and equipment and the action to be taken when
rectification is beyond the capability of 1st line and 2nd line.
(d) Advising on the specialist training and employment of Naval air

engineering & electrical officers and sailors.
(e) Assessing aircraft requirements and determining the initial spares and
support equipment to meet operational requirements.
(f) Tasking establishments of the Naval Aircraft Yards.
(g) Exploring the Naval Aviation requirements for research into new
technology.
(h) Provision of Naval Aircraft design and support issues during the
preparation of staff targets and staff requirements.
(j) Monitoring the status of naval aircraft and associated equipment

development.
(k) Provision of facilities required in ships for the operational support of

operational aircraft.
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Chapter 52
AIR PUBLICATIONS
CONTENTS
Article
5201 General
5202 Applicability and authority for use
5203 Principle of Air publication Coding System
5204 Proposals for changes to air publications
5205 Amendments and advance information leaflets
5206 Supply of air publications
5207 Supply of guard Covers
5208 Responsibility for Air publications and amendments
5209 Technical library
Annex A- Format of INA-20
5201. GENERAL
1. Aircraft and associated airborne and ground equipment are supported by

technical information and instructions contained in a series of engineering air
publications. These are referred to as Air Publication (AP), Indian Naval Air publication
(INAP), Indian Air publication (IAP) and Air Publication (Navy) AP (N). Confidential
Documents (CDs), Secret Document (SD) and Russian Confidential Book (RCB) are
generally relevant for eastern origin aircraft.
2. Technical information on Small Arms and Armament are contained in relevant

publications held by Naval Armament Depots. INBR 12 (Part II) Store keeping Manual is
relevant for Air Stores accounting and stocking.
5202. APPLICABILITY AND AUTHORITY FOR USE
1. Air publications may be sponsored solely for IN use or jointly with other services.
Instructions contained in these publications are mandatory unless overriding instructions
have been issued. Occasionally, the information contained in various topics may conflict
due to the time scale required to produce amendments. The instructions in the
modification and servicing schedule topics or the information bearing the latest date of
publication should normally be taken as the overriding authority. In case of doubt
reference should be made to the Air Engineering / Electrical Officer of the Ship or air
station. If the problem cannot be resolved locally advice is to be sought from
NASDO/NAQAS.
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5203. PRINCIPLE OF AIR PUBLICATION CODING SYSTEM
1. Reference coding system is used for identifying technical publications used for
servicing of aircraft and associated support equipment. The procedure is explained in
INAP 100Z-0001.
2. Purpose of coding system
(a) To provide a selective distribution of information published in omnibus

manuals to wider section of users holding similar equipment.
(b) To provide a reference number for any AP by which it is possible to

identify readily the generic equipment covered within.
(c) To identify publications by the ‘topic’ relating to multi-service use.
(d) The system is based on the nature and type of equipment involved. It
identifies the security classification, subject of the publication and the type of
information covered. The third element is not used for 100 series publication of
administration and training. The reference code structure is illustrated below:
Security Classification Subject Unit of information

PREFIX letters
Group number
SUB-GROUP Letter
Class number
ITEM Number
TOPIC
Number or number/letter
________ ________ __________ __________
AP __ 112C 0102 3
Prefix 1st Element 2nd Element 3rd Element
5204. PROPOSALS FOR CHANGES TO AIR PUBLICATIONS
1. Whenever the text or diagram within an AP are considered to be incorrect or

liable to misinterpretation the facts are to be reported on Form A-20. Specimen of
modified Form INA-20 (REV 11/84) is placed at Annexure ‘A’
5205. AMENDMENTS AND ADVANCE INFORMATION LEAFLETS
1. APs are updated by Amendment Lists (ALs). ALs often contain important
additions or changes to the text and must be incorporated in the publication without
delay. An urgent change to a publication will be issued as an Advance Information
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Leaflet (AIL). These are printed on blue paper for ease of identification and are filed in
the affected publication facing the relevant material.
2. Amendment instructions are issued along with the amended pages for
incorporation with relevant publications. The amendment record sheet provided with air
publications are to be updated whenever the new amendments are incorporated.
Amendment leaflet will be issued separately for INAP -2,NAMM and FRC issued to
individual officers. Non receipt of any amendment is to be reported to INDA (K) on
priority.
5206. SUPPLY OF AIR PUBLICATIONS
1. Information and instructions relating to demanding, supply, distribution, disposal

and transfer of air publications are contained in NO 34/03. Indian Naval Distributing
Authority Kochi (INDA ‘K’) is the nodal agency for western and indigenous aircraft
publications. Eastern origin air publications are accounted by INDA (V).
2. Scale of distribution of various types of aircraft is promulgated as Topic -1Z.

Publications entitled to various aviation units are listed in this INAP. Requirement of
publications are to be projected by units through administrative authority to HQNA for
initiating amendment in relevant aircraft Topic -1Z.
3. Temporary loan issue of air publication is restricted to three months. Units are to
obtain HQNA approval after ascertaining availability from INDA (K). A reference library
is maintained at INDA (K) to enable officers and sailors to have access to all types of
publications for reference purposes. This will also obviate the necessity for ships and
establishments to hold the publications which are not necessary for operation of the
type of aircraft available. Publications from the technical library are to be issued in
exceptional cases when unit is not holding the same and the period for such issues is
restricted to maximum of one month.
5207. SUPPLY OF GUARD COVERS
1. Different types of Guard covers are provided with publications supplied through
aircraft industries. INDA (K) is to be approached for the Guard Covers suitable for the
publications issued to units.
2. Guard covers are issued by INDA (K) against demand and survey of old covers.
Original publication reference to be quoted when Guard covers are demanded to
facilitate identification and accounting action.
5208. RESPONSIBILITY FOR AIR PUBLICATIONS AND AMENDMENTS
1. INDAs are responsible for issue of air publications to respective units against
authorization as per Topic -1Z and to ensure that amendments are distributed to all
publication holders when received from the manufacturers.
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2. Technical leaflet, Service Bulletin, Notice to Operators (NTO) and such other
technical documents published by the aircraft industries are received centrally at INDA
(K) and distributed to entitled units as per scale.
3. Publications rendered unserviceable due to wear and tear are to be reported to

INDA (K) for supply of replacements. Old books are to be returned back on receipt of
new.
4. Obsolete publications are to be retained at unit for destruction when promulgated

through Navy Order. Alternately, the same are to be returned back to the respective
INDA for disposal post approval of their obsolescence from IHQ MoD(Navy).
5. Transfer of publication between units is to be affected when approved by

competent authority. Supplying authority is to prepare Form IN 465 in quintuplicate and
forward one copy to INDA (K) for information. The consignee is to receive three copies
and return one each duly receipted to INDA (K) and the consignor for completing the
accounting action.
5209. TECHNICAL LIBRARY
1. The Ship or Air Station is to maintain a technical reference library under SAEO
/SALO. An AP officer who is conversant with the regulations governing the safe custody
and accounting of APs is to be nominated by the Commanding Officer of the ship.
2. AP Officer is to ensure that all publications held are taken on charge and relevant
amendments are incorporated.
3. On change of AP Officer a proper muster of APs to be carried out and a copy of

muster report signed by both incoming and outgoing officer is forwarded to INDA (K).
4. Regular muster of publications and verification of amendment status to be carried

out every six monthly. The report on publication and amendment status is made to
INDA (K) annually.
5. AP Officer is to ensure that all requisite publications are made available for
reference to authorized personnel. He is to render assistance to unit technical library
and coordinate their activities to ensure all relevant publications as per authorized scale
of Topic -1Z is available.
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Annex A Chapter 52
MODIFIED FORM IN A-20 (REV11/84)

AIR PUBLICATION-PROPOSAL FOR AMENDMENT TO CORRECT
OR IMPROVE CONTENT
INSTRUCTIONS FOR USE:-
(I) ORGINATOR WILL SEND SIX COPIES TO NASDO GOA AFTER

COMPLETING SPECIALIST OFFICER’S REMARKS.
(II) NASDO WILL EXAMINE AND FORWARD THE SIX COPIES WITH
RECOMMENDATIONS TO APPROPRIATE NAQAS/RAQAS IN ALL SIX COPIES.
(III) NAQAS/RAQAS WILL EXAMINE THE PROPOSAL AND FORWARD TO HQNA

WITH THEIR REMARKS. ANY CLARIFICATION ON AMENDMNET PROPOSED IS
SOUGHT FROM NASDO.
(IV) HQNA WILL FURTHER SCRUTINIZE THE PROPOSAL AND FORWARD THE
SIX COPIES TO IHQ MOD (NAVY) DULY VETTED.
(V) IHQ MOD (NAVY) WILL THEREAFTER ACCORD APPROVAL TO THE

PROPOSAL AND RETURN FIVE COPIES TO NASDO FOR PREPARATION OF
ADEQUATE NUMBER OF AMENDMNET COPIES.
(VI) NASDO WILL THEREAFTER FORWARD TWO COPIES TO INDA (K) /(V) WITH
PRINTED COPIES OF AMENDMENT FOR DISTRIBUTION. ONE COPY EACH WILL
BE FORWARDED TO ORIGINATOR AND HQNA.
(VII) INDA (K) / (V) IS TO FORWARD ONE COPY AFTER DISTRIBUTING THE
AMENDMENTS.
1. (A) UNIT ORIGINATING PROPOSAL :
(B) REF NO. :
(C) MATERIAL ATTACHED :
(D) CLASSIFICATION :
2. (A) NUMBER OF PUBLICATION :
(B) TITLE OF PUBLICATION :
(C) AMENDMENT /REVISION /CHANGE STATE:
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3. REASON FOR PROPOSED AMENDMENT :
4. DETAILS OF PROPOSED AMENDMENT :
ORIGINATOR’S SIGN :
RANK & NAME :
DESIGNATION :
DATE :
5. SPECIALIST OFFICER’S REMARKS :
SHIP/STATION :
SPECIALIST OFFICER’S SIGNATURE :
RANK & NAME :
DATE :
6. NASDO REMARKS :
7. NAQAS COMMENTS :
8. HQNA COMMENTS :
9. FOR USE AT IHQ MOD (NAVY) DECISION :
10. FOR USE AT INDA (K)/ (V) :
DISTRIBUTION
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Chapter 53
TRANSPORTATION OF BULKY STORES AIRCRAFT

