Block X - Naval Aviation Maintenance Program

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The objective of the NAMP

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is to achieve and continually improve aviation material readiness and safety standards established by the CNO/COMNAVAIRFOR, with
coordination from the CMC, with optimum use of manpower, material, facilities,
and funds. Since all maintenance activities have similarities in mission,
operation, and administration, these areas have standardized organization and administration. The NAMP helps to standardize operations of any naval aviation
command. The Chief of Naval Operations is in charge of the NAMP.

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Naval aviation maintenance includes hundreds of

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personnel per command; however there are key personnel in every maintenance organization that drive the
production effort. The following list briefly described their duties and responsibilities.

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Maintenance Officer (MO).

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As head of the Maintenance Department, the MO
manages the department and is responsible to the CO for the accomplishment
of the department's mission. CV lMA MOs shall also coordinate the Air Wing
Training Plan to ensure billet requirements, personnel identification, and assignments are satisfied.

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Aircraft Maintenance Officer (AMO).

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Assistant head of the maintenance department. The AMO shall assist the MO in the performance of duties and
keep the MO fully informed of matters concerning, the department. Additionally the AMO coordinates temporary assigned duty personnel, inspects spaces, acts as the administrative officer in their absence, liaisons with
the Operations department, manages the SE training and licensing program (0level),
utilize NTMPS/FLTMPS for manpower management and additional duties as defined in the NAMSOPS.

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Maintenance/Material Control Officer (MMCO).

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Responsible for the overall
production and material support of the department. The MMCO coordinates and
monitors the department workload while maintaining liaison with supporting
activities and the Supply Department to ensure requirements and workload are
known and satisfied. Additionally the MMCO is responsible for preparing and
publishing the MMP.

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Maintenance Master Chief Petty Officer (MMCPO).

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Senior Enlisted Advisor for
the Maintenance Department, reports to the MO and advises the CO in all matters affecting aircraft operations, aircraft maintenance, and department
personnel. The MMCPO directs all maintenance in an operational unit on a day-to-day basis in support of its operations and assigned missions. The MMCPO's charter is to maintain assigned aircraft and aeronautical equipment in an RFT status while providing training for those in the Maintenance
Department to improve the maintenance process.

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Quality Assurance Officer (QAO).

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QAO will ensure personnel assigned to perform QA functions receive continuous training in inspecting, testing, and quality control methods specifically applicable to their area of assignment. The QAO will also ensure QARs receive cross training to perform those QA
functions not in their assigned area. This training should include local training courses, OJT, rotation of assignments, PQSs, and formal schools.

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Material Control Officer (MCO).

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Supply corps officers assigned to a deployable squadron will be assigned as the MCO for the handling of finances, material requisition etc ..

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Maintenance Concepts (Ref a)
The NAMP lS founded upon the three-level maintenance concept and is the authority governing management of O-level, I-level, and D-level aviation maintenance.

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It provides the management tools required for efficient and
economical use of personnel and material resources in the performance of maintenance. It also provides the basis for establishing standard organizations,
procedures, and responsibilities for the accomplishment of all maintenance on naval aircraft, associated material, and equipment. The three levels of maintenance are:

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O-Level.

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Maintenance which is performed by day basis in support of its own operations.
maintain assigned aircraft and aeronautical capable status. an operating unit on a day-toThe O-level mission is to equipment in a full mission

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I-level.

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The I-level maintenance mission is to enhance and sustain the combat readiness and mission capability of supported activities by providing quality and timely material support at the nearest location with the lowest practical resource expenditure.

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D-level.

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Performed at or by FRC sites to ensure continued flying integrity of airframes and flight systems during subsequent operational service periods. D-level maintenance is also performed on material requiring major overhaul or rebuilding of parts,assemblies, subassemblies, and end items It includemanufacturing parts, modifying, testing, inspecting, sampling,
and reclamating. FRC sites support O-level and I-level maintenance by
providing engineerlng assistance and performing maintenance beyond their
capabilities.

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The two types of maintenance described in the NAMP are

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rework and upkeep.

