TECHNICAL MANUAL AERONAUTICAL EQUIPMENT MAINTENANCE MANAGEMENT POLICIES AND PROCEDURES. Approved for public release; distribution is unlimited.

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1 TECHNICAL MANUAL AERONAUTICAL EQUIPMENT MAINTENANCE MANAGEMENT POLICIES AND PROCEDURES * TM DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited. * This TM supersedes TM , dated 30 July HEADQUARTERS, DEPARTMENT OF THE ARMY 25 APRIL 2012

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3 LIST OF EFFECTIVE PAGES Insert latest changed pages; dispose of superseded pages in accordance with regulations. NOTE: On a changed page, the portion of the text affected by the latest change is indicated by a vertical line, or other change symbol, in the outer margin of the page. Changes to illustrations are indicated by miniature pointing hands. Changes to wiring diagrams are indicated by shaded areas. Dates of issue for original and changed pages are: Original April 2012 TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 89, CONSISTING OF THE FOLLOWING: Page No. *Change No. Page No. *Change No. Cover A B Blank i ii iii iv Blank Blank *Zero in this column indicates an original page. 7-6 Blank Blank Blank A A Glossary Glossary Glossary Glossary Glossary Glossary Glossary Glossary Glossary Glossary-10 Blank A/(B blank)

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5 * TM TECHNICAL MANUAL HEADQUARTERS, DEPARTMENT OF THE ARMY No WASHINGTON, D.C., 25 APRIL 2012 AERONAUTICAL EQUIPMENT MAINTENANCE MANAGEMENT POLICIES AND PROCEDURES REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS You can help improve this manual. If you find mistakes or know of a way to improve procedures, please let us know. Mail your letter, (Recommended Changes to Publications and Blank Forms) l located at the back of this manual, directly to: US. You can improve this manual. If you find any mistakes or if you know of a way to improve these procedures, please let us know. Mail your letter or DA Form 2028 (Recommended Changes to Publications and Blank Forms), l located in the back of this manual, directly to: Commander, U.S. Army Aviation and Missile Command, ATTN: AMSAM-MMA-NP, Redstone Arsenal, AL A reply will be f furnished to you. You may also send in your comments electronically to our address: 2028@redstone.army.mil or by fax /DSN For the World Wide Web use: Instructions for sending an electronic 2028 may be found at the back of this manual immediately preceding the hard copy Distribution Statement A: Approved for public release; distribution is unlimited. TABLE OF CONTENTS CHAPTER 1 General Purpose Scope Definitions Responsibilities General Army Logistics Information Systems (LIS) Aircraft Record Keeping Materiel Condition Status (Readiness) Reporting CHAPTER 2 Aviation Preventive Maintenance Systems General Scheduled Inspections Maintenance Inspection Methods Recurring Special Inspections Non-Recurring Special Inspections Preflight Inspection Thru-Flight Inspection Post-Flight Inspection Transfer Inspection Acceptance Inspection Inspection of Aviation Systems in Storage CHAPTER 3 Maintenance Test Flights, Operational Checks, and Evacuation Procedures Maintenance Test Flights Maintenance Test Flight Accomplishment Maintenance Test Flight Check Sheets Recording Maintenance Test Flights Functional Ground and Flight Checks Functional Ground and Flight Checks Accomplishment Page * This TM supersedes TM , dated 30 July i

6 TABLE OF CONTENTS (Cont) Page 3-7 Functional Check Flight Check Sheets Recording Functional Check Flights Maintenance Operational Check Requirements Maintenance Operational Check Accomplishment Flights and Maintenance Inspections under Operational Emergencies Evacuation of Grounded Aircraft CHAPTER 4 Aircraft Component Replacement and Reuse Procedures General The Army Warranty Program Replacement of Limited Service Life Components Replacement of Components on Aviation Systems Being Transferred Removal of Components Reuse of Serviceable Parts Components Obtained through Cannibalization Reuse of Components Removed from Crash Damaged Aviation Systems or Aviation Systems Involved in an Accident Components Exposed to Fire and/or Saltwater Immersion Repair and Overhaul of Components Component Historical Records Receipt of Electronic Messages Managed Components With Missing Data Plates Counterfeit or Bogus component/part awareness CHAPTER 5 Component Serialization General Conditions That Require Item Serialization Assignment of New Component Serial Numbers Unique Item Identifier (UII) CHAPTER 6 Aircraft Component Repair Kits General Procedures for Obtaining and Use of Repair Kits CHAPTER 7 Depot Level Repair/Overhaul Operations General Accountability of Aviation Systems during Depot Maintenance Programmed Depot Maintenance of Army Aviation Systems Un-programmed Depot Maintenance of Aviation Systems Limited Depot Level Maintenance Performed by ASC Activities Special Responsibilities Depot Maintenance Standards Recording and Reporting CHAPTER 8 Aviation Corrosion Prevention and Control Policy Aviation Corrosion Prevention and Control Policy General Responsibilities Methodology Procedures ii