AND AERO ENGINES
CONTENTS
Article
5301 General
5302 Transportation of Air Stores
5303 Transportation of Aero Engines
5304 Transport Contract
5305 Transit Damages to Air Stores
5301. GENERAL
1. In order to avoid delay in transportation of bulky stores, Aircraft and Aero engines
due to ambiguity in interpretation of existing rules by units and depots, the following
instructions are issued in amplification of existing orders on the subject in INBR-12 and
INAP-2.
5302. TRANSPORTATION OF AIR STORES
1. As a general rule, responsibility of positioning all air stores surveyed by a unit at the
depot/ MO premises is that of the unit surveying the store. Responsibility for further
transportation by air, sea, road, speed post of all such stores for loading on repair
agencies is that of the stores depot/ MO and is confined to its assigned role vis-à-vis air
stores of aircraft for which the depot/ MO is responsible. Notwithstanding, arrangements
for direct transportation of all bulky unserviceable stores, which cannot be transported
by service transport from the unit to the place of final disposals, may be made by the
depot in consultation with the unit on receipt of the survey reports. Transport
arrangements for all such transportations is to be made by the depot./MO . All
documentation for such air stores is also the responsibility of the depot/MO.
5303. TRANSPORTATION OF AIRCRAFT AND AERO ENGINES
1. Aircraft and aero engines as a whole are not classified as air stores and their
allotments/ transfers are governed by allotment orders issued by HQNA i.a.w. ‘Orders
for the Air Arm of the Indian Navy`, INAP - 2. Arrangements for transportation of these,
is to be made by the respective Material Organizations. The units are responsible for
loading of aircraft & Aero engines on the means of transportation viz aircraft, ship, train
etc. Collection of all aircraft & Aero engines allotted to a unit ex-abroad or other
units/depots, at airport, harbour, railway station and post offices is also the responsibility
of the units. However, customs clearance of the aircraft and aero engines to be
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dispatched or being received from abroad is the responsibility of the respective store
organization. Units are to accordingly associate the respective inspection agency for
providing quality coverage to the aircraft / aero engines received ex abroad
2. Preparation and despatch of all transfer and shipping documents viz packing
note, proforma invoice etc relevant to the type of aircraft and aero engine and the
agency to/ from which being despatched / received is the responsibility of the respective
material organization. However, draft copy of the packing note and proforma invoice will
be prepared by units and forwarded to the respective store organization for finalization.
The respective store organization may seek to finalize the shipping documents with IHQ
MoD (Navy) under intimation to HQNA in case need arises. Units are to ensure that the
packing of the aircraft and aero engines has been done in accordance with the required
standards and there is no discrepancy thereof pertaining to .
3. The Pegasus engine is now required to be dispatched to NAY (K) for overhaul. ln
case this engine is required to be dispatched to UK the repair orders allotted by IHQ
MoD (Navy) are to be obtained by the unit from MO(Goa) for completion of transfer/
shipping documents. However, for Russian aircraft, engines that are required to be
dispatched to Russia, the contract and Supplementary Agreement Number details are
intimated by IHQ MOD (NAVY) / HQNA to all units and are to be quoted in the
documents.
5304. TRANSPORT CONTRACT
1. The transport contract for freight of stores to outstations is normally operated by

Material Organisation. As such it is the responsibility of Material Organisation/ Naval
Store Depot to provide transport. In such cases the requisition of transport with the
dimensions of stores to be freighted is to be given to Material Organisation by the units
with a notice of 07 days at least. The details of cost and requisition of insurance is also
to be forwarded with the requisition of transport, to enable Material Organisation to
obtain CFA sanction. In case the unit-transferring store is away from MO, the SOC for
sanction for hired transport and insurance is to be forwarded by the unit to their CFA.
This option may be exercised, only if provision of rate contract/ insurance is not
available.
5305. TRANSIT DAMAGES TO AIR STORES
1. Following guidelines are to be followed for compliance by the agencies handling

the air stores:
(a) The onus of the responsibility for ensuring the correctness of the packing
lies with the unit surveying the air stores. That includes suitability and
serviceability of packing cases.
(b) Aero engines, MGBs and other sensitive air stores requiring special to
type packing are to be checked for completeness, procedure and packed in
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accordance with respective standards enclosing all relevant documents at unit
level. The package is to be inspected, certified and sealed by the station/Yard
QACs. In addition it must be ensured that all relevant documents related to
transportation, log books, log cards with defect details, deficiency lists, defect
reports and RRA (if required) are enclosed. The units may adopt suitable sealing
procedures, which will withstand environmental and transportation. These
packages once certified by QAC will not be opened / dismantled as far as
possible till it reaches store depot.
(c) Units co-located with depots may take advantage and carry out the
packing in association with the depot, where considered necessary.
(d) It is mandatory to specially include bi-lingual transportation instructions

with standard transportation packing marking on aero engine, MGBs and other
sensitive air stores if being transported within India.
(e) Units/ agencies involved with procurement/induction/ inspection of new

equipment from abroad/ indigenous sources are to assess the design of the
packing boxes supplied vis-à-vis equipment profile and their suitability for various
modes of transportation. Design deficiencies, if any, are to be brought out for
priority liquidation by the OEM
(f) Units procuring / inspecting GSE, packing boxes for major equipment and
test equipment through Indigenous sources are to inspect the same for suitable
environmental standards. It is imperative that the above details are to be
specified during TE stage and in purchase orders by the units/organisation.
(g) The induction of sophisticated equipment in the Indian Navy dictates the
assessment of suitability of packing to withstand Indian conditions of
transportation and material handling. Hence the above issues are to be
examined by the IFTU/ unit concerned in consultation with NAQAS/RAQAS for
issuing suitable directives on transportation of the stores by HQNA.
(h) Depots are to evolve a sustainable mechanism for monitoring the

movement and receipt of the aero engines and other sensitive air stores
dispatched to/ from repair agencies to arrest the undue delay and damages
associated with transit of the stores and transportation.
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Chapter 56
TASKS OF AVIATION SUPPORT UNITS
Article Contents
5601 General
5602 Naval Aircraft Yard, Kochi (NAY ‘K’)
5603 Naval Aircraft Quality Assurance Service (NAQAS)
5604 Naval Aircraft Servicing Development Organisation (NASDO)
5605 Material Organisations
5606 Aircraft and Engine Holding Unit (AAEHU)
5607 Naval Aircraft Yard, Goa (NAY ‘G’)
5608 Integrated Logistics Management System (Air)-ILMS (Air)
5609 Indian Naval Distributing Authority, Kochi (INDA ‘K’)
5610 Naval Liasion Cell (Bangalore)
5611 Naval Liasion Cell (Hyderabad)
5612 Naval Liasion Cell (Kanpur)
5613 Naval Liasion Cell (Barrackpore)
5614 NATLSU (Mumbai)
5615 NIAT
5616 SFNA
5601. General
This Chapter outlines the tasks of number of units associated with the
maintenance, support and development of Naval Aircraft. It includes instructions for
obtaining the specialist services of these units.
5602.Naval Aircraft Yard, Kochi (NAY ‘K’)
1. The Naval Aircraft Yard, Kochi, is an industrial establishment set up in Kochi for
undertaking overhaul, modification and major repairs to all naval aircraft, airborne
equipment and ground equipment of Western origin. Both service and civilian personnel
man the yard.
Organisation
1. The head of the yard is designated Commodore Superintendent.
2. The signal, telegram and postal address of the yard are as follows: -
(a) Signal - NAY (K)
(b) Telegram - NAVAIRYARD KOCHI
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(c) Letters - The Commodore Superintendent

Naval Aircraft Yard
Naval Base
Kochi – 682004.
3. The yard is self-accounting unit except for clothing, victualling and pay purposes.
The service personnel are borne ‘additional’ on the books of INS Garuda for domestic
and disciplinary purposes.
Role
4. The role of the yard is to provide Naval aviation with greater facilities for repairs/
maintenance/testing that are available with squadrons/flights or ships/air stations so far
as aircraft of Western origin are concerned. Annual tasks and occasional projects for
this role are allocated by HQNA / Integrated Headquarters, MOD (Navy) and cover the
following types of work: -
(a) Overhaul or refurbishing of Naval aircraft.
(b) Major repairs to damaged aircraft.
(c) Defect investigation on aircraft.
(d) Modifications to aircraft.
(e) Major inspections for selected aircraft.
(f) Overhaul or refurbishing/repairs/defect investigation/modifications on

rotables (i.e. aircraft components) returned from user units.
(g) Evaluations of new aircraft and trial installations of new equipment and
systems.
(h) Execution of Half-life rework/repairs/defect investigation and modification

of Gnome engines.
(j) Repairs to ground support equipments.
(k) Design, development and fabrication work in connection with the above.
(l) Preparation of (I) STI kits.
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Note: - Urgent requests for the yard’s assistance should be addressed to the
Flag Officer Commanding –in- Chief, Southern Naval Command, Kochi, by
signal.
Responsibilities
5. The Commodore Superintendent is responsible to Naval Headquarters (Director

of Naval Air Material) and Headquarters Naval Aviation for the execution of the tasks
and projects allocated to the Yard and may correspond directly with HQNA / Integrated
Headquarters, MOD (Navy) for the all matters connected thereon.
7. He is responsible to the Flag Officer Commanding –in- Chief, Southern Naval

Command for personnel and administration of the yard, Naval Liaison Cell, Bangalore
and NLC Hyderabad.
5603. Naval Aeronautical Quality Assurance Service (NAQAS)
1. NAQAS will meet the entire aeronautical inspection and quality assurance
requirements of the Naval aviation.
2. NAQAS will ensure pre-determined/ laid down standards and practices for the
maintenance, manufacture, repair, modernisation; reconditioning and storage of Naval
aircraft and air equipment are strictly adhered to.
3. NAQAS alongwith satellite organisations (RAQASs) will ensure that desired

standards of aeronautical quality assurance are achieved during compliance of any
repair / maintenance work on Naval Aviation assets as per existing policy directives on
the issue.
Organisation
4. The Headquarters of the NAQAS will be at Kochi and the head of the
Organization will be designated as Chief Controller of Aeronautical Quality Assurance.
All correspondence intended for headquarters of the Inspection Service will be
addressed to: -
The Chief Controller of Aeronautical Quality Assurance

Naval Aeronautical Quality Assurance Service
Naval Base, Kochi – 682 004
Signal Address – NAQAS
Telegraphic Address – NAVAIR INSP
5. NAQAS will function independent of the personnel employed on maintenance,

manufacture, repair, modernization, reconditioning and storage of Naval Aircraft and
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associated equipment. The technical and functional control of the NAQAS will rest with
Headquarters Naval Aviation and the administrative control with the Flag officer
Commanding-in- Chief, Southern Naval Command, Kochi.
6. The Chief Controller Aeronautical Quality Assurance will also have suitably
located regional organisations assisting him in the performance of his functions. The
basing of these regional organisations will depend upon the extent of aviation activity
and the requirements of Quality Assurance coverage. The technical and functional
control of these units will vest with the Chief Controller Aeronautical Quality Assurance.
Four such organisations are presently functioning at Mumbai, Goa, Visakhapatnam and
Arakkonam as follows: -
(a) The organisation at Mumbai will be known as Regional Aeronautical

Quality Assurance Service, Mumbai. The Officer-in- Charge of this Organisation
is designated as The Controller Quality Assurance. All correspondence intended
for the RAQAS (MB) will be addressed to: -
The Controller Quality Assurance

Regional Aeronautical Quality Assurance Service
C/o Kunjali II, Near Colaba Fire Station
Mumbai – 400 005
Signal Address – RAQAS (MB)
(b) The organisation at Goa will be known as Regional Aeronautical Quality