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rework

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Rework is the restorative or additive work performed on aircraft, aircraft equipment, and aircraft SE at FRCs, contractors' plants, and such other industrialestablishments designated by TYCOMs.

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upkeep.

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is the preventive, restorative, or additive work performed on aircraft, equipment, and SE by
operating units and aircraft SE activities.

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First we will focus on the upkeep maintenance; there are many different inspections that fall into this category, below is a short list of the types of upkeep inspections/maintenance

Turnaround.

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

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Daily.

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Conducted to inspect for defects to a greater depth than the turnaround inspection. It is valid for 72 hours without flight or major
maintenance and the aircraft can be flown for 24 hours before another daily
is needed as long as it does not surpass the 72 hour time limit.

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Special

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This inspection is a scheduled inspection with a prescribed
interval other than daily or phase. The intervals are specified in the applicable PMS publication and are based on elapsed calendar time, flight hours, operating hours, or number of cycles or events, for example, 7, 28 days; 50, 100, 200 hours; 10, 100 arrestments; or 5,000 rounds fired. In some cases, aircraft special inspections contain within them engine inspection requirements. They are referred to as combined airframe and engine special inspections.

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Conditional.

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Conditional maintenance requirements are unscheduled events required as the result of a specific overlimit condition, or as a result of circumstances or events which create an administrative requirement for an inspection.

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Phase.

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This inspection divides the total scheduled maintenance requirement into smaller packages, or phases of the same work content. These are done sequentially and at specified intervals.

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Acceptance.

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Performed at the time a reporting custodian accepts a newly assigned aircraft or support equipment from any source and on return of an aircraft from SDLM or other major depot level maintenance.

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Transfer.

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Performed at the time a reporting custodian transfers an aircraft or support equipment.

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Second is rework maintenance

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since rework is a more intensive type of maintenance it is performed at D-Level.

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Reliability centered maintenance (RCM).

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A process to ensure that assets continue to do what their users require in their present operating context.
The military adopted the RCM from the commercial aviation industry in the mid-1970s. As a result we now have different types of rework maintenance
modeled after the RCM concept such as th~ Aircraft Service Period Adjustment
(ASPA) and Periodic Malntenance Interval (PMI).

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Maintenance and Production Control (Ref a)

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Management is defined as "the efficient attainment of objectives," and maintenance as, "all actions taken to retain material in a serviceable condition or to restore it to serviceability". When combined, maintenance management can be defined as "the actions necessary to retain or restore material or equipment
to a serviceable condition with a minimum expenditure of resources". It is the responsibility of every maintenance manager to manage resources in an efficient
manner.

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The main difference between maintenance control and production control

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is the level of maintenance at which the duties are performed.

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Maintenance control is at the

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O-level

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production control is at the

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I-level

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Requirements for being
qualified to perform the duties of maintenance and production control differ in the

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schools required to be qualified for the duties prescribed in the NAMP.

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Two of the most critical aspects in naval aviation are the release of an

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aircraft safe for flight and the acceptance of the aircraft. Both of these functions carry a great deal of importance and go hand in hand to ensure the
safety of the aircrew and the aircraft. The person certifying a safe for flight condition has the overall responsibility to provide the aircrew with the best product available.

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Monthly Maintenance Plan (MMP). The purpose of the MMP is to provide

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scheduled control of the predictable maintenance workload, for example, inspections, t
ransfer or receipt of aircraft, and compliance with TDs. By scheduling predictable maintenance, the capability for accomplishing unscheduled work can be
determined. In addition, requirements for SE, material, manpower, and other
factors affecting the maintenance operation can be determined in advance of
actual need. It is prepared and distributed by the 25th of each month at the O level and the 1st of each month at I-level.

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Aircraft logbook

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The logbook is a
hard bound record of equipment,
inspections,
scheduled removal items, and installed equipment. Each aircraft logbook shall have a record of rework,
major repairs,
flight and operational data; also included in the logbook is a record of maintenance directives affecting the aircraft, its components, and accessories.

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Each logbook is broken down into different sections;

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they are Non-aging record,
Flight time,
Inspection records, Repair/Rework,
Technical Directive,
Miscellaneous History, Preservation and De-preservation record,
Installed Explosive Devices, Inventory Record,
Assembly Service Record, Equipment History Record, Scheduled Removal Components cards (SRCs), Aviation Life Support System
records,
and Aeronautical Equipment Service Records (AESRs).

