NAMP Questions and Answers

NAMP Questions and Answers Title Naval aviation maintenance program Who signs COMNAVAIRFOR Previous Play Next Rewind 10 seconds Move forward 10 seconds Unmute 0:01 / 0:15 Full screen Brainpower Read More Objective of the NAMP The objective of the NAMP is to achieve and continually improve aviation material readiness of safety standards established by the CNO / COMNAVAIRFOR, with coordination from the CMC, with optimum use of manpower, material, facilities, and funds. COMNAVAIRFOR aviation material readiness standards include: Repair of aeronautical equipment and material at the level of maintenance which ensures optimum economic use of resources. Protection of weapon systems from corrosive elements through the prosecution of an active corrosion control program. Application of a systematic planned maintenance program and the collection, analysis, and use of data in order to effectively improve material condition and safety. Releasing aircraft safe for flight The person certifying safe for flight condition has the overall responsibility to provide the aircrew with the best product available. All personnel authorized to release aircraft safe for flight shall complete the approved type wing mandated PQS/JQR for training and certification of maintenance control and safe for flight personnel, be designated in writing by the CO, and shall comply with the following requirements as a minimum: Review the ADB to ensure all discrepancies are screened using the MESM for accurate reporting to ensure downing discrepancies and all flight safety QA inspections are signed off and a valid daily / turnaround inspections is completed. Ensure fuel samples are taken per T/M/S MIMs/MRCs/GAI manuals. Specific intervals for fuel samples are listed in the applicable aircraft MRCs. Unless otherwise specified in aircraft MRCs, fuel samples shall be taken within 24 hours preceding the aircraft's initial launch and shall not be valid for more than 24 hours. Ensure the oil consumption has been reviewed for each engine/gearbox prior to every flight (as required). Update aircraft W&B and configuration for each flight as applicable. During hot seating operations, review any new discrepancies with the debarking pilot to ensure flight safety and have the debarking pilot sign block 10 of the Aircraft Inspection and Acceptance Record verifying the aircraft is safe for flight. Review squadron aircraft and BUNO specific trending and analysis data and verify appropriate action taken prior to certification of aircraft safe for flight (3-65). The PIC shall review the ADB for aircraft discrepancies and corrective actions for at least the 10 previous flights and shall sign block 11 of the Aircraft Inspection and Acceptance Record, assuming full responsibility for the safe operation of the aircraft and t Parts of acceptance sheet Block 1 - Aircraft BUNO - Enter the BUNO of the aircraft Block 2 - T/M/S - Enter the T/M/S of the aircraft Block 3 - RPT CUST - Enter the reporting custodian of the aircraft. Block 4 - OXY - Indicate total gaseous or liquid oxygen onboard. N/A to aircraft with on board oxygen generation. Block 5 - FUEL - Indicate grade and quantity of fuel onboard. Block 6 - OIL - Indicate grade and quantity of oil added to each engine on board. Block 7 - DATE - Indicate date of acceptance by the PIC. Block 8 - ORD / Special Equipment / Limitations / Remarks - This section informs the pilot of uncorrected discrepancies or unique characteristics of the aircraft. Local instructions shall govern the specific content of this space. Block 9 - SIGNATURE of PC - Signature and rank/rate of the plane captain who inspected the aircraft. Block 10 - SIGNATURE of SFF - Signature and rank/rate of designated personnel certifying SFF. Block 11 - SIGNATURE OF PIC - Signature and rank of the pilot accepting the aircraft. Block 9 "I have personally inspected this aircraft IAW the applicable MRCs/checklists. Any discrepancies noted have been entered on CNAF 4790/38." Block 10 All personnel signing the record shall be designated in writing by the CO. If the aircraft is away from home and qualified releasing authority is not available, the PIC shall sign the certification in the SFF block. The debarking pilot of a hot seating crew shall sign here. Can also be MO, Maintenance Material Control Officer (MMCO), Material Control Officer (MCO), Desk Chief, HAC on CCX, etc. Signature of PIC "I have reviewed the discrepancy reports of the 10 previous flights, ensured proper filing of weight and balance data, and accept this aircraft for flight." A sheet for hot seats For hot seat evolutions, a new Aircraft Inspection and Acceptance Record will be initiated. As a minimum, 'Hot Seat' shall be entered in Block 8 and the new PIC shall review the ADB and sign Block 11. Performance of these actions will signify a physical continuation for flight of an inspected, serviced, and certified aircraft with a change in pilot or crew and adherence to hot seat servicing and inspection minimums. The debarking pilot shall sign Block 10. Turnaround inspections during hot seats Turnaround inspections are not required for aircraft participating in hot seat evolutions. Only those items pertaining to the refueling shall be required for aircraft participating in hot refueling evolutions when the aircraft is to be immediately relaunched. All applicable NATOPS checklists shall be complied with during