Assurance Service, Goa (Short title RAQAS (G)). The Officer-in-Charge of this
organisation is designated as The Controller Quality Assurance. All
correspondence intended for RAQAS (G) will be addressed to: -

C/o INS Hansa
Dabolom, Goa – 403801
Signal Address – RAQAS (Goa)
(c) The organisation at Visakhapatnam will be known as Regional

Aeronautical Quality Assurance Service, Visakhapatnam (Short title RAQAS (V)).
The Officer-in-Charge of this organisation is designated as Controller Quality
Assurance. All correspondence intended for RAQAS (V) will be addressed to: -

C/O INS Dega
Visakhapatnam-530009
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Signal Address – RAQAS (V)
(d) The organisation at Arakkonam will be known as Regional Aeronautical

Quality Assurance Service, Arakkonam (Short Tile RAQAS (A). The Officer In-
charge of this organisation is designated as Controller Quality Assurance. All
correspondence intended for RAQAS (A) will be addressed to: -

Regional Quality Assurance Service
C/o INS Rajali
Arakkonam
Signal Address – RAQAS (A)
(e) The present organisation set up and the duties of Controller Quality
Assurance at Mumbai, Goa, Visakhapatnam and Arakkonam are given in
Appendix ‘A’ and ‘B’ to this order respectively.
7. Ships and establishments requiring services of NAQAS/RAQAS are to correspond

directly with the Chief Controller Aeronautical Quality Assurance (NAQAS) or the
Controller Quality Assurance (RAQAS).
8. The service personnel attached to NAQAS Kochi will be borne additional to INS
Garuda. Service personnel in respect of RAQAS (MB), RAQAS (Goa), RAQAS (V), and
RAQAS (A) will be borne additional to Kunjali II, INS Hansa, INS Dega and INS Rajali
respectively. Naval Aeronautical Quality Assurance Service is a self-accounting unit
except for pay, clothing and victualling of officers and sailors.
Facilities
9. The Commanding Officers and Heads of establishments of aviation units are to

provide all necessary facilities to the representatives of the NAQAS and its regional
organisations for carrying out their tasks.
10. NAQAS Service and its regional organisations will also be provided ready access
to all information and publications necessary for carrying out the assigned tasks.
Functions and Responsibilities of Naval Aeronautical Quality Assurance Service: -
11. Functions: - The functions of NAQAS include the following: -
(a) To ensure acceptance Quality of equipment manufactured, installed,

repaired or reconditioned within the Navy.
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(b) To ensure acceptance Quality of indigenously procured stores where
inspection authority is specified as NAQAS.
(c) Presurvey of repairable/defective equipment to determine its condition and

extent of rectification required bringing up to the specified standard.
(d) To examine quality of aircraft undergoing major repair or third/fourth line

servicing.
(e) To undertake material survey of aircraft on as required basis including

annual survey for Periodic Base Maintenance (PBM) and independent survey of
Seaking aircraft and SNAP inspection.
(f) Scrutiny of (Defect analysis and defect investigation) of form A21 (IN 494)
items within the Navy.
(g) Recalibration of electronic and electrical testing equipment and prescribing

the frequency of recalibration.
(h) Recalibration and checking of precision mechanical measuring equipment.
(j) Quality Surveillance of POL.
(k) Ensuring Quality of equipment in storage on specific requisition from store

depot and advice on matters likely to effect condition of equipment in storage.
(l) Carry out Non-destructive testing.
(m) Assist in aircraft accident investigation.
(n) Scrutiny of draft modification proposals and evaluation of proof and trial
modifications.
(p) Preparation of draft modification standards for all aircraft.
(q) Screening and selection of personnel for inspection duties for arranging
subsequent training of sailors employed for Aeronautical Quality Assurance
Service duties to update their knowledge in order to meet the requirements of the
Navy.
(r) Provide field assistance to units operating in remote place, other than
those covered by the Regional Aeronautical Quality Assurance Service.
(s) To carry out spectrometric analysis programme of Gnome, Turbomecca

and Artouste engines.
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(t) Be associated with Local Modification Committee on ALH, Chetak,
Artouste, Gnome, Turbomecca, Garret, Viper and Lycoming at Hindustan
Aeronautics Limited, Bangalore and with M/s WHL for Seaking aircraft.
(u) Assist in acceptance of aircraft from contractors in India.
(v) To maintain complete records of aircraft and equipment modifications for

all Naval aircraft and engines.
(w) Scrutiny of all manufacturers service bulletins, notices and LTIs to prepare
draft (I) SI, (I) STI, (I) NTI and mod leaflet.
(x) Processing of A20 and initiation of amendments to aircraft and component

air publications, except servicing schedules.
(y) Review lifing of components and preparation of amendments/revised

issues of component replacement lists and (I) NAMO/General/G-40.
(z) Reliability and maintainability analysis of all aircraft.
(aa) To maintain complete records of type approvals accorded by HQNA

and NAQAS and carryout duties of the Authority Holding Sealed Particulars
(AHSP)
(ab) During the quality / SNAP audits, ensuring that units possess
copies of all policy directives issued by IHQ MoD (Navy) / HQNA and strict
compliance of the same
12. Responsibilities: -
(a) Administration
(i) Carry out duties as laid down in relevant air publications and other
instructions issued by HQNA/Integrated Headquarters.MoD (Navy)
from time to time.
(ii) Be responsible to Integrated Headquarters through HQNA for the

quality of the products inspected by NAQAS.
(iii) Arrange for provision of adequate facilities for quality assurance

activity and ensure inspection facilities are properly authorized, operated
and maintained.
(iv) Administration and control of service personnel borne for NAQAS

duties.
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(v) Exercise functional and technical control on Regional
Aeronautical Quality Assurance Organisations at Mumbai, Goa,
Visakhapatnam and Rajali.
(vi) Keep inspection establishment and manning under constant

review and to advise Integrated Headquarters through HQNA on
necessary changes or improvements.
(vii) Be responsible for FOC-IN-C, South for efficient administration of

NAQAS.
(viii) Arrange for on the job and specialist training of inspection staff and
preselection of personnel for QAS course.
(ix) Control and safe custody of NAQAS stamps and maintenance of

stamp register.
(x) Ensure that all orders and instructions affecting Quality Assurance
and testing are compiled with.
(xi) Compilation of Quality Assurance instructions where such

instructions are not available.
(xii) Dissemination of various technical instructions to its staff.
(xiii) Prepare and issue detailed standing orders to ensure efficient

functioning of the Quality Assurance Service.
(xiv) Safe custody and procurement of necessary general aircraft

publication and ensure that up-to-date amendments are carried out
effectively.
(xv) Preparation and supervision of Quality inspection programmes to

meet the requirement of the Naval Aviation.
(xvi) Ensure correct compilation of Quality Assurance documents and

the issue of clearance certificate before an initial maintenance test flight.
(b) Investigation: - The investigation of defects required by: -
(i) A 21 action.
(ii) AP 830 Vol I Pt 2 leaflet (A 72).
(iii) AP 830 Vol I Pt 2 leaflet (A13/1)
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(iv) Any adverse remarks by the consignee unit on the condition of the
aircraft received.
(v) Defects reported by user units on reconditioned or repaired

equipment.
(vi) Nominate NAQAS representative for boards of inquiry to investigate

major aircraft accidents.
(c) Quality Control: -
(i) Arrangements for periodic check and test of precision instruments,

gauges, test equipment, etc.
(ii) Control direction and administration of Standards Room, POL

Laboratory, NDT Bay and Calibration Centre.
(iii) The determination of the type of Quality to be employed in any

instance, eg. Line inspection, super imposed inspection, etc.
(iv) The determination of the place and time of Quality inspection in the
production process.
(v) Quality control checks on workshop processes and material checks

on the maintenance of identity of materials in workshop stores.
(vi) Suggestions for new or amended regulations, orders and

instructions for improvement of Quality Assurance methods and
techniques.
(vii) Maintenance of all relevant records of Quality inspection.
(d) Stores: -
(i) Advise on indigenous substitution.
(ii) Scrutinise tender enquiries and quotations for local purchase of air
stores to ensure that items accepted and procured are suitable for
aeronautical use.
(iii) Quality Inspection of air stores ex-local purchase.
(iv) Advise on suitability for use of short lifted items held in stock after
expiry of laid down shelf life.
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(v) Advise on recategorisation of air stores when their condition is to be
down graded.
(vi) Periodical inspection of air stores of more complex and

sophisticated nature.
(vii) Survey of aircraft in storage.
13. QAS STAMPING PROCEDURE: - Personnel employed on QAS duties are

issued with stamps. There will be two types of stamps as follows: -
(a) Type ‘A’: - This type of stamp will be used only by qualified QAS
inspectors. In this case the stamp will bear NAQAS and a combination of figures
preceded by a letter.
(b) Type ‘B’: - This type of stamp will be used by co-opted inspectors as
and when deployed on QAS duties. The stamp will bear the inscription of NAQAS
and three letters.
5604. Naval Aircraft Servicing Development Organisation (NASDO)
Organisation
1. The head of the NASDO is designated as Officer-in-Charge.
2. The signal and postal address of NASDO are as follows: -
(a) Signal - NASDO
(b) Letters - The Officer-in-Charge

NASDO (GOA)
C/O INS Hansa
Dabolim
Goa – 403 801
Functions of Naval Aircraft Servicing Development Organisation
1. (a) Indigenisation of Aeronautical Stores: -
(i) Co-ordinate all activities concerning indigenization of Naval

Aviation.
(ii) Classification of airborne spares and ground support equipment

and tools identified by In- house Indigenisation Committees.
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(iii) Establish close liaison with the field agencies of CEMILAC &
DGAQA i.e. CREs and CRIs and private sector units.
(iv) Co-ordinate all in-house indigenisation efforts of non critical

airborne spares and all ground support and test equipment and tools in
close liaison with Naval agencies, public and private sector units so as to:
-
(aa) Evolve detailed specifications in conjunction with inspection

organisations.
(ab) Process development orders through Material Organisation.
(ac) Carry out field trials in conjunction with users and inspection
agencies.
(ad) Document details of all tests and trials undertaken.
(ae) Recommend issue of type approval by Headquarters Naval