7 TABLE OF CONTENTS (Cont) Page 8-6 Aircraft Wash Frequency Aviation Systems and ATC Associated Equipment Required References CPC Training CHAPTER 9 Processing Requirements for Aeronautical Equipment Prior to Disposal General Identification and Processing of CSI Items Responsibility for Mutilation Criteria for Condemnation How to Mutilate, General How to Mutilate, Groups Data Plates, Information Tags and Etched Markings Parts for Training, Educational, Research and Developmental Verification and Certification Disposal of Non-condemned Items Through the DRMO CHAPTER 10 Controlled Exchange and Cannibalization of Aviation Materiel Controlled Exchange or Cannibalization of Materiel Controlled Exchange by Unit, Organization, or Activity Documentation Required Controlled Exchange Approval Inventory Control of Cannibalized Managed Components CHAPTER 11 Static and Museum Displays Purpose Requests for Display Aircraft and Associated Items Processing Requirements Explanation of Preparation Actions Reporting of Pilfered or Missing Display Items Disposal of Display Aircraft CHAPTER 12 Aviation Systems Transfer and Standards of Serviceability at Time of Transfer General Aircraft Transfer From One ULLS-A(E) Unit to Another ULLS-A(E) Unit Aircraft Transfer From an ULLS-A(E) Unit or a non-ulls-a(e) Unit Standards of Serviceability CHAPTER 13 Aeronautical Items Used for Maintenance Training General MTAs Mission Design Series (MDS) Item Identification for MTAs, Isolated Aeronautical Elements, or Other Training Devices Maintenance Requirements Configuration Control Records and Historical Data Lost or Missing Logbook/Historical Data DA Form 2410 Submission Theft or Misappropriation of Training Items Controlled Substitution of Components iii

8 TABLE OF CONTENTS (Cont) Page Classification/Reclassification to Training Aircraft/MTA Data Plate Control Disposal of Maintenance Training Aircraft/UAS APPENDIX A References A-1 GLOSSARY Glossary-1 iv

9 CHAPTER 1 GENERAL 1-1. PURPOSE. This manual establishes standards that apply to maintenance of all Army aviation systems (aircraft/helicopters/unmanned Aircraft Systems (UAS)), aviation subsystems and ancillary aeronautical equipment SCOPE. This manual applies to all elements of the active Army including the Army National Guard, Army Reserve, depots and contractors engaged in the operation, maintenance, or storage of Army aviation systems, aviation associated equipment and applicable components owned and managed by the Army DEFINITIONS. Definitions that apply to this manual are contained in the Glossary RESPONSIBILITIES. It is the responsibility of each Commander and/or person in equal management positions of Department of Defense (DoD) contract support maintenance activities, to ensure full compliance with the standards prescribed in this manual GENERAL. a. The maintenance standards contained in this manual are established as basic mandatory requirements to which aeronautical equipment manned and unmanned will conform. b. Specific maintenance tasks and inspections will be performed In Accordance With (IAW) all appropriate airworthiness documents and publications. This manual is categorized as a general information publication. If a Department of the Army (DA), or DoD regulation or technical publication conflicts with the requirements or information in this manual, the regulation or technical publication will take precedence, unless specifically stated otherwise. c. Aviation systems using DA approved Original Equipment Manufacturer (OEM) or Federal Aviation Agency (FAA) standards and practices for maintenance will comply with those processes in lieu of processes outlined in this manual. d. Local purchase of aviation Critical Safety Items (CSI) is not authorized without prior approval by Aviation and Missile Command (AMCOM) ARMY LOGISTICS INFORMATION SYSTEMS (LIS). The Army Aviation community that has been fielded Army approved LIS, formerly known as Standard Army Management Information Systems (STAMIS), are required to utilize and not deviate from the systems and/or DA PAM (Functional Users Manual for the Army Maintenance Management System-Aviation (TAMMS-A)) without written approval from Headquarters (HQ), DA, G AIRCRAFT RECORD KEEPING. DA PAM is the Army s authority for the use, preparation and disposition of aviation systems forms and records. No deviation from DA PAM is authorized except for the special instructions stated in this Technical Manual (TM), or DA G4 or AMCOM letters of deviation, or a DA G4 or AMCOM electronic message MATERIEL CONDITION STATUS (READINESS) REPORTING. Units and organizations that own Army aviation systems and aviation ground support equipment are responsible for reporting materiel condition status on all equipment IAW Army Regulation (AR) AR Units are not excluded from reporting ground equipment (such as: Aviation Ground Power Unit (AGPU)) data because they do not have access to Standard Army Maintenance System-Enhanced (SAMS-E) or an Installation Material Condition Status Reporting Systems (IMCSRS). 1-1/(1-2 blank)