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Quality Assurance (QA) (Ref a)
Quality Assurance (QA).

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The QA concept is fundamentally the prevention of the occurrence of defects. The concept embraces all events from the start of the
maintenance operation to its completion and is the responsibility of all
maintenance personnel. The achievement of QA depends on prevention, knowledge,
and special skills. The principle of prevention is that it is necessary to preclude maintenance failure. This principle extends to safety of personnel, maintenance of equipment, and virtually every aspect of the totalmaintenance
effort. Prevention is about regulating events rather than being regulated by them.

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QA is a relatively small group of highly skilled personnel
The permanently assigned personnel under the QA Officer are responsible for conducting and managing the department's QA effort. Different levels of inspectors are included in the Quality Assurance organization, they are:
Quality Assurance Representative (QAR).

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The maintenance personnel assigned to QA are known as QARs, They certify that the work involved has been
personally inspected by them; it has been properly completed, and is in
accordance with current instructions and directives

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Collateral Duty QAR (CDQAR).

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Although CDQARs are assigned to production
work centers, they function in the same capacity as QARs and must meet the same qualifications. CDQARs may be assigned on a temporary or permanent basis.

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Collateral Duty Inspector (CDl).

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CDls assigned to production work centers are to inspect all work and comply with the required QA inspections during
all maintenance actions performed by their respective work centers. They
are responsible to the QA Officer when performing such functions. CDls will
spot check all work in progress and will be familiar with the provisions and
responsibilities of the various programs managed and audited by QA

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QA manages and monitors many programs in the maintenance department, they insure the workcenters and personnel are doing maintenance in accordance with the NAMP and all applicable instructions. The programs managed by QA are:
Central Technical Publications Library (CTPL).

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It provides a central source
of up-to-date information for use by all personnel in the performance of their work, and it is an excellent source of reference information to facilitate personnel training and individual improvement.

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Maintenance Department/Division Safety.

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QA is assigned overall
responsibility for Maintenance Department safety; however the intent is not to confllct with any portion of the activity's overall safety program but to assist in coordination of the total safety effort. QA's duties within the departmental/divisional safety scope are to disseminate safety posters/literature, report all hazards/mishaps/ unsafe practices within the
department, conduct safety meetings at least monthly, and to coordinate with the Aviation Safety Officer.

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Quality Assurance Audit Program. Auditing is an assessment of the

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effectiveness of programs managed within the Maintenance Department. Audits serve as an orderly method of identifying, investigating, and correcting
deficiencies on a scheduled and unscheduled basis. The CSEC is a tool used by QA
during the audits that provides a standardized objective measurement tool to
conduct audits.

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There are three types of audits that QA performs;
Special

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

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Workcenter

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Conducted semi-annually to evaluate the overall quality
performance of each work center. All areas of the work center are evaluated
including personnel, monitored and managed programs, logs and records, licenses, etc ..

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Program audits.

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evaluate specific programs, providing a systematic and
coordinated method of identifying deficiencies and determining adequacy of
and adherence to technical publications and instructions. QA shall audit the programs, at a minimum, annually.

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SE Misuse/Abuse.

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Proper operation of SE is the key to safe and efficient
aircraft/equipment maintenance. Improper use of SE has resulted in personnel
injury, excessive ground handling mishaps, repair, replacement costs, and reduced operational readiness. All personnel operating SE must be fully knowledgeable of
operational characteristics, safety precautions, emergency procedures, and be
qualified/licensed for designated T/M/S

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Aircraft Confined Space Program (ACSP).

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The objective of the ACSP is to ensure a safe environment is maintained when working on aeronautical equipment fuel
cells and tanks. Activities not having a sufficient demand for entry authority (EA) services use the services of the supporting FRC site EA.

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Naval Aviation Maintenance Reporting Program (NAMDRP).

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QA maintains the
program blnder and assists with the reporting of substandard workmanship,
improper QA procedures, and deficiencies in material and publications.