Aviation on successful completion of trials.
(af) Promulgate indigenisation catalogue for information of all

concerned.
(b) New Aircraft and Equipment
(i) Initial evaluation of aircraft and equipment inducted into service with
emphasis on servicing philosophy, maintenance policy, adequacy of initial
support package including publications, product support and technical
assistance.
(ii) Initial ranging and scaling of spares, ground support equipments

and test equipment and publications.
(iii) Preparation of maintenance schedules/amendments.
(iv) Preparation of amendments to ASE for spares, ground support

equipment and test equipment.
(v) Evaluation of maintenance support facilities required in air stations

and ships carrying the new aircraft.
(c) In service Aircraft: -
(i) Updating/revision of servicing schedules with (I) Als/new issues to

incorporate the contents of (I) SI.
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(ii) Review of existing servicing instructions for inclusion of the

instructions in the maintenance schedules.
(iii) Updating/revision of ASE for spares, GSE and test equipment.
(iv) Evolve and review periodically the standard times and manpower
requirements.
(v) Preparation of bay servicing schedules for components where

required, in consultation with manufacturers.
(vi) Processing of A20 and preparation of AL for all servicing

schedules.
(vii) Amendments/revisions to INAP 100N-100-G5 on servicing Cycles

of Naval Aircraft.
(viii) Processing of amendments to (I) NAMM INAP 100N-0140.
2. Responsibilities of Naval Aircraft Servicing Development Organisation:-
(a) Administration: -
(i) Carry out duties as laid down above and as tasked and instructed
by Integrated Headquarters, MOD (Navy) and Headquarters Naval
Aviation from time to time.
(ii) Be responsible to Flag Officer Naval Aviation on all administrative

matters and to Integrated Headquarters and Headquarters Naval Aviation
on all technical matters.
(iii) Exercise functional control over the NASDO Cells at Mumbai and
Bangalore and establish liaison with Naval Liaison Cells at Bangalore,
Chandigarh, Nasik, Hyderabad and Kanpur and NATLSU (MB) with regard
to all activities concerning indigenisation tasks.
5605. Material Organizations
General: -
1. There are four Material Organisations viz Material Organisation (Kochi),

MaterialOrganisation (Goa), Material Organisation (Visakhapattnam), and Material
Organisation (Mumbai) functioning under respective commands. These Organisations
(Except Material Organisation ‘Goa’ ) though not exclusively Air Technical support units,
carryout functions of inventory management of Air stores. For this reason Air Technical
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personnel are posted at all the Material Organisations. The Material Organisations are
to
(a) Monitor all AOG demands for rotables to ascertain the whereabouts of the
total repairable assets. Issues made without matching survey by units are
reported to higher authorities and notations made in the ILMS Air system for
subsequent regularization.
(b) Load repairable rotables promptly on repair agencies and ensure data on
ILMS (Air) with respect to Rotables are updated.
(c) Forecast the repair arisings of rotables for each type of aircraft from the
data collected from users and prepare the repair task on a three year roll on
basis.
(d) Prepare the aircraft wise repair task for Naval / Non Naval agencies and
forward to HQNA for scrutiny / promulgation (for Naval Agency) / onward
submission to IHQ MoD(Navy) for the purpose of necessary Government
sanction for non Naval agencies .
(e) Monitor the progress of repairs in various repair agencies and ensure that
the backlog is cleared expeditiously.
(f) Identify new repair agencies for components to explore new avenues of
repairs so as to establish second source for cost saving and speedy completion
of the repair task.
(g) Certify the correctness of bills presented by the repair agencies and
process the bill through HQNA / IHQ MoD (Navy) so as to ensure speedy
settlement of repair bills.
(h) Arrange repair/overhaul of items, which have completed their shelf life in
stores.
(J) Advise Head Quarters Naval Aviation on the disposal of redundant,

obsolete and life expired items.
(k) Monitor all AOG and Operational demands from the time of receipt and
ensure their prompt despatch.
(l) To fully investigate any inability and identify the feasibility of LM, LP
substitution or the availability of the item under alternate part number or under
other aircraft stock before raising AOG inability on ILMS(Air) System.
(m) Identification and classification of air stores.
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(n) Carry out periodic inspection of air stores and spares held to assess their
state in accordance with INBR 12 Part II, AP 830 Vol. II and AP 1086.
(p) Carry out pre-receipt inspection on all serviceable air stores both new and
that received post repairs. Pre-issue inspection of items of permanent nature is
also to be carried out. These inspections will be confined to visual checks for
completeness, damage, deterioration, preservation, documentation and proper
packing. Inspections which are beyond the capacity of Technical Cells of the
MOs are required to be undertaken in association of user units/QA organizations.
(q) Carry out technical vetting of serviceable air stores surveyed by various
units on completeness, transit damage etc., when referred to by staff.
(r) Ensure proper packing of sophisticated, delicate and expensive Air store
items to be despatched.
(s) Ensure serviceability/preservation/storage of air store items in storage at

all times
(t) Obtain assistance /clearance from Naval Aeronautical Quality Assurance

Service on substitute items for air stores to meet requirements of units when
items demanded are not available.
(u) Ensure modifications, STI’s and service instructions on items held in

storage are complied as applicable.
(v) Provide professional officers valuation (POV) rate for air stores.
(w) Allocate priorities for demands from units when the stock is insufficient to
meet the total requirements.
(x) Furnish technical write up for air store items received from abroad to meet
the requirements of custom authorities.
(y) Recommend alternative utilization of surplus air stores and

segregation/disposal of obsolete items.
(z) Recommend common items for Naval Stores for use in lieu of air stores and
obtain approval of Headquarters Naval Aviation.
2. Material Organisation (Kochi):
Material Organisation ,Kochi caters for all air stores of Seaking, Chetak,
Islander, ALH and UAV(Heron/Searcher) aircraft.. The Organisation is entrusted with
duties of Review, Planning, Provisioning, Repair and control of stores pertaining AGS
spares, SE & FC, aviation POLs and Specialist Vehicles also.
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Signal Address:- MS (K)
Address for Correspondence:-
The Material Superintendent

Naval Base, Kochi, Kerala-682004
3. Material Organisation (GOA): -
This Organisation is situated at Goa, caters for Air store requirement of Sea
Harrier, Dornier, Kamov -28, Kiran, TU, IL and MIG-29K. Also POL requirement of
Russian origin aircraft are met by MO(Goa).
Signal Address: - MS (Goa)
Address for Correspondence:-

Material Organisation C/O INS Hansa
Dabolim Airport
Vasco-da-Gama
Goa-403801
4. Material Organisation (Visakhapatnam): -
Kamov 25 stores shifted from NSD (Goa) to MO (V) in 2001. Since then addl
stores of Lakshya PTA stores were in 2006 and UH-3H stores were added in 2007.
Advanced Jet trainer stores are expected to stock in this depot when the aircraft is
inducted
Organisation: The head of the organisation Material Superintendent and the Air
stores management is looked after JCMP (Air stores)
Signal Address: - MS (V)
Address for Correspondence: -

Kancherapalem
Visakhapatnam-530008
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5. Material Organisation (Mumbai) -
MO (MB) Lakshya air stores-cell has been set up at NSD (Sewri) to cater for the
air stores requirement of Lakshya PTA’S in WNC. The cell will stock all spares except
explosives for meeting the requiremnt of Lakshya spares in WNC and will forward the
annual requirement based on consumption pattern to MO (V) for preparation of ARD
and subsquent procurement by HQNA/IHQ MOD (N).
The cell is headed by an air technical officer and has 06 air technical sailors
including sailors of Chukar air stores cell. The Oi/c cell is responsible to the Material
Superintendent, Material organisation, Mumbai through controller material planning.
Signal Address: MS (MB)
Telegram and Postal address:

{for JCMP (Air)}
LBS Marg
Ghatkopar (West)
Mumbai-400086
Additional role: Stocking of Chukar PTA air stores
5606. AIRCRAFT AND ENGINE HOLDING UNIT AT INS AGRANI, COIMBATORE

(Short Title: AAEHU.)
1. The Aircraft and Engine Holding unit of the Navy is located at Air Force Station,
NO.5 BRD, Sulur, near Coimbatore. The unit is additional to INS Agrani,
Coimbatore and the Officer-in-Charge is responsible to the Commanding officer,
INS Agrani for its efficient functioning. He is, however, permitted to correspond
directly with HQNA, IHQ MOD (Navy) and other establishments on routine matters
concerning administration, accounting and allotment of the reserve aircraft and
engines.
Organisation
2. The head of the AAEHU is designated as Officer-in-Charge.
3. The signal and postal address of NASDO are as follows: -
(a) Signal - AAEHU
(b) Letters - The Officer-in-Charge
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Aircraft and Engine Holding Unit
INS Agrani
Red Field
Coimbatore
(c) All other correspondence to the Commanding Officer, INS Agrani,

Coimbatore.
3. The function of this unit is to hold Naval Aircraft and aero engine in reserve and
to ensure that replacements are provided to user units as allotted by HQNA.
4. The Officer-in-Charge, Aircraft & Engine holding Unit will be the custodian of all
aircraft and aero engines in reserve as well as those undergoing overhaul and repair
with civilian contractors and service repair organisations other than Naval Aircraft Yard,
(INAP Article 905,Para 1(b)). Units are required to intimate O i/c AAEHU about receipt
of newly inducted aircrafts and aero engines so that the same can taken on charge and
transfer action initiated.
The duties and responsibilities of the Officer-in-Charge are broadly as follows: -
(a) To ensure that the reserve holdings are adequately preserved and
inspected periodically according to orders and instructions in force so that no
deterioration takes place during storage.
(b) To maintain complete records of modification and equipment state for all
Naval Aircraft and engines.
(c) To maintain, as necessary, serviceable pool of aircraft and engines for

allotment, at short notice.
(d) To take prompt action on allotment made by HQNA so as to meet the

requirements of units and to plan the “Through put” procedure accordingly.
(e) To carry out proper receipt and dispatch procedure on aircraft and engines
after overhaul from the service yards or civilian contractors and to raise
discrepancy reports as necessary.
(f) To keep HQNA/Integrated Headquarters, MOD (Navy) informed, in good

time, of any cause adversely affecting a smooth flow of aircraft and engines
through the “Overhaul Storage – through – put – preparation for service”, lines.
(g) To be responsible for the completeness of aircraft and engines issued to

units.
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5607. NAVAL AIRCRAFT YARD (GOA):
1. The Naval Aircraft Yard Goa, is an industrial establishment set up at Dabolim

Goa for undertaking overhaul, modification and major repairs to all Naval Aircraft, air
borne equipments, ground support equipment and specialist vehicles in respect of
Eastern origin aircraft. The yard is manned by both service and civilian personnel.
ORGANISATION
2. The head of the yard is designated Commodore Superintendent, Naval Aircraft

yard, Goa.
3. The signal, telegram and postal addresses of the yard are as follows:
(a) Signal - NAY (G)
(b) Telegram - NAVAIRYARD GOA
(c) Letters - The Commodore Superintendent

Naval Aircraft Yard
Naval Air Station, Dabolim, Goa – 403801
4. The yard is a self-accounting unit except clothing, victualling and pay purposes.
The service personnel are borne additionally on the books of INS Hansa for domestic
and disciplinary purposes.
Role:
5. The role of yard is to provide the Naval Aviation with larger facilities for repairs/
maintenance/testing, than are available with squadron/ flight or ships / air
stations, in respect of Eastern origin aircraft. Annual tasks and occasional
projects for this purpose are allocated by Headquarters Naval Aviation and cover
the following types of work.
(a) Inspection of aircraft to Second line standards and beyond.
(b) Overhaul/repair/modifications of rotables and LRUs.
(c) Major repair to defect aircraft.
(d) Defect investigation in aircraft.
(e) Modification to aircraft.
(f) Dismantling, preparing and packing of KA-25, KA-28 and KA-31

helicopter for dispatch to repair agency abroad.
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(g) Assembly and test flying of KA-25, KA-28 and KA-31 helicopter on
receipt after overhaul/repair from abroad.
(h) Evaluations of new aircraft and trial installations of new equipment