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11 CHAPTER 2 AVIATION PREVENTIVE MAINTENANCE SYSTEMS TM GENERAL. a. Aviation systems preventive maintenance inspection systems consists of a series of recurring inspections, checks, and services. The systems are designed to retain items in a specified operational condition by providing systematic inspection, detecting and preventing incipient failures of aviation systems and aviation associated equipment during the item s life cycle. The systems provide for scheduled inspections, checks, services, and maintenance actions required by certain situations, conditions, or incidents at a predetermined interval. b. The Commander and/or person in equal management position is responsible to ensure that all maintenance actions are accomplished per the proper maintenance publications. The Commander shall emphasize the importance of proper maintenance. Preventive maintenance requirements, for various aviation-associated equipment are published in separate technical publications for each system. c. The variety of aviation systems in the Army inventory has resulted in several different inspection methods being used. No matter what method is used the inspections are all part of the aviation and Unmanned Aircraft (UA) preventive maintenance programs. The preventive maintenance programs include instructions for inspecting aviation systems and processing damaged aviation systems due to combat, environment, weather, or accident/incident. All inspections, checks, services, and related maintenance actions shall be documented using the Army s standard automated system, or the appropriate forms and records per DA PAM , or other DA guidance. d. The current automated system is Unit Level Logistics System-Aviation (Enhanced) (ULLS-A(E) which has several tools that assists with documenting inspections, Progressive Phase Maintenance (PPMs) and Phases. Quality Control (QC) personnel shall maintain the Major Maintenance Events (MMEs) for the inspections, PPMs and Phases. QC will make the changes in ULLS-A(E) to the MMEs, PPMs and/or phases whenever there is a change in TMs/Electronic Technical Manuals (ETMs)/Interactive Electronic Technical Manuals (IETMs), or PPMs, or Phase manuals either by official changes to manuals or by safety messages. e. The operating hours on an airframe shall not be zeroed or adjusted as a result of a basic overhaul, or depot level airframe modification. AMCOM or Program Executive Office (PEO)-Aviation may direct that the original airframe hours be zeroed when an aviation system has undergone extensive depot level work, which results in a major configuration change which includes the assignment of a new airframe serial number (SN). When this happens the previous airframe serial number and airframe hours logged against that serial number must be documented on the DA Form , Historical Record for Aircraft SCHEDULED INSPECTIONS. a. Inspections are due at a predetermined flying hour and/or calendar interval. The inspections provide for systematic examination of the aviation systems at specified intervals during their service life. The intervals for scheduled maintenance inspections are published in the applicable TM/ETM/IETM or phase maintenance checklists. Planning and scheduling will be used to maximize use of available flying hours. b. The Commander (not lower than the grade of Major General or civilian equivalent) may authorize temporary exception to maintenance actions when an aviation system or aviation-associated equipment is subjected to unusual situations; such as, combat operations, matter of life or death in civil disasters, adverse environmental or weather conditions, the mission type, periods of extended inactivity, or when flight crew and/or maintenance personnel experience level overrides the consequences of continued operation. c. Aviation systems that are classified as non-standard (not identified in AR ) will be inspected and maintained as follows: (1) Systems that have been reclassified to non-standard will be inspected and maintained using the original TMs/ETMs/IETMs and maintenance procedures. 2-1

12 (2) Systems gained from other United States military services will be inspected and maintained using the manuals and methods of the other military service. (3) Systems that are "civilian in nature," or are extensively modified, or in development evaluation, seldom have established military maintenance procedures. These systems will be inspected and maintained using the manufacturer s maintenance instructions and manuals. All actions shall be documented per DA PAM , unless directed otherwise by AMCOM or PEO-Aviation MAINTENANCE INSPECTION METHODS. a. These methods include the following: the Phase Maintenance Inspection (PMI), a Preventive Maintenance Daily (PMD), and/or a Preventive Maintenance Service (PMS). They provide a methodical examination of the aircraft and associated equipment. Requirements for these inspections are in the applicable PMD, PMS and PMI checklists. b. PMD and PMS are visual inspections that include some operational checks. The aircraft and associated equipment is checked to ensure satisfactory performance during the interval between phase inspections. Disassembly of components is not required unless major faults are found, but removal of screens, panels, and inspection plates may be required to complete the inspection. (1) PMD Inspections are required after the last flight of the mission day or before the first flight of the next mission day. Flights/missions extending beyond 24 hours from the first take off of the mission that calls for intermediate stops, servicing, loading/unloading, and so on does not require a new PMD inspection to complete the mission. The PMD is due at first engine shutdown or crew change after passing 24-hours from the first take off of the mission. Refer to the individual aircraft PMD checklist for specific requirements. (2) PMS Inspections are similar to a PMD inspection with the primary difference being the scope and depth of the inspection. The interval may vary depending on the type of aircraft. This type of inspection is considered a recurring inspection and shall be listed on the aircraft DA Form The tolerance window stated in paragraph 2-4 will not be used to extend the PMS inspection interval. Some PMS checklists state that when the forecasted flying hours for a mission, is greater than the number of hours remaining until the PMS is due, the inspection must be completed before the start of the mission; however, some other checklists permit an extension of the due time. Deliberate over-flights of the PMS due time should be avoided; any extension or deferment of the PMS could be inherently dangerous. Unless specifically authorized in the applicable PMS checklist, or approved by the Commander under the provisions in paragraphs 3-11 or 3-12, over-flight of the PMS inspection interval is prohibited. c. A PMI is a thorough and searching examination of the aircraft and associated equipment which includes a SN verification of installed tracked components against the aircraft DA Form /DA Form and AM- COM s The Army Maintenance Management System - Aviation (TAMMS-A) web portal (also known as Maintenance Consolidated Data System (MCDS)). Components will not be disassembled for the sole purpose of verifying an SN. Notify the 2410 Hotline when discrepancies are found. Removal of access plates, panels, screens, and some partial disassembly of the aircraft are required to complete the PMI. PMIs are due after an appointed number of flying hours from the completion of the last PMI. PMI cycle numbers and requirements are listed in the applicable aircraft PMI checklist. Requirements may vary depending on the PMI cycle number. PMIs are numbered consecutively within a cyclic system. When the last inspection in the cycle is completed, the numbering system restarts with the next inspection due being number one. For example; aircraft that have a four inspection cycle, the phase inspections will be number 1, 2, 3, 4 (end of first cycle); restart, perform inspection number 1, 2, 3, 4 (end of second cycle), and so on. PMIs must be completed in sequence. If an aircraft is subjected to a depot level overhaul and/or RESET, before the end of a cycle, the sequence number will be reset to number one. The sequence number will not be reset when only depot level repairs are accomplished. Depot level repairs must not be confused with depot overhaul. A PMI is complete when all maintenance and inspection requirements have been completed. 2-2