such ground periods. When servicing or minor maintenance is performed during such ground periods, only those portions of turnaround inspections applicable to that servicing or maintenance need to be performed, as directed by Maintenance Control. This is not intended to limit commands for exercising their prerogative of performing inspections they deem necessary. Inspections / servicing intervals shall not be exceeded during successive evolutions. People required for daily Requires 5 people to crack the tail (4 on the pole and 1 running the wrench) and 2 people to check the fire detection system. Purpose of daily This inspection is conducted to inspect for defects to a greater depth than the turnaround inspection. The daily inspection is valid for a period of 72 hours commencing from the date and time the inspection is completed, provided no flight occurs during this period and no maintenance other than servicing has been performed. How long is daily good for Aircraft may be flown for 24 hours without another daily. This 24 hour period begins with the first launch following the accomplishment of the daily inspection. The 24 hours cannot exceed the 72 hour expiration of the daily unless the expiration occurs during a mission. In this case the aircraft will require a daily before the next flight. Turnarounds with dailys Turnaround requirements are not included in the daily inspection and must be accomplished separately. Accomplishment of a turnaround does not affect the 72 hour validity of the daily inspection. Maintenance after daily In the event maintenance, other than servicing, must be performed after the daily or turnaround inspection, Maintenance Control shall determine if a complete daily or turnaround or portion thereof is required. Daily during ccx COs may authorize PICs to conduct applicable T/M/S NATOPS pilot inspection, ensuring servicing requirements are accomplished, and sign the Aircraft Inspection and Acceptance Record in the certification block while operating away from home without qualified maintenance personnel for periods not exceeding 72 hours. Accomplishing these requirements, rather than completing all daily, turnaround, and fuel sampling requirements, is sufficient for SFF certification. People required for turnaround Requires 1 person for oil servicing unit (Red - Hydraulic, Green - Engine, Yellow - Transmission). Turnaround purpose This inspection is conducted between flights to ensure the integrity of the aircraft for flight, verify proper servicing, and to detect degradation that may have occurred during the previous flight (ISD). The turnaround inspection may be considered valid for a period of 24 hours commencing from the date and time the inspection is completed, provided that no flight and no maintenance other than servicing occurs during this period. The accomplishment of the daily does not satisfy the turnaround inspection requirements. Turnarounds between flights Accomplishment of a complete turnaround inspection is not required between repetitive flight evolutions interspersed with ground periods, such as passenger or cargo stops, hot seating, hot refueling, or short interruptions for adjustments during FCFs. All applicable NATOPS checklists shall be complied with during ground periods. When servicing or other minor maintenance is performed during such ground periods, only those portions of turnaround inspections applicable to that servicing or maintenance need to be performed, as directed by Maintenance Control. This is not intended to limit commands from exercising their prerogative of performing inspections they deem necessary. Inspection or servicing intervals shall not be exceeded during successive evolutions. DTA Turnarounds are commonly done by themselves; however, dailys are not routinely done without turnarounds (i.e. DTAs). Special inspection 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, Hourly special inspection Hours - 30, 60, 700, 1000 hour (± 10%) Days special inspection Days - 7, 14, 28, 30, 56, 112, 180, 224, 360, 364, 365, 546, 728 (± 3 days) Conditional inspection Conditional maintenance requirements are unscheduled events required as the result of a specific over-limit condition, or as a result of circumstances or events which create an administrative requirement for an inspection. A logbook or CM ALS entry is required for a conditional maintenance requirement which prescribes inspections to determine equipment condition, for example: airframe hard landing, predeployment, aircraft ferry, acceptance, transfer, and engine overspeed and overtemp inspections. Those conditional requirements which specify servicing or fluid sampling need not be logged. Phase inspection The phase maintenance concept divides the total scheduled maintenance requirement into small packages or phases of approximately the same work content. These are done sequentially at specified intervals. Completion of all required phases at their specified intervals completes the phase inspection cycle. The cycle is repetitive for the service life of the aircraft and is not interrupted during standard or special rework. Phase inspections are not included in the standard rework specifications and are not done during the standard or special rework process. Aircraft returning from standard or special rework have the next phase due upon expirations of the authorized interval from the last phase inspection completed.