And system.
(j) Engine holding functions including preservation/repairs/defects

investigation, modification receipt and dispatch of following aero engines: -
(i) AI – 20M
(ii) GTD – 3M
(iii) NK – 12 MP
(iv) TV3 117VK
(v) TV3- 117-VMAR
(k) Repair/servicing/maintenance/overhaul of specialist vehicle (and MT

vehicle).
(l) Major repair/maintenance of ground support equipment and conversion

machinery.
(m) Design, development and fabrication work in connection with the above.
(n) Quality assurance and indigenisation tasks in association with RAQAS

(Goa) and NASDO.
NOTE: urgent requests for the yard’s assistance should be addressed to the Flag Officer
Naval Aviation by Signal.
Responsibility
6. The Commodore Superintendent is responsible to the Flag Officer Naval Aviation

for execution of the tasks and projects allocated to the Yard.
5608. INTEGRATED LOGISTICS MANAGEMENT SYSTEM (AIR) (ILMS (Air) Kochi)
1. Integrated Logistics Management System (Air) (ILMS (AIR)), Kochi, is an

organisation providing a comprehensive networked software solution and support for Air
Stores management. The system addresses all aspects of air stores logistics functions
at aircraft operating units, repair yards, depots, Commands, HQNA and IHQ.
(It includes logistics aspects like demand, survey, transfer of stores, and also the
various management functions performed by the various echelons of naval aviation, viz.
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Aircraft Transfers/Allotment, Engine Transfers/Allotments, Auditing Functions,
Procurement and Budgeting Functions.
Organisation
2. The head of the organisation is designated as “The Director”.
3. The signal, telegram, and postal addresses are as follows: -
(a) Signal - ILMS (AIR)
(b) Telegram - The Director

ILMS (Air)
Naval Base
Kochi – 682 004
(c) Letters - The Director

ILMS (Air)
Naval Base
Kochi – 682 004
4. ILMS (Air) is a non self-accounting unit. The service personnel are borne
‘additional’ on the books of INS Garuda.
Role
5. The role of the ILMS (Air) is to provide a network centric online inventory and
logistics management at all levels of naval aviation. The duties are:-
(a) Implement and maintain correct and impartial business logic and rules in
the ILMS (Air) software.
(b) Maintain the integrity of the online inventory and security of ILMS (Air)
software and database.
(c) Present factual and relevant information to users.
(d) Resolve queries and problems raised by the user units in the use and
exploitation of the system.
(e) Dissemination of changes made to ILMS (Air) functions to concerned

units.
(f) Train the users at all units, periodically, through classroom instructions,
workshops, and quarterly newsletter.
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(g) Train ILMS (Air) personnel / staff to keep them abreast of the latest
developments in their respective fields.
(h) Review and amend the ILMS (Air) user manual.
Responsibilities
6. The Director ILMS (Air) is the chief system administrator of the ILMS (Air)
system. He is responsible to the Flag Officer Commanding-in-Chief, Southern Naval
Command, for personnel and administration and to Flag Officer Naval Aviation for
operations.
7. The ILMS (Air) system comprises of
(a) The Chief system Administrator
(b) Systems development team
(c) Database administration team
(d) Network administration team
(e) Software support team
(f) Regional system administrators
5609. INDIAN NAVAL DISTRIBUTING AUTHORITY, INDA (K)
1. Indian Naval Distributing Authority (Kochi) short title INDA (K) has been
established in the year 1986 vide GOI, MoD letter CS/4342/NH/589/DOI/D(N-11) dated
19 Mar 1986 for centralized accounting, distributing and procurement of Air
Publications. It is an independent unit under administrative control of HQSNC. The unit
is located at Old HQSNC building closer to the War Memmorial.
Organisation
2. The head of the INDA (K) is designated as Officer-in-Charge.
3. The signal and postal address of INDA (K) are as follows: -
(a) Signal - INDA (K)
(c) Letters - The Officer-in-Charge

INDA (K)
Naval Base
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Kochi – 682 004.
Functions
4. INDA (K) is the nodal agency for receipt , accounting, stocking and distribution of
Air publications pertaining to Western Origin aircraft, Indian origin aircraft, General Air
Publications and related documents. These publications are known as Air Publications
(AP), Indian Naval Air Publications (INAP), Pamplet (Air) and Air Publication (Navy)
[AP(N)]. The function of INDA (K) are broadly listed below:
(i) Procurement, stocking and accounting of Air Publications.
(ii) Issue of Publications and associated documents to Naval Aviation Units

as authorized by the IHQ MoD(Navy) through “1Z”.
(iii) Promulgating introduction, distribution, obsolescence and supercession of

publications.
(iv) Authorised Scale of Distribution prepared by NASDO(Goa) duly approved
by IHQ MoD(Navy) is the authority for distribution of all documents to entitled
units. HQNA approval obtained for distribution of documents not included in the
authorized scale of distribution. Normally such documents are issued to the units
on “Ty Loan” through PAA/PAD action.
(v) Demanding units are to obtain approval of functional authority

(HQNA) by forwarding their demands with justification for the documents not
authorized to them in the scale of distribution “1Z”.
(vi) Air Publications pertaining to staff aspects i.e INAP-2, Safety

Equipment Publications etc. are issued to units under intimation to
HQNA CSO(“Air”).
(vii) Air Publications on temporary loan is issued with the approval of

HQNA/HQSNC.
(viii) Publications to non-naval authorities to be issued only with prior approval

of IHQ MoD(Navy)/HQNA.
(ix) Publication muster report are received biennially for the publications
issued to units, odd years by ships and even years by shore establishments.
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(x) Air Publications are accounted on ledger Form IN328 (small)
enclosed in binder Form IN 332 by aircraft group wise and in the same
series as per the distribution list promulgated. Separate ledger pages are
maintained for each publication bearing AP Reference Code.
(xi) Internal transfer of Air Publications between the units is done

with prior approval of competent authorities only. The transactions in such cases
are regularized when Form IN 465 in quintriplicate is received from the unit.
Appropriate ledger entries are made for change of custodian.
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5. Types of Aircraft documents
ROTARY WING C. GENERAL

PUBLICATION
(i) Seaking (i) General Equipment

(ii) Chetak (ii) Common Avionics
(iii) ALH (iii) Common Armament
(iv) UH-3H (iv) Safety Equipment
(v) Inspection
(vi) Administration
(vii) Air Stores
FIXED WING
(i) Sea Harrier MK 51/MK 60

(ii) Sea Harrier TMK-4(I)
(iii) Dornier
(iv) Islander
(v) Kiran
(vi) UAV
(vii) Lakshya
6. Types of Documents distributed
(i) Air Publication (ix) Revisions

(ii) Westland Air publication(WAP) (x) Indigenisation Data
(iii) Vendor Manual (xi) Six monthly Status
(iv) Service Bulletin (xii) INDA (K) Circulars
(v) Technical Note (xiii) (I) Als
(vi) MOD leaflets (xiv) Guard Covers
(vii) Service letters (xv) Form A 700 Covers
(viii) Amendments
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5610 NLC BANGALORE
1. NLC is an independent Government sanctioned Naval Aviation Unit

headed by the Officer -in-Charge and is the nodal agency for Aviation technical
related activities of Navy in Bangalore. It is the main link of Navy to HAL/DRDO’s
and other aviation related industries located at Bangalore. NLC is actively
involved with HAL for repair of aircraft, aero engines and associated air stores.
NLC is also involved with other Civil Industries in Bangalore for repair, calibration
and technical support for Navy.
2. Organisation :
Signal Address : NLC (B)
Telegram Address : NAVAIRCELL
Postal Address : The Officer-in-Charge

Naval Liaison Cell (HAL)
Dr BR Ambedkar Road
Vimanapura Post
Bangalore
Pin-560017
Karnataka
3. The unit is functionally responsible to HQNA and is administratively under

the control of HQWNC through NOIC (KT). The personnel of NLC (HAL) are
borne additional to INS Kadamba.
4. Role and tasks: The role and task of the unit as promulgated vide the
NHQ letter AR/3035 dated 12 Jun 03 is as follows:-
(a) To maintain close liaison with HAL and other repair agencies at
Bangalore for the repair / overhaul of Naval aircraft, aero engine and
components and to assist in their progress to the extent possible.
(b) To arrange inspection and certification of components after repair /

overhaul in collaboration with the repair agency.
(c) To keep account for all Naval equipment and co-ordinate supply of
spares.
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(d) To arrange receipt of all repairable items despatched from the

Navy and to ensure their return after repair/ overhaul.
(e) To provide necessary technical information to HAL, Bangalore and

other concerned repair agencies at Bangalore.
(f) To keep IHQ and HQNA informed of the progress of repair /

overhaul on the Naval aircraft and equipments sent to Hindustan
Aeronautics Limited and other agencies for repair / overhaul.
(g) To maintain liaison with service and civil establishments in

Bangalore engaged in manufacture or research and development work in
connection with repair / overhaul of Naval equipment.
(h) Additional tasks:
(i) To liaise and co-ordinate the training of Naval personnel

attached to service / civil institutions in Bangalore and those on
instructional visit to Bangalore for practical experience.
(ii) To carry out any other task assigned by IHQ and HQNA.
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5611. NAVAL LIAISON CELL (HYDERABAD)
1. The Naval liaison cell, Hyderabad has been established to liaise with
various Avionics industries at Hyderabad involved in repair of avionics LRUs and
to co-ordinate the indigenisation process on behalf of Naval Aviation.
Organisation
2. The Naval Liaison cell is headed by an Officer –in-Charge
3. The Telegram, and postal address of the cell are as follows:
(a) Telegram - NLC (HYD) C/O HAL (HYD)
(b) Letters - The Officer-In-charge

Naval Liaison cell (Hyd)
C/o HAL (Avionics Div)
Balanagar, Hyderabad-500042
4. The NLC (Hyd) functions under the administrative control of HQENC and
functional control of HQNA. The personnel of NLC (Hyd) are borne additional
INS Circars, and locally attached with CDM (Secunderabad)
Role
5. The role of NLC (Hyd) is to liaise with various Avionics industries at

Hyderabad to monitor repair of avionics LRUs, which includes the following:
(a) To arrange the inspection and certification of components

after repair/overhaul in association with the repair agency.
(b) To keep account of Naval equipment required for the

repair/overhaul of items and co-ordinate supply of those spares
from the respective Material Organisation.
(c) To arrange receipt of all repairable items dispatched by the

Navy in association with the HAL (Hyd) and other repair agencies
at Hyderabad and to ensure their dispatch after repair/overhaul.
(d) To provide necessary technical information to repair

agencies.
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5612. NAVAL LIAISON CELL (KANPUR)
1. NLC is an independent Govt. sanctioned Naval Aviation Unit headed by

the Officer -in-Charge and is the nodal agency for Aviation technical related
activities of Navy in Kanpur. It is the main link of Navy to HAL/DRDO’s and other
aviation related industries located at Kanpur.
2. Organisation :
Signal Address : NLC (K)
Postal Address : The Officer-in-Charge