13 d. The PPM method resembles the PMI method; however, it is a separate inspection method that must not be confused with the PMI method. This inspection method currently applies only to the OH-58D series helicopters. The PPM inspection method consists of two interrelated parts. Part I is a series of separate progressive inspection checklists that become due after a designated number of flying hours. Part II consists of a PMS type inspection that is required after a designated number of flying hours, or expiration of a number of calendar days (whichever comes first). The PMS requirements are performed between progressive phase inspection intervals and are also included as a part of each PPM element. The unique nature of this inspection method provides the greatest mission flexibility; however, the requirements stated in the PPM checklist must be followed as written. (1) Part I of the PPM inspection method is a series of progressive inspection checklists that are sequentially numbered and must be performed in sequence. Inspections are due after an appointed number of flying hours. Each progressive inspection due time is figured from the start of the progressive inspection cycle, not from the completion of the last PPM. If an inspection is completed early or late it does not affect the scheduling of the remaining inspections in the cycle. For example, if there are 15 inspections per cycle, and the interval between inspections is 40 flying hours, and the current cycle started when the aircraft had 1380 hours, the first progressive inspection is due at 1420 hours, the second at 1460 hours, the third at 1500 hours, and so forth. If the second progressive inspection was completed at 1455 hours, the third progressive inspection is still due at 1500 hours. This method is unusual in that when a progressive inspection comes due the aircraft is not taken out of service: instead it is allowed to continue in use with the checklist requirements being performed when the aircraft is available. The checklist requirements may be performed all at one time, or spread out over a period of time until the next progressive inspection is due. For example, if the progressive inspection interval is 40 hours with the next progressive inspection being due at 1320 hours, and the PPM checklist authorizes the PPM element to be started up to 4 hours early (as early as 1316 aircraft hours), all tasks listed in the PPM element and the PMS checklist must be completed no later than 1360 aircraft hours (a window of 44 hours). If the PPM inspection element is not completed before the next scheduled PPM (1360 in the example above), the aircraft must be placed in an "X" (grounding) status until all required actions have been completed. A SN verification of installed tracked components against the aircrafts DA Form and AMCOMs TAMMS-A portal is required. Components will not be disassembled for the sole purpose of verifying a SN. Notify the 2410 Hotline when discrepancies are found. (2) Part II of the PPM inspection method is considered a preventive maintenance service. The PPM-PMS checklist has a dual purpose. First it details the requirements of the PPM-PMS inspection that must be performed after an appointed number of flying hours or calendar days. Second, it reduces the overall size of the PPM manual by listing items that are common to all PPM elements. The appointed number of flying hours or calendar days between PPM-PMS inspections is stated in the PPM manual. It is necessary that the PPM-PMS inspections be completed at regular intervals. However, if the forecasted flying hours for a mission are greater than the number of hours remaining until the next PPM-PMS inspection, the inspection should be completed before the start of the mission. The PPM-PMS inspection should not be over flown except, for the conditions stated in paragraphs 3-11 and e. Cycle Service Inspection Requirements consists of four service modules. This program includes four inspection elements; Preventative Maintenance Services Modular Daily Inspection Checklist (PMS1), Preventative Maintenance Services Cycle Service Program Intermediate Inspection Checklist (PMS2), Preventative Maintenance Services Cycle Service Program Inspection (PMS3), and Preventative Maintenance Services Corrosion Prevention Checklist (PMS4). All four elements provide a continuous and 400 hour cyclic examination of the aircraft and associated equipment. (1) PMS1 requirements are stated in such a manner as to establish what equipment is to be inspected and conditions to be sought. The inspection consists of a visual examination and operation checks to determine if the aircraft can safely and efficiently perform its assigned mission. The PMS1 is required after the last flight of the mission day or before the first flight of the next mission day. Flights/missions extending beyond 24 hours from the first take off of the mission that calls for intermediate stops, loading/unloading, servicing and so on does not require a new PMS1 inspection to complete the mission. The PMS1 is due at first engine shutdown or crew change after passing the 24 hour mark from the first take off of the mission. When an aircraft does not fly for 14 consecutive calendar days a daily inspection and an engine ground run must be accomplished. 2-3

