Aerospace Vehicle Inspections PDF

TO 00-20-1 CHAPTER 2 AEROSPACE VEHICLE INSPECTIONS 2.1 GENERAL. 2.1.1 Inspection Intervals. Intervals required for Air Force aerospace vehicle inspections are prescribed in applicable Mission Design Series (MDS) specific -6 T...

TO 00-20-1 CHAPTER 2 AEROSPACE VEHICLE INSPECTIONS 2.1 GENERAL. 2.1.1 Inspection Intervals. Intervals required for Air Force aerospace vehicle inspections are prescribed in applicable Mission Design Series (MDS) specific -6 TO maintenance manuals, item technical orders, inspection workcards, checklists, commercial manuals or depot engineering data. All requirements pertaining to inspections will normally be accomplished concurrently to avoid complications in scheduling and controlling the required maintenance. The inspection concepts for aerospace vehicles are periodic, phase, isochronal, Programmed Depot Maintenance (PDM), and aerospace vehicle manu- facturer maintenance. The GP/CC establishes necessary controls to ensure that the periodic, phase or isochronal inspections are accomplished at or near the scheduled due time as authorized in applicable TOs or approved waivers. GP/CC may increase the frequency or scope of scheduled inspections or individual inspection requirements, when required for temporary situations. Scheduling deviations of periodic, phase or isochronal inspections beyond what is authorized in aerospace vehicle specific technical manuals, must be approved through the Program Manager (PM) in coordination with the owning MAJ- COM. Scheduling deviations that effect PDM or aerospace vehicle manufacturer maintenance, must be approved through the PM, Lead Command, and owning MAJCOM. 2.1.1.1 When new inspection requirements are levied and the age or accrued time of the aerospace vehicles, systems, and components is less than the specified inspection interval, begin accomplishment of the new requirements at the prescribed interval. If the age or time is beyond the specified interval, accomplish initial inspections as soon as practical and regulate subsequent inspections accordingly. When requirements are added or changed for accessory items, determine operating time in accordance with Chapter 6. 2.2 INSPECTION REQUIREMENTS. 2.2.1 Recurring Maintenance. Each PM determines the inspection concept, establishes a recurring maintenance cycle and ensures adequate scheduling flexibility to bundle/align recurring maintenance requirements to the maintenance cycle. 2.2.1.1 Recurring maintenance requirements are published in MDS specific -6 TOs and/or inspection workcard decks, (e.g., pre-flight, basic post-flight, thru-flight, etc.). If specified by the acquiring activity, workcards may be developed as self-contained documents and only need to be referenced in the -6 inspection manual. 2.2.2 Inspection Concepts. The basic sub-elements for the periodic, phase, isochronal, PDM, and aerospace vehicle manufacturer inspection concepts are as follows (Table 2-1, Table 2-2, Table 2-3, Table 2-4, Table 2-5): Table 2-1. Periodic Concept Pre-flight (PR) Basic Post-Flight (BPO) Pre-Launch Inspection (PLI) or Walk-Around (WAI) Combined Pre-Flight/BPO (PR/BPO) End-of-Runway (EOR) Hourly Post-Flight (HPO) Thru-Flight (TH) Periodic (PE) Quick Turn (QT) Pre-Departure Service Check (PDSC) 2-1 TO 00-20-1 Table 2-2. Phase Concept PR BPO PLI or WAI PR/BPO EOR HPO TH Phase (PH) QT Table 2-3. Isochronal Concept PR PR/BPO EOR HPO TH Home Station Check (HSC) QT Minor (Min) BPO Major (Maj) Table 2-4. Programmed Depot Maintenance (PDM) 12 Month 48 Month 24 Month 54 Month 36 Month 60 Month Table 2-5. Aerospace Vehicle Manufacturer Inspection Concept A Check C Check B Check D Check 2.2.3 Inspection Cycle. Lead commands may authorize aerospace vehicles to use a modified inspection workcard deck during contingencies, and increased readiness conditions. The PM designates and publishes workcards in conjunction with the Lead Command for use during these periods. Construct contingency decks to ensure all items impacting aerospace vehicle safety and reducing aerospace vehicle reliability are inspected. Accomplish the normal inspection workcard deck upon termination of this period. 