Naval Liaison Cell
NO.4 Base Repair Depot
Air Force Station
Chakeri
Kanpur-208008
3. The unit is functionally responsible to IHQ (PDNAM). The personnel are

borne additional No. 4 BRD IAF.
4. Role and tasks: The role and task of the unit are as below:
(a) To maintain close liaison with HAL and other repair agencies at
Kanpur for the repair / overhaul of Naval aircraft, aero engine and
components and to assist in their progress to the extent possible.
(b) To arrange inspection and certification of components after repair /

overhaul in collaboration with the repair agency.
(c) To keep account for all Naval equipment and co-ordinate supply of
spares.
(d) To arrange receipt of all repairable items despatched from the

Navy and to ensure their return after repair/ overhaul.
(e) To provide necessary technical information to HAL,Kanpur and

other concerned repair agencies at Kanpur.
(f) To keep IHQ informed of the progress of repair / overhaul on the

Naval aircraft and equipments sent to Hindustan Aeronautics Limited and
other agencies for repair / overhaul.
(g) To maintain liaison with service and civil establishments in Kanpur.
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5613. NLC (BARRACKPORE)
1. NLC Barrackpore is established to lookafter repair and servicing of Chetak

Aircraft. Two sailors have been positioned recently and appointment of an officer
and independent functioning is yet to commence. The accounting of aircraft and
its building are presently being carried out by AAEHU.
2. Organisation
Signal Address : NLC (Barrackpore)
Telephone : Tel: 033-25920157

Fax: 033-25922379
Postal Address : The Officer-in-Charge (Officiating)

C/o HAL Barrakpore
Kolkata-700120
5614. NATLSU (MB)
1. Naval Aircraft Technical and Logistics Support Unit was established on 01

Oct 1987 post closure of Naval Liaison Cell (Santacruz) vide Headquarters
Western Naval Command General Order 18/97. The unit is a gate way to the
Western Naval Command and performs the vital function of a Naval help line at
Chattrapati Shivaji International Airport.
2. Organisation. The unit functions under the admin control of Flag Officer
Commanding-in-Chief Western Naval Command and is placed under the
Command Air Technical Officer in the operation division.
Signal Address : NATLSU (MB)
Tel. : Officer-in-Charge -022-26157274

Logistics Officer -022-26157314
Duty Room -022-26157315
26157188
Postal Address : Naval Aircraft Technical & Logistics

Support Unit
C/o F.M.O.
Mumbai – 400 001
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3. Role and tasks. The units is not a Government sanctioned unit. As such,
there is no Navy Order specifying the role and responsibilities of this unit. The
duties are laid down at Art 0132 of WENCO 2004 and are as follows:-
(a) Technical
(i) Ground support to transiting aircraft and detached flying

operation from Santa Cruz.
(ii) Liaison with local agencies and trade for repair of aircraft
components.
(b) Logistics
(i) Cargo collection from airport and delivery on board ships /

Kunjali II.
(ii) Transit accommodation to air / ground crew.
(iii) Assistance in custom clearance.
(b) Admin
(i) Coordinating VIP / movement.
(ii) All administrative requirements at Chattrapati Shivaji

International Airport.
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5615. Naval Institute of Aeronautical Technology (NIAT)
1. The Naval Institute of Aeronautical Technology is a category ‘A’ Aviation

Technical training establishment of Naval aviation. The Institute imparts Aviation
Technical training to Air Technical officers, Aircrew, Air Technical sailors,
Aviation non-technical sailors, Coast Guard Air technical officers, Air Technical
naviks and personnel from friendly countries. The institute has been recognized
as Centre for Aeronautical Science and technology (CASAT) by Cochin
University of Science and Technology (CUSAT) and is also certified to ISO
9001:2000 standards. The Institute conducts 142 types of courses for technical
officers, pilots, observers and aviation sailors and provides post
graduate/graduate degree and diploma in Aeronautical Sciences in affiliation with
‘CUSAT’. The Institute has also obtained AICTE recognition for Apprentices and
DEDH courses.
2. Organisation
Signal address - NIAT
Telegraph address - Director, NIAT, Naval Base, Kochi.
Postal Address - The Director

Naval Institute of Aeronautical Technology
Naval Base, Kochi-682004
3. The role of institute is to impart Aviation technical training to officers and

sailors of Naval aviation, Coast Guard and friendly foreign countries. The
following courses and tasks are conducted as per Annual Training Programme:-
(a) Aviation specialization course for AEO/ALOs

(b) Flight Engineer’s course
(c) Short courses for Air Crew Officers at various levels.
(d) Air Technical Special Duty Officer’s course.
(e) Mid career course for Officers and promotion linked courses for
sailors
(f) Basic course for Mechanics Air Engineering, Air Electrical, Air
Radio and Air Weapon trades under SSR entry scheme.
(g) Artificer Apprentice, Mechnicians and DEDH courses in Air
Engineering, Air Electrical, Air Radio and Air Weapon trades .
(h) ACM (Diver / Sonic Operator / Flight Signalers) courses.
(j) Review of syllabi / training pattern and advice on charges
necessary for improvements.
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(k) Conduct of NAMEB as per Navy order in force and setting of
HRE question papers.
(l) Any other course that may be approved by IHQ-MoD (Navy)
/HQSNC/HQNA
4. The Director, NIAT is responsible to The Flag Officer Commanding-In-

Chief, Southern Naval Command for:-
(a) Efficient administration of the institute and service/civilian

personal borne.
(b) Execution of functional and technical tasks allocated to
institute.
INDEX
SUBJECT ARTICLE
3000 Series of routine servicing operation 0305
Acceptance (Stage A) 0810

Actions by other units 2304
Active aircraft classification and codes 0802
Additional Engineering Procedure Chap 2, Annex C
Air Engineering / Air Electrical Equipment – Instructions
for Conditioning and Return 3113
Air Stores Control 3111
Air Stores Control Organization (ASCO) 3116
Air Stores Establishment (ASE) 3105
Air Weapons 4301
Airborne gas cylinders 4109
Aircraft Componenet Maintenance and Manufacture
Card Form A 703 2125
Aircraft Safety Equipment Log Card-Form A49 2118
Aircraft Servicing Forms –Form A700 and MOD Form 700 2109
Aircraft accidents 1502
Aircraft and engine Holding Units (AAEHU) 5607
Aircraft compass systems Chap 19,Annex A
Aircraft compass systems –adjustment, servicing and repair 1901
Aircraft fatigue system 0502
Aircraft fuel tanks-safety precautions 4108
Aircraft husbandary and corrosion prevention 2007
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Aircraft lashings and quick release couplings 4815
Aircraft weighing Chap 19, Annex B
Aircraft /Aero-Engines received in an unsatisfactory condition 1416
Aircraft Vibration Analysis 1906
Airframe Log Card-Form A701 2115
Allowance 4810
Alterations and modifications to tool outfits 4605
Amendments and advance information leaflets 5205
Annual Review of Demands (ARD) 3115
Applicability and authority for use 5202
Application and procedure for on-site working parties 1702
Application for NDT facilities 0705
Application for additional tool outfits 4607
Approval and identification of repair schemes 0604
Armament procedure sheets 4312
Assistance in corrosion prevention and control 0406
Assistance of NCML/NAQAS/RAQAS 3307
Assisted escape systems 4103
Authorised lives of airborne gas cylinders Chap 41, Annex A
Authorisation to use ILMS (Air) 2810
Authority to employ Wartime Maintenance Procedures 2002
Authority to ground Aero-engines 4203
Avionic Modification Certificate ARI- Form A701R 2131
Award of competency to Air Technical Officers 2601A
Battle damage repair (BDR) 2009

Beta lights (gaseous tritium light sources) 4319
Brake position in parked Aircraft 4114
Bringing to the required standard (Stage B) 0811
Bulk Petroleum Installations (BPIs) 3311
CA releases 0202
Cadmium –potential toxic hazards 4516
Calibration and repair facilities 4902
Canopy jettison systems –Return of components after operation 4119
Carriage of Documents in Flight 2104
Carriage of ballast in aircraft 4112
Changes in reserve classification 0804
Changes of basic weight, moment or C or G 1903
Changes to documents 2108
Check test flights 1103
Civilain craftsmen 2902
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Civilian personnel-employment on supervisory duties 2903
Civilian personnel-transfer between establishments 2904
Classification of Air Stores 3102
Classification of ground support equipment 4802
Classification of modifications 1003
Classification of ships/stations carrying out repair of engines Chap 13,Annex A
Cleaning materials for use on Aircraft 4101
Cleanliness of aircraft 0409
Clearance for flight 0212
Clearing piston engines after overpriming 4209
Cold weather servicing 0306
Colour identification codes 3305
Colour of ground support equipment 4806
Component Log Card-form A701a 2116
Component lifing 2004
Component lives 0503
Component removal for servicing (other than ejection seats) 2215
Component replacement 2216
Components containing beryllium oxide (beryllia) 4317
Concept of operations 0207
Concept of servicing 0208
Condition of engines supplied for installation 1302
Contamination in fuel by solids 3331
Contents of Log Book Chap21, Annex L
Continuous charge operation (CCO) 0216
Continuous charge operation Chap 2, Annex B
Contractors representatives 2905
Contractors working parties 1703
Control of tools 4603
Crimping tools-servicing 4608
Cyanogen compounds-precautions in storage and handling 4509
Defect recording and reporting instructions 2302

Defect rectification and repair 2005
Definition and procedure 1002
Definition of authorised person 2802
Definitions of lines and depths of maintenance Chap 2, Annex A
Definitions of standard repair categories Chap 6, Annex A
Demanding Procedure 3107
Depreservation from storage (Stage E) 0814
Dermatitis risk 4006
Despatch of Documents on Transfer of Aircraft or Component 2105
Detachable panels 3708
Detailed Instructions for making entries in the Form IN A700 Chap 21, Annex A
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Jan 08
Dismantling damaged aircraft for repair 1418
Disposal instructions for Aircraft Servicing Form MOD 700C Chap 21, Annex A
Disposal of Documents 2107
Disposal of aircraft for scrap 1419
Disposal of aircraft to foreign governments 1420
Disposal of mercury batteries 4320
Documentation 2011
Documentation and reports 0706
Duties and responsibilities 4602
Ejection Gun, Canopy Hatch and Underwater Firing Units 2122

Ejection Seat and Components Log Cards –Form A 701ES 2132
Ejection Seat and Safety Equipment –Job Card Form A 708A 2121
Electrical and radio work-precautions 4307
Electrical shock due to static electricity 4008
Electrical, instrument, electronic and allied components 4311
Embodiment of modifications 1005
Embodiment of modifications 2220
Employment on unfamiliar types of aircraft or equipment 2808
Engine installation 3811