14 (2) PMS2 requirements are due within 200 hours with a minus (-) 10 to a plus (+) 10 flight hours from the completion of the last PMS3. This window is the maximum and shall not be exceeded except in actual operational emergencies. (3) PMS3 requirements are due at 400 hours with a minus (-) to a plus (+) 10 flight hours from the completion of the last PMS3. This window is the maximum and shall not be exceeded except in actual operational emergencies. The PMS3 includes all the requirements of PMS2. (4) PMS4 contains the requirements for both the abbreviated and in-depth inspections required by the aircraft TM/ETM/IETM. f. Combat Phase Maintenance (CPM) Inspection is an abbreviated phase maintenance inspection that is used only under combat or extreme emergency conditions. When the Commander authorizes a CPM in place of a standard phase maintenance inspection, only selected items that are identified by the letter C in the aircraft Phase checklist are used; therefore, the following conditions will apply: (1) CPM inspections shall be accomplished when due and must not be over flown except for the conditions stated in paragraphs 3-11 and (2) Items annotated by the letter "C" in the respective Phase Checklist, along with any special inspection requirements listed on DA Form (Equipment Inspection Record), will be considered as the minimum mandatory CPM requirements. (3) Under no circumstance will the CPM requirements be used for consecutive inspections. After the completion of a CPM inspection, the next sequence numbered standard phase must be performed, at the interval stipulated in the Phase checklist. (4) CPM inspections will not use a sequence number. The next Phase will follow the normal sequence number. For example, if phase number 2 was the last phase completed, then the CPM was performed, the next phase due will still be number 3. g. Recurring Special Inspections are inspections or maintenance actions that occur at intervals not usually compatible with other scheduled preventive maintenance inspections. Special recurring inspection requirements for UA and aviation associated equipment (such as, weapons, engines, etc.) are normally listed in the associated equipment TMs/ETMs/IETMs. All special inspections are an important part of the preventive maintenance program. Methods used to schedule the different types of special recurring inspections are: (1) Flight hour based requirement is an inspection that is due after an appointed number of flight hours. For example, filter replacement or oil samples. (2) Calendar based requirement is an inspection that is due after the expiration of days, months, or years. For example, a fire extinguisher weight check, or aircraft inventory inspection. (3) Combined calendar and flight hour requirement is an inspection that has a dual criteria; flight hours and calendar time. Inspections are due at the next flight hour or calendar time, whichever comes first. For example; a battery check every 25-flight hours or every 30 days, whichever occurs first. (4) Rounds fired, cycles, starts, or HSF is an inspection that is due after an appointed number of rounds fired (weapons), cycles operated (digital engine control unit (DECU), landing gear), engine starts or Hot Section Factor (HSF). (5) Auxiliary power units (APU) hours or APU starts is an inspection that is due after an appointed number of APU operating hours or APU starts. 2-4

15 2-4. RECURRING SPECIAL INSPECTIONS. Recurring special inspections are inspections that occur at intervals that are not usually compatible with other scheduled preventive maintenance inspections. The special recurring inspection requirements are normally listed in Chapter 1, of the applicable aviation systems -23 maintenance manuals. These inspections may be accomplished within a window of plus or minus 10 percent of the inspection interval, not to exceed five flight hours or 30 calendar days, unless otherwise stipulated in the individual aviation system TM/ETM/IETM. The importance of accomplishing and documenting recurring special inspections or maintenance actions when they are due is critical. Inspections that are accomplished within the window of plus or minus 10 percent have not exceeded the maintenance action intervals. The tolerance window is a tool to be used to align the inspection with other maintenance actions but should not be used just to extend the scheduled due date. NOTE The tolerance window will not be used to adjust the due time of any Phase, or any type of PMS inspection or any re-torque requirements. a. Tolerance window for flying hour based special inspections: (1) Flying hour special inspections completed within the tolerance window will not be out of scheduled sequence for that specific period. The next inspection due time will be figured by adding the inspection interval to the originally scheduled time. For example, if an inspection with a 25-flight hour interval was due at 1550 aircraft hours and it was completed between and hours (25 X 10% = 2.5 hours), the next scheduled inspection would be due at 1575 aircraft hours, or a 75 hour interval was due at 1550 aircraft hours and it was completed between 1545 and 1555 hours (75 X 10% = 7.5 hours not to exceed 5 hours) the next scheduled inspection would be due at 1625 aircraft hours. (2) Flying hour special inspections completed outside of the tolerance window will be out of scheduled sequence for that specific period. The next inspection due time will be figured by adding the inspection interval to the flight hours on the aircraft when the inspection was completed. For example, if an inspection with a 50-flight hour interval is due at 1550 aircraft hours and the inspection was completed at 1543 hours (7 hours early), add the inspection interval (50 hours) to the hours that were on the aircraft (1543), making the next inspection due at 1593 aircraft hours instead of 1600 aircraft hours. b. Tolerance window for calendar based special inspections: (1) Calendar inspections completed within the plus or minus 10 percent window tolerance not to exceed 30 days, will not be out of scheduled sequence for that specific period. The next inspection due time will be figured by adding the inspection interval to the originally scheduled date. For example, if an inspection with a six-month (180 day) interval was due on 31 January 2010 and it was completed between 13 January and 18 February 2010 (180 X 10% = 18 days), the next scheduled inspection would be 31 July 2010, or a 365 day was due 15 May 2010 and it was completed between 15 April and 15 June 2010 (365 X 10% = 36.5 days not to exceed 30 days) the next scheduled inspection would be due at 15 May (2) Calendar inspections completed outside of the plus or minus 10 percent tolerance window will be out of scheduled sequence. The next inspection due date will be figured by adding the inspection interval to the date that the inspection was completed. For example, if an inspection with a six-month interval is due on 31 January 2010, and it is completed before 13 January or after 18 February 2010, the next inspection will be due six-months from the date of completion (if completed 09 January 2010 next due date would be 09 July 2010). c. Tolerance window for special inspections with a dual criteria (flying hours and calendar time). The same guidelines apply when inspections, checks, or services, are scheduled using the dual criteria method. For example, a battery inspection is due every 30 days or 50 flight hours, if the aircraft or UA had 1709 hours when the last inspection was completed on 22 May 2010 the next inspection is due at 1759 hours or on 22 June 2010, whichever comes first. Using the plus or minus 10 percent tolerance window not to exceed 5 hours or 30 days, the next inspection is due between 19 June and 25 June 2010 or between 1754 and 1764 aircraft/ua hours, whichever comes first. When developing the due time/date of the next inspection each side of the dual requirement is computed separately by using the appropriate instructions in paragraph 2-4a and b. If one element of the dual criteria inspection is within a tolerance window, the rules for tolerance windows only affect that element. The side not in the tolerance window is computed by adding the inspection frequency to the current hours or date. 2-5