2.2.3.1 Periodic, isochronal, phase, HSCs, HPOs, and commercial equivalent inspections are scheduled at equal intervals throughout the total inspection cycle, regardless of when inspections were actually completed. Do not exceed inspection intervals unless authorized by the MDS specific -6 TO or approved by the Lead Command and PM to meet mission essential requirements. If the interval is exceeded, use the appropriate Red symbol (specific exceptions will be in the appropriate TOs). Inspection interval extensions must be annotated using the Red Dash unless authorized for service tests and special projects by the PM and the Lead Command. Changes to prescribed inspection intervals, concepts or requirements will be made by the PM only after thorough analysis of data obtained from the Maintenance Information System (MIS) and from appropriate Reliability Centered Maintenance Analysis (RCMA). 2.2.3.2 Scheduled inspection requirements specified in publications other than MDS specific -6 TO are not applicable to components in an installed status. Inspection requirements for components not installed are contained in commodity and equipment manuals. If inspection requirements for installed items are listed in publications other than -6 (or -2 for missiles) TO, bring them to the attention of the PM, who will take action to integrate them into the applicable -6 (or -2) scheduled inspection and maintenance manuals. Aircrew Flight Equipment (AFE) not in an installed status and therefore not listed in MDS specific -6 TO, as defined in the Glossary, are exempt from these requirements. 2.3 SPECIFIED FLYING PERIOD. The specified flying period begins with the first flight and continues for a period of hours as specified by the MAJCOM not to exceed 72 hours, unless authorization is granted by the PM and MDS specific -6 TO. 2-2  TO 00-20-1 2.4 INSPECTION TYPES. 2.4.1 Pre-Flight Inspections. The PR is a flight preparedness inspection done in accordance with the MDS specific -6 TO or maintenance requirements manual (as applicable). The inspection includes visually examining the aerospace vehicle and operationally checking certain systems and components to ensure there are no serious defects or malfunctions. 2.4.1.1 A PR will be required prior to the first flight of the flying period or when the PR validity period has expired. 2.4.1.2 If not already specified in the MDS specific -6 TO, MAJCOMs may select a 24-, 48- or 72-hour PR validity period. Owning MAJCOMs may follow existing lead MAJCOM supplemental guidance. 2.4.1.3 The pre-flight validity period ends when the selected time period in Paragraph 2.4.1.2 has expired or when the specified flying period expires, whichever occurs first. MAJCOMs or MDS specific technical orders may be more restrictive. 2.4.1.4 When an aerospace vehicle is mobilizing for contingency operations, units are authorized to place the aerospace vehicle on alert status. It must be prepared in accordance with established TOs, accepted by an aircrew, sealed (if not conflicting with TO guidance), remain under the control of operations and be monitored by maintenance. 2.4.1.4.1 Accomplish a complete PR prior to sealing the aircraft. 2.4.1.4.2 A new PR is not required during the alert period or as long as the aircraft is launched directly from alert status regardless of the PR validity period. 2.4.1.4.3 Upon termination of alert status, accomplish a new PR if the validity period has expired. 2.4.1.5 Pre-Launch Inspection or Walk-Around Inspection. The PLI and WAI are abbreviated pre-flight inspections and will be accomplished as required by the MDS specific -6 TO and/or MAJCOM supplement to this TO. 2.4.2 End-of-Runway Inspection. The EOR inspection is a final visual and/or operational check of the aerospace vehicle. The PM in coordination with the Lead Command will list minimum inspection requirements in the applicable -6 TO and publish in an existing workcard deck. NOTE Aerospace vehicles that do not have a PM directed -6 EOR inspection requirement do not require this inspection. 2.4.2.1 The EOR is performed immediately prior to take-off at a designated location. 2.4.2.2 The purpose of the inspection is to detect critical defects that may have developed or have become apparent during ground operation of the aerospace vehicle. 2.4.2.3 Aerospace vehicles launched from alert status do not require this inspection. Alert Force Evaluations will not require an EOR and will be treated as Active Air Defense scrambles. However, alert aircraft launched for training missions from alert status will require an EOR inspection. 2.4.3 Thru-Flight Inspection. The TH is a between flights inspection and will be accomplished after each flight, when a turnaround sortie or a continuation flight is scheduled and a BPO inspection is not required. A TH is not required when aircraft are hot-pitted and immediately accomplish a turnaround or continuation sortie. This inspection is applicable when prescribed by applicable MDS specific -6 TO or maintenance manual. The TH consists of checking the aerospace vehicle for flight continuance suitability by performing visual examination and/or operational checks of certain components, areas or systems, according to established TOs to ensure no defects exist which would be detrimental to further flight. 