Engine lives 0504
Engine power checks-Piston/propeller combinations 1306
Engineering standards and practices 2006
Environmental Conditions 0816
Equipment Label-MOD Form 731 2124
Examination and demagnetisation of aircraft struck by lighting 3822
Examination of aircraft after limitations have been exceeded 3808
Examination of aircraft subject to blast 3809
Examination of aircraft subject to heavy salt spray 3810
Examination of engines after overheating 3816
Examination of engines after overspeeding 3815
Examination of engines with low or fluctuating oil pressure 3817
Examples for Employment Sailors of AE Trade Chap 28, Annex A
Examples of Employmnt of Sailors of the AL and AR Trades Chap 28, Annex C
Examples of Employment of Sailors of AO Trade Chap 28, Annex B
Examples of Employment of Sailors of SE trade Chap 28, Annex D
Exceeding limitations of the ground 0205
Execution of servicing work 0206
Exposing live electrical components 4309
External finish of aircraft 0407
External radio hazards 4304
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Fitting of undercarriage safety lock 4116

Flexible fuel tanks-check after installation 3821
Flight Servicing 0302
Flight Servicing 2208
Flouroelastomer Components-hazards 4517
Flying Clothing Log Card-form A3 2126
Foreign Object Damage (FOD) 4201
Form A101 2127
Form TC 14-Applocation for additional tool outfits Chap 46, Annex D
Form TC 1-Proposed alteration to tool outfit Chap 46, Annex C
Form of report for change of component having a fatigue life Chap 5, Annex A
Form of report for components subject to life review Chap 5, Annex B
Form of robbing chit Chap 31, Annex A
Format for preparation of manufacturing supplements Chap 10, Annex E
Format for preparation of Draft informatory leaflet Chap 10, Annex D
Format for preparation of Draft modification leaflets Chap 10, Annex B
Fuel and water injection systems 3812
Fuel systems and fuelling Naval aircraft 4107
Functional testing of armament systems and mechanisms
(except U/C) 3802
Functions 3003
General 3001
General 3101
General precautions in workshops and battery charging Rooms 4501
General principles 3701
Ground running of aro-engines for maintenance purposes 4202
Ground testing of pressure cabins and cockpits 4009
Ground use gas cylinders –periodic examination and test 4816
Ground and layout of technical instructions Chap 1, Annex A
Handling of removable panels and cowlings 0408

Health, fire and safety precautions 3302
Helicopters engines- Change of Hand 1307
Helicopters engines- installd power checks 1308
Helicopters –checking of Main rotor Assbly Hub Nut 3813
Helicopters, anti-corrosion measures after ditching 0411
Husbandry Survey and corrosion supplement 0304
Husbandry, corrosion prevention and surface finish 2218
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Jan 08
Identification of Air Stores 3103

Identification and documentation of modifications 1011
Indian Naval Distributing Authority, INDA (K) 5609
In-line connector repairs to unscreened electrical cables 4316
Independent checks after spreading of Helicopter
blades and tail cones 3706
Independent checks of assisted escape systems 2223
Independent checks of AAES including canopy jettison or minia 3705
Independent checks on engine and flying controls 3704
Inspect and repair as necessary (IRAN) 0209
Inspection of Documents 2103
Inspection of aircraft after accidents 3806
Inspection of aircraft after heavy landings 3807
Inspection of constant speed unit air fitters 3814
Inspection of flying controls after aircraft parked in high winds 3805
Inspection of material state of aircraft 0410
Inspection of propellers after installation 3819
Inspection, Test and Modification Certificate Form A 701b
or MOD 753 2117
Instructions for the use of Airframe Log Cards Form 701 Chap 21, Annex B
Instructions for the use of Flying Clothing Log Card Form A3 Chap 21, Annex J
Instructions for Naval Aircraft Inspection Survey report A702 Chap 21, Annex K
Instructions for aircraft safety equipment Log Cards-Form A49 Chap 21, Annex G
Instructions for the use of Component Log cards Form A701a Chap 21, Annex F
Instructions for aircraft component servicing & manufacturing cards Chap 21, Annex H
Instructions to persons authorizing ground runs 4206
Instructions to qualify non-aircrew personnel to GR aero-engines 4204
Instructions to the person ‘in charge’ of ground run 4207
Instructions regarding intiating defect report and action by originator 2303
Insulation testing of aircraft circuits 4308
Integrity of Naval Aircraft and selective survey 0904
Integrated Logistics Management Systems (Air)-ILMS (Air) 5606
Introduction 4601
Jacking of Aircraft 4129

Joint service and NATO designations for POL products 3304
Layout of servicing schedules used on seaking/Sh aircraft Chap 3, Annex A

Layout of servicing schedules used on other aircraft Chap 3, Annex A1
List of IN aircraft subject to periodic base maintenance Chap 9, Annex A
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List of forms used in the Aircraft Servicing Chap 21, Annex C
Lithium batteries –safety precautions 4321
Loaded Aircraft Armament -Anti-icing precautions 4126
Loading of armament and non-explosive stores 2205
Local technical instructions (LTIs) Chap 1, Annex C
Local Manufacture of spare parts for Aircraft and Equipment 3117
Local Purchase of tools 4611
Locally manufactured tool containers 4606
Locking,restraint and tell –tale wire of A/C controls &wireless 4111
Loss of Aircraft documents 2106
Logistics terms used and their meaning 3112
Loose article check 3709
Maintenance Data Systems Job Cards-MOD Form 720 Series 2123

Maintenance Test Pilot (MTP) 2608
Maintenance and operation of flight deck MT 4819
Maintenance of Naval Aircraft by civilian contractors 2906
Maintenance of tool outfits 4604
Maintenance procedures for unistalled engines 1305
Maintenance test flights 1102
Making safe before disposal 1422
Material Responsibilities for air weapons 2611
Material Organisations 5605
Materials used in fabrication and repair work 4504
Measuring vibration levels in helicopters 0709
Mercury –hazards and safety precautions 4512
Microform 5203
Minimum acceptance standards of transfer 1404
Modification control 1010
Modification reports and returns 1008
Modification sets and kits 1006
Modification standards 1007
Modification state of airborne equipment 1012
Modules 3005
Movement of aircraft 4402
Movement of aircraft –manning of brakes 4403
Movement of vehicles in the vicinity of aircraft 4405
NAY working parties 1704

NDT equipment –maintenance and control 0708
Naval Aeronautical Quality Insurance Service (NAQAS) 5603
Naval Aircraft Inspection Survey report-Form A702 2130
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Naval Aircraft Job Card- Form A705 2119
Naval Aircraft Master Job Card – Form A706 2120
Naval Aircraft Servicing Development Organisation (NASDO) 5604
Naval Aircraft Technical & Logisitics Support Unit (NATLSU) (MB) 5614
Naval Aircraft Yard Kochi (NAY ‘K’) 5602
Naval Aircraft Yard Goa (NAY ‘G’) 5608
Naval Liasion Cell, Banglore (NLC Banglore) 5610
Naval Liasion Cell, Barrackpore (NLC Barrackpore) 5613
Naval Liasion Cell, Kanpur (NLC Kanpur) 5612
Naval LIasion Cell, Hyderabad (NLC Hyderabad) 5611
Naval Institute of Aeronautical Technology (NIAT) 5615
Naval service modification clearance conference agenda Chap 10, Annex C
Naval service modifications 1013
Non-availability of technical information 0104
Non-destructive testing 2224
Not in Vocabulary Items (NIV) 3104
Nuclear weapon system clearances 0203
Officers in charge of special parties 2609

Oil and Hydraulic systems 4105
Operations to be carried out on Naval aircraft in storage Chap 8, Annex A
Organisation 5101
Other service working parties 1706
Other servicing work carried out at PBM/Major Inspections 0903
Other sources of technical information and instructions 0103
Overheated brake units 3823
Overstamping of Form S 156 for replacement tools Chap 46, Annex B
Oxygen and associated systems and equipment 4104
Packing of Air Stores 3110

Periodic base maintenance (PBM)/Major inspection 0902
Photochromatic spectacles –dye penetrant NDT techniques 4127
Pilots acceptance of aircraft 0213
Pilot heads and static vents –covers 4124
Planning Aid-Movigraph Board (For Sea Harrier only) Chap 3, Annex B
Polytetrafluroethylene (PTFE) - precautions 4514
Power checks of jet/turbo prop engines 1309
Power checks of Piston/Propeller combinations 3818
Precautions – exhaust from internal combustion engine
powered GSE 4122
Precautions against fire 4002
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Precautions applicable to aircraft refinishing processes 4502
Precautions before handling high energy ignitor units 4212
Precautions by personnel when working on aircraft 4005
Precautions for engine start systems 4208
Precautions when applying moisture repellent fluids 4120
Precautions when handling materials containijng Zinc chromate 4507
Precautions when pressurising aircraft hydraulic systems 4106
Precautions when testing aircraft radio and radar 4305
Precautions when using high pressure air 4110
Precautions when using hydraulic bench supply test rigs 4513
Precautions when using mobile cranes 4407
Preparation for issue (Stage F) 0815
Preparation for storage (Stage C) 0812
Preparation of aircraft for VVIP/VIP flights 0220
Preservation of engines 1304
Pre Survey/Additional Pre Survey 0905
Procedure for completing IN 494 (A-21) Chap 23, Annex A
Procedure for completing INF 760 (SH & Dornier aircraft only) Chap 23, Annex B
Procedure for indigenisation of aircraft Equipment spares 3202
Procedure for preparation of modification and flow chart Chap 10, Annex A
Procedure for forwarding technical returns to HQNA on A/c rotables 1208
Procedure for Allotment of New Part No. to Indigenised Air Stores 3203
Proforma of the passport Chap 21, AnnexM
Progress of reserve aircraft 0809
Promulgation of NDT techniques 0702
Promulgations on modification 1004
Promulgation of technical orders 0108
Proof Installations (PI’s) 1014
Propeller marking 4211
Proposals for changes to air publications 5204
Protection of ears against noise 4007
Protective clothing –non-flying personnel 4012
Qualification to maintain (QM) 2803

Qualification to sign (QS) 2804
Qualification to sign Aircraft Documents AE, AO, AL, AR trades Chap 28, Annex E
Qualification and authorisations of detachment senior sailors 2807
Qualifications of personnel employed on NDT 0704
Quality control programmes 3603
Quality audit of Ship borne flights 3604
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Radio-active contamination of aircraft 4011