16 2-5. NON-RECURRING SPECIAL INSPECTIONS. The -23 TM/ETM/IETM for all standard aviation systems contains special instructions for equipment that has been subjected to an unusual event. These inspections are non-recurring special inspections and are contingent upon certain conditions or incidents. For example; aircraft/ua flown in the rain, subjected to salt water spray, struck by lightning, hard landing, sudden stop/reduction, over speed, or any type of accident/incident. All non-recurring special inspections must be accomplished before the next flight PREFLIGHT INSPECTION. The preflight inspection is a combination of flight preparedness checks and inspections accomplished before a flight. The preflight will be completed per the operator s manual (-10) and operators and crew members checklist. The preflight also includes a review of the aviation systems logbook forms and records per DA PAM The review of the logbook is to determine the aviation system status, to ensure that the symbol in the status block of the DA Form shows the current condition of the aviation system and that no inspections or checks are overdue, and that the equipment is safe to fly THRU-FLIGHT INSPECTION. The thru-flight inspection is a combination of flight preparedness checks and inspections. They are accomplished between flights when a turnaround mission or a continuation flight is scheduled during a mission day. A thru-flight inspection will be completed per the operator s manual (-10) and operators and crew members checklist. The inspection shall include a review of forms and records per DA PAM POST-FLIGHT INSPECTION. The post-flight is an inspection that is completed after the last flight of a mission day. This inspection is used to discover problems that may have developed during flight. Post-flight inspections will be completed per the operator s manual (-10) and operators and crew members checklist. After flight the pilot or Aerial Vehicle Operator (AVO) records any faults and/or remarks on DA Form , the pilot s/avos personal identifier (PID) certifies that the preflight, thru-flight, and post-flight inspections have been properly completed TRANSFER INSPECTION. The transfer inspection is performed by the organization that is losing the aviation system per the instruction in Chapter 12, (Standards of Serviceability) of this TM. The transferring organization will perform an inventory of all equipment identified on the master inventory list to ensure it is accounted for and documented on DA Form , Aircraft Inventory Record, and that all forms and records are complete and accurate per DA PAM When the Commander has jurisdiction over both the transferring and receiving organizations, he/she may authorize the transfer without accomplishment of the transfer inspection. However, accurate completion of all forms and records is still required ACCEPTANCE INSPECTION. The gaining unit or activity accomplishes the acceptance inspection. The inspection is performed before receipt of or as soon as possible after the aviation system arrives on station from the manufacturer, overhaul facility, or other unit/activity. The inspection will include a thorough technical inspection of the equipment and a component verification of SNs against the DA Form /DA Form and AMCOMs TAMMS-A portal. Access plates, panels, and screens will be removed, as necessary, to accomplish this inspection. The publication file, forms and records, and an inventory check (DA Form ) of property assigned to the aviation system are part of the acceptance inspection. When conditions warrant, a deficiency report will be submitted per DA PAM INSPECTION OF AVIATION SYSTEMS IN STORAGE. Aviation systems in storage will be inspected per the requirements listed in the applicable maintenance manuals. 2-6

17 CHAPTER 3 MAINTENANCE TEST FLIGHTS, OPERATIONAL CHECKS, AND EVACUATION PROCEDURES 3-1. MAINTENANCE TEST FLIGHTS. a. Maintenance Test Flights (MTFs) are classified as General Test Flights and Limited Test Flights unless paragraph 1-5c. applies. Applicable TMs/ETMs/IETMs for aviation systems will state what test flights/functionality checks must be conducted prior to being determined as Mission Capable. Anytime a flight control component is removed and reinstalled, ensure that the adjustable settings were not disturbed and that the component is reinstalled in the same configuration as when removed. If the component was replaced ensure that all rigging checks per the applicable TM/ETM/IETM are completed. NOTE Conduct a test flight anytime an aircraft system, which affects flight characteristics or performance, has been disturbed and is not covered in this chapter, or if there is any doubt about the airworthiness of the aircraft. b. General Test Flights are detailed flights to test the airworthiness of the entire aircraft and to prove all systems/components are functioning as prescribed in applicable aircraft maintenance manuals. A General Test Flight is required when any of the following conditions occur: NOTE For fixed wing aircraft that have published MTF procedures, General or Limited MTFs are not required upon completion of each phase inspection unless the corrective action(s) resulting from a discrepancy discovered during the phase inspection requires it, or the phase inspections requires a removal, disassembly, adjustment, alignment, reinstallation, or reassembly of any of the items requiring test flights. A General Test Flight will be conducted after the completion of last phase cycle. (1) After a Phase Maintenance or FAA equivalent inspection has been performed. Aircraft maintained using the PPM inspection method shall have a general test flight performed when required by the applicable PPM checklist. (2) When an aircraft or associated mission equipment is removed from "intermediate" storage. (3) After an aircraft completes an overhaul/modernization program, or major disassembly and reassembly of the aircraft. (4) When accepting new aircraft into the Army inventory. The senior government representative (military or civilian) assigned to the factory is responsible for acceptance and airworthiness of the aircraft. The government representative will make sure that all forms and records are complete and accurate per DA PAM (5) Acceptance of an aircraft back into the Army inventory after a period of loan or lease. 3-1

18 NOTE If the rotor blades, stabilizer and/or wings are removed and reinstalled, to facilitate shipment of the aviation system per the instructions in the applicable shipping TM/ETM/IETM, the determination to perform a test flight will be at the discretion of the Unit Commander. This condition only applies if after reassembly the applicable maintenance operational check (MOC) demonstrates all removed and reinstalled components are functioning properly. (6) When the Unit Commander or Maintenance Officer determines that a general test flight is necessary to ensure the airworthiness of the aircraft. c. Limited Test Flight evaluates the operation of specific items or systems. Complete only the applicable maneuvers or portions of the MTF manual required to verify satisfactory functioning of any item or system. Unless specifically exempted by the appropriate TM/ETM/IETM, a limited test flight will be performed as a minimum under the following conditions: (1) All Aircraft. (a) When required by an applicable TM/ETM/IETM, Modification Work Order (MWO), Technical Bulletins (TB) or other AMCOM directive. In case of conflict of test flight requirements between MWO, TB, or other AMCOM directed procedure with a later date than the applicable TM/ETM/IETM, MWO, TB, or other AMCOM directive will take precedence over exceptions granted by the particular aircraft TM/ETM/IETM. (b) When an engine has been replaced, removed and reinstalled, realigned, or rigged. Adjustments to inter-stage bleed systems or actuators that do not normally move while the aircraft is flying will require a MOC, the need for a test flight will be at the discretion of the Maintenance Officer. (c) When a major subassembly of an engine; such as any fuel metering device, digital control, complete chapter of a turbine engine or turbine blades have been replaced or removed and installed. (d) When primary flight control actuators, flight control linkage or cables have been replaced or adjusted. (e) When any installed electronic flight control equipment; such as stability control augmentation system, electronic sensors, and other equipment which can effect flight characteristics or performance has been replaced, removed and reinstalled, or adjusted. (f) When a major repair or modification has been performed on the basic structure of the aircraft, and as required by a MWO and/or TB. (g) When required to verify or duplicate and determine cause and/or corrective action for an in-flight fault that cannot be resolved through troubleshooting procedures, visual, and/or MOC. (h) When the Unit Commander or Maintenance Officer determines that a limited test flight is necessary to be sure of the aircraft s airworthiness. (2) Fixed Wing Aircraft. MOC. (a) When an aircraft system or subsystem cannot be verified as airworthy by means of a ground run or (b) When required to verify or duplicate and determine cause and/or corrective action for an inflight fault that cannot be resolved through troubleshooting procedures, visual inspection and/or MOC. (3) Rotary Wing Aircraft. (a) When main and/or tail rotor systems or any assembly, component or part of these systems affecting the lift characteristics of the rotors have been removed and reinstalled, replaced, repaired, or adjusted. Removal to 3-2