Radiography 0707
Radiography –personnel safety 4010
Raising and use of aircraft and Component servicing documentation2102
Random checks on servicing work 3707
Re-categorisation 0603
Reconditioning of components 1205
Record of holdings 4807
Record of servicing 4808
Recording compass swinging, adjustment and deviation cards 2226
Recording of servicing work carried out on uninstalled
assemblies/components 2232
Recording of Tempest Tests 2227
Recording of compliance with servicing instruction (SIs) 2213
Recording of fluid leak checks of aircraft immediately
prior to take-off 2229
Recording of husbandry work 0405
Recording of independent checks of engine and flying controls 2222
Recording of personnel authorised to ground run aero-engines 4205
Recording of reference RPM 2225
Recording of servicing work carried out on aircraft in strorage 2231
Recording on man-hours 2234
Recording state of assisted escape systems 2210
Recording the removal and replacement of detachable panels 2233
Recovery to peacetime standards 2010
Reciept of Items 3108
Removal of modifications 2221
Removal, unloading, replacement, and loading of ejection seats
and canopy jettison systems 2211
Repair of components in ships and air stations 1204
Repairs 2217
Repairs to printed circuit boards (PCBs) - miniature soldering 4511
Replenishment of fuel systems 2202
Replenishment of oil system 2204
Replenishment of oxygen and water systems 2203
Report of Detective tools Chap 46, Annex E
Report to IHQ MoD (Navy) on proof installation of a modification Chap
10, Annex F
Report on defects in ground support equipment 4812
Request on tempest test Chap 19, Annex C
Requisition for Repair or Manufacture-From 720 2129
Reserve aircraft classification and codes 0803
Responsibilities for bulk POL installations 2612
Responsibilities for quality control 3602
Responsibilities for trails of air equipment 2610
623 RESTRICTED
Jan 08
Responsibilities in weight, moment and C or G determination 1904
Responsibilities of Air Engineer Officers 2602
Responsibilities of the Ship or Air Station Engineer Officer 2603
Responsibilities of the Squadron Air Engineer Officer 2604
Responsibility for auto-stabilisation and flight control systems 2707
Responsibility for NDT 0703
Responsibility for air conditioning equipment 2706
Responsibility for air publications and amendments 5208
Responsibility for air radio installations 2711
Responsibility for assisted escape systems 2713
Responsibility for cameras 2710
Responsibility for electrical components in engines and fuel systems2709
Responsibility for micro switches 2708
Responsibility for oxygen systems 2705
Responsibility for pitot and static lines 2715
Responsibility for secue stowage of loose articles 2704
Responsibility for security of detachable panels and access doors 2703
Responsibility for servicing 4804
Responsibility for survival equipment peculiar to aircraft 2712
Responsibility for weapons and weapon systems 2714
Responsibility for corrosion prevention and control measures 0403
Retraction tests on undercarriage systems 3803
Review of technical orders and instructions 0107
Robbing of IRR Aircraft 0817
Robbing for Spares 3112
Rogue aircraft 1105
Role equipment 1009
Roles 1403
Rotary wing in flight track test flights and recording of adjustments
between flights 2230
Routine (a) serviceability 1405
Routine (b) equipment 1406
Routine (c) modification 1407
Routine (d) finish 1408
Routine (e) cleanliness 1409
Routine (f) maintenance operations and technical instructions 1410
Routine (g) compass 1411
Routine (h) lifed components 1412
Routine (j) check weighing 1413
Routine (k) test flight 1414
Routine Servicing 0303
Routine Servicing of Soviet Origin Aircraft 0307
Routine servicing operations 2212
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625
Jan 08
Salt bath safety precautions 4510
Salvage of aircraft 1503
Scheduled servicing 2003
School For Naval Airmen 5616
Selection of servicing procedure 0807
Serious Defect & Serious Defect Instruction Chap 1, Annex D
Serviceability of aircraft 0211
Servicing and Preservation of Air Engineering/ Air Electrical
Equipment 3114
Servicing and testing of aircraft ground lifting and restraint
equipment 4814
Servicing of Ground Support Equipment 4803
Servicing of Indian Air Force and Army Aviation Corps aircraft 1602
Servicing of LP air starters and FR pods 0219
Servicing of aircraft by air crew 0215
Servicing of aircraft mounted small arms 0224
Servicing of aircraft used for Ground Training 1608
Servicing of aircraft wheels 0222
Servicing of civil aircraft at naval air stations 1604
Servicing of military aircraft belonging to foreign countries 1605
Servicing of nuclear weapons and systems 0217
Servicing of reserve aircraft 0805
Servicing of reserve aircraft and engines during sea passage 0808
Servicing of survival equipment and flying clothing 0218
Servicing of un installed role change equipment 0221
Servicing organisation 0210
Shelf life of hydraulic seals 1206
Signals pistols 4302
Software Controlled Flex Op’s Reforecasting (SH Aircraft) Chap 3, Annex C
Special technical instructions (STIs), Naval Technical 2219
instructions (NTIs) and other non current instructions
Specific requirements for corrosion prevention and control 0402
Squadron mobile equipment 3106
Standard layout for air technical orders 0108B
Standard repair categories 0602
State of components before installation 1202
Static Sensitive Devices 4322
Sternom Hydratorque (1842 B) 4515
Storage (Stage –D) 0813
Storage and use of flammable materials 4004
Storage or stoppage of work on reserve aircraft (ST) 0806
Stowage of Survival Equipment 4128
Stowage of aircraft in hangars 4401
Stowage of ground support equipment 4805
Supervision of flight servicing 3702
Supervision of other servicing work 3703
625 RESTRICTED
Jan 08
Supervisory Sailors 2008
Supervisory Sailors 2805
Supply of air publications 5206
Supporting units 3002
Survey of Items 3109
Survey of tools 4612
“TALES”-Query Note System 0105

Technical debriefing of aircrew after flight 0214
Technical instructions 0102
Technical library 5209
Technical orders and instructions issued by administrative 0106
authorities ships, stations and squadrons
Tempest Testing 1905
Temporary marking of engine components 1303
Terminologies 3118
Tetst flight documentation 1104
Test flights, taxi check and ground runs 2228
Testing and calibration of mechanical support equipment and 4813
gauges
Testing and calibration of tools 4609
Testing of circuits containing electrical explosives devices (EED) 4303
The Aircraft log Book –MOD form 700A 2114
The aircraft Servicing Form –form IN A 700 Chap 21, Annex D
The aircraft charge certificate (ACC) 2806
Thermal effects on airborne conventional armament stores and 0204
Equipment
The Flight Charge Certificate 2809
Tool control 2209
Tool Display Board (Shadow Board) 4613
Tools outfit key log Chap 46, Annex A
Training 3303
Training in corrosion prevetion measures 0404
Transfer of aircraft between services 1417
Transfer of aircraft between units 1402
Transfer of return to store of ground support equipment 4809
Transfer /Acceptance of A/c and ECU on ILMS (Air) 1421
Transport of air stores 5302
Transport of aero engines 5303
Transport contract 5304
Transit damages to Air stores 5305
Transport of aircraft 1504
Transportation of POL in bulk 3306
Turning a propeller by hand (piston engines) 4210
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627
Jan 08
Tyre inflation safety cages 4506
Uninstalled engines and ECUs, standards on transfer 1415

Unistalled lifed components 1203
Unloading armament and non-explosive stores 2206
Unserviceability other than for routine servicing operations 2214
Updating of ships-air stores establishment (ASE) 3111
Updating of ILMS (Air) 3204
Use of Loctite 4315
Use of Nitrogen for testing air charged components 4125
Use of helicopter main rotor blade restraint equipment 4117
Use of inspection lamps and portable lighting 4003
Use of mechnacically operated vehicles in hangars 4406
Use of trichloroethane 4508
Use Input form for indigenisation 3201A
Verbal orders when moving aircraft 4404
Warranty repair of rotables repaired through trade 1207

War Reserve Spares 3119
Weapon ‘Hang-up’ procedures 4318
Weekly Detail Sheet Chap 48, Annex A
Weighing of naval aircraft 1902
Welding 4503
Wide Area Network 3004
Wire locking of avionic equipment mounting tray retaining nuts 4314
Wire locking of threaded type electrical connectors 4313
Work books-Form 703a/703b 2128
Work outside normal trade demarcations 2702
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NAMM REVISION
Carried out by
CAPT IP SHARMA NAY (K)

CDR M RAVINDRAN INDA (K)
CDR I ARAVANAN MO (K)
CDR MM JACOB NAQAS
CDR RAMESH MENON GARUDA
CDR JAYAKRISHNAN NIAT
LT V SIDHARTHA ILMS (AIR)
S MOHAN NAOM I (Computer Asst) NAY (K)
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INAP 100N-0140 RESTRICTED 1

SERVICING OF AIRCRAFT AND AIR BORNE EQUIPMENT

1. Technical Information, Orders and Instructions relating to the Maintenance of Naval

Annex A- Groups and layout of technical instructions.

2. Operational Servicing of Naval Aircraft.

Annex A- Definitions of lines and depths of Maintenance

Annex A- Layout of Servicing Schedules used on IN Aircraft.

4. Aircraft Husbandry, Corrosion Prevention and Surface Finish.

5. Fatigue and lifing of Aircraft and Components.

Annex A- Form of report for change of component having a fatigue life.

6. Defect Rectification and Repair.

Annex A- Definitions of Standard Repair Categories.

7. Non Destructive Testing (NDT).

Annex A- Operation to be carried out on Naval aircraft in storage.

9. Periodic Base Maintenance and Major Inspections

11. Flight testing of Naval Aircraft.

12. Component servicing and repair.

13. Engine servicing and repair

14. Transfer and disposal of Aircraft and Engines.

15. Accident, Salvage and Transport of Aircraft.

17. On Site Working Party

Annex A- Detailed responsibilities for the inspection of work carried out by

Annex A- Aircraft compass systems-Calibration.

20. Wartime Maintenance Procedures

23. Defect Recording and Reporting

Annex A- Procedure for completing IN 494 (A-21)

26. Responsibilities of Officers

27. Demarcation between trades.

28. Qualifications and Authorisation of Maintenance Personnel

Annex A- Examples for Employment of Sailors of AE Trade.

29. Civilian Maintenance Personnel and Contractors Representatives.

30. Networked Logistics Management and Decision Support System

31. Stores for Aircraft Servicing.

32. Indigenisation Committee.

Annex A- User Input Form for Indigenisation.

33. Fuels, Oils, Greases, Hydraulic and Miscellaneous Fluids

36. Quality Assurance

SUPERVISING AND INSPECTION OF SERVICING WORK

Annex A- Control Systems Terminology

38. Checks on special occasions

ENGINEERING PRACTICES AND SAFETY PRECAUTIONS

Annex A- Authorised lives of airborne gas cylinders.

45. Engineering Practices and Safety Precautions-Workshops and Processes.

46. Tool Control

Annex A- Tools outfit Key Log

GROUND SUPPORT EQUIPMENT

48. Ground Support Equipment.

Annex A- Weekly Detail Sheet.

49. Calibration and Repair of Test Equipment

ORGANISATION AND MANAGEMENT

51. Engineering Management.

52. Air Publications.

53. Transportation of Bulky Stores Aircraft and Aero Engines

56. Tasks of Aviation Support Units

TECHNICAL INFORMATION, ORDERS AND INSTRUCTIONS

RELATING TO THE MAINTENANCE OF NAVAL AIRCRAFT

A Groups and layout of technical instructions

1. Technical information, orders and instructions are issued by IHQ

(b) To provide guidance information necessary to maintain Naval aircraft and

(c) To lay down the minimum safety precautions to be observed so that