19 facilitate other maintenance activities, storage, or shipment do not require a limited test flight as long as the reinstallation is verified as the same configuration prior to removal. (b) When helicopter power train components, which are thrust/weight bearing, have been replaced, or removed and reinstalled. (c) (d) When adjustable or non-adjustable flight control surfaces, stabilizers, have been replaced or adjusted. When an autopilot component has been replaced, removed and reinstalled, or adjusted. d. Not all maintenance functions require a test flight. Normally the following conditions do not require a test flight. (1) All Aircraft. (a) When a nonadjustable secondary or redundant flight control, flight control surface, fixed wing, or component has been replaced or removed and reinstalled and it requires no rigging or adjustment by the applicable aircraft or TM/ETM/IETM. (b) When the engine low idle adjustment is made and a ground engine run is performed. (c) Removal and replacement of inspection plates, or cover screens, or fairings for the purpose of gaining access to an area in order to accomplish an inspection that does not constitute the need to conduct a test flight. When required a technical inspection and MOC will be completed. (2) Fixed Wing. (a) When a setscrew adjustment of the high (takeoff) revolutions per minute (RPM) setting is made on one engine of a multi-engine fixed wing aircraft. However, a static propeller run-up to the point of prop governor catch and a high-speed taxi check to the point of takeoff are mandatory. (b) After replacing or removing and re-installing the autopilot if a MOC, an inspection, or both as set forth in the appropriate maintenance manual or operator s manual shows conclusively that the maintenance or preventive maintenance has not appreciably changed the flight characteristics or substantially affected the flight operations of the aircraft. (3) Rotary Wing. (a) The reinstallation of any adjustable flight control component or items in the same location on the same aircraft; providing, that no adjustable linkage or settings have been disturbed. (b) The replacement or reinstallation of drive shafts or hanger bearings MAINTENANCE TEST FLIGHT ACCOMPLISHMENT. a. Fixed Wing and Rotary Wing Aircraft. To ensure that test flights are properly conducted, only aviators that are Aircraft Maintenance Test Flight Course graduates, or have qualified as stated below, will be selected to perform maintenance test flights. All pilots must meet the requirements of AR 95-1, Flight Regulations, before being appointed by the Unit Commander as "Maintenance Test Pilots" for a specific mission, type design, and series aircraft. MTFs will be accomplished with assistance as necessary from the most proficient flight crew available; such as, copilot, technical inspectors, and observers. Aviators who are not graduates of the Aircraft Maintenance Test Flight course may be appointed as Maintenance Test Pilots upon completion of an evaluation administered per AR

20 NOTE Airplanes being flight checked for autopilot systems may depart under Instrument Flight Rule (IFR) conditions but must accomplish the checks under Visual Meteorological Conditions (VMC). b. MTFs will be conducted with a minimum flight crew as prescribed in the applicable aircraft Operator s Manual (-10). MTFs must be performed within all operational limits and restrictions prescribed in the applicable -10 manual. Cargo and nonessential passengers are prohibited on all maintenance test flights. (1) Only aviators that have completed all the requirements stated in AR 95-1 will accomplish rotary wing MTFs. H-60s maintained within the Enhanced Scheduled Maintenance (ESM) system shall perform PMI completion test flights IAW TM PMI. (2) Aviators conducting MTFs in fixed wing must be on orders designated by the Unit Commander as "Maintenance Test Pilot" for a specific mission, type, design and series aircraft IAW AR (3) When the Army has accepted the risk of loss or damage, and the Army does not perform a follow-up MTF/acceptance flight (factory new or overhaul production), contractors or other agencies may conduct MTFs. These crews will have received an evaluation and operate IAW the procedures approved from a unit/monitoring agency (i.e., Government Flight Representative) IAW AR c. MTFs will normally be conducted under Visual Flight Rule (VFR) conditions. d. The Commander of a unit to which the aircraft is assigned, or a Commander of a unit performing maintenance on a transient aircraft may determine the need for a MTF during conditions other than VFR. The Commander is authorized to approve such flights on a case-by-case basis under the following conditions: (1) During other than VFR, special VFR, if the aircraft is equipped for Instrument Meteorological Conditions (IMC) flight. met. (a) (b) During hours of darkness if the aircraft is equipped for night flight. During hours of darkness in other than VFR, special VFR, if the conditions of (1) and (1)(a) above are (2) Under a combination of VFR, IFR, and VFR-on-Top conditions, if the aircraft is equipped for instrument flight. When necessary the following will apply: (a) (b) the aircraft. The IFR equipment must be operational. The failure or malfunction of the component or system to be checked will not affect IFR operation of (c) The test pilot will begin the MTF under VFR conditions. If the aircraft is operating properly under VFR conditions, the test pilot may precede IFR and penetrate the cloud cover to VFR-on-Top and accomplish the altitude phase to complete the MTF. (d) If conducted during the hours of darkness the aircraft must also be equipped for night flight. (3) A standing authorization to waiver the case-by-case requirements stated above may be granted by MA- COMs only under extenuating circumstances where excessive delays would seriously affect combat potential or the availability of sufficient numbers of aircraft to meet a continuous operational requirement; for example, pilot training schools. e. Maintenance test flight duration will be sufficient to complete a functional check of all item(s) being tested to make sure the aircraft is airworthy and capable of mission accomplishment. 3-4