2.4.3.1 Certain aerospace vehicles have TH requirements identified by special characters in applicable workcards. Other aerospace vehicles have separately published TH inspection workcards. 2.4.4 Quick Turn Inspection. The QT is an abbreviated thru-flight inspections authorized by MDS specific -6 TOs. 2.4.4.1 MAJCOMs may authorize QT inspections for aerospace vehicles resuming alert after flight or placing aerospace vehicles on alert at alert site locations. Owning MAJCOMs may follow existing lead MAJCOM supplemental guidance. 2-3 TO 00-20-1 2.4.5 Basic Post-Flight Inspection. The BPO is a more thorough check than the PR or the TH inspections and is accomplished in accordance with the MDS specific -6 TO or maintenance manual for the aerospace vehicle. 2.4.5.1 The BPO will consist of checking the aerospace vehicle condition by performing visual examination or operational checks of certain components, areas or systems to assure that no defects exist that would be detrimental to flight. 2.4.5.2 Maintenance personnel will perform a BPO after the last flight of a specified flying period. 2.4.6 Combined Pre-Flight/Basic Post-Flight Inspection. The PR/BPO consolidates the requirements of the PR and BPO inspections into a single inspection accomplished at the end of the specified flying period or prior to the first flight of the next specified flying period. It has the same validity period as the PR. 2.4.7 Hourly Post-Flight Inspection. The HPO is accomplished at equally spaced intervals as specified in the applicable MDS specific -6 TO. 2.4.7.1 Determine the due time for all HPO inspections at the completion of each Periodic/Phase inspection. Reference applicable -6 TO for impact of early/late completion of HPO. 2.4.8 Periodic Inspection. The PE is due upon accrual of the number of flying hours, operating hours or at the expiration of a calendar period specified in the applicable MDS specific -6 TO. The periodic inspection is more extensive in scope than the HPO or BPO inspections as the PE inspection is a thorough inspection of the entire aerospace vehicle. 2.4.9 Phase Inspections. For the purpose of this section, the term phase refers to both Periodic and Phase inspections. These inspections are cumulative for the life of an aerospace vehicle. The number of the next due PE inspection should be the same as the number obtained by dividing the aerospace vehicle hours at which the next PH is due by the hourly inspection interval. The number obtained may vary from the actual PH number due because of transfers and premature or overdue flying hour inspections. 2.4.9.1 Accomplish PH upon accrual of the number of flying hours specified in the applicable MDS specific -6 TO and maintenance manual. The PH concept involves consolidation of the BPO, periodic inspection and/or HPO requirements into work deck(s) having approximately the same work content and approximately the same number of clock hours for accom- plishment. The primary objective of the PH concept is to minimize the length of time that an aerospace vehicle is out-of- commission for any given scheduled inspection. The PH concept does not apply to those aerospace vehicle types for which the inspection requirements cannot be divided into reasonably equal work decks. 2.4.9.2 Schedule PH at equal intervals throughout the total inspection cycle regardless of when the inspections are actually accomplished. 2.4.9.3 When aerospace vehicles under the phase concept are required for extended missions, Phases may be accom- plished in advance to cover the period of the extended mission, when authorized by the MAJCOM and PM. Upon comple- tion of the extended mission, normal scheduling of the PH packages will be resumed. 2.4.10 Isochronal Inspection. The ISO concept translates flying hour utilization rates into calendar periods, usually expressed in days. The PM ensures the calendar period is properly established to meet maintenance and engineering require- ments. In the event programmed flying hours are changed, adjust inspection interval as specified in the MDS specific -6 TO. The PM, in conjunction with the Lead Command, determines necessary adjustments. The Lead Command will notify owning MAJCOMs of adjustments. 2.4.10.1 To manage the ISO concept properly, schedule inspections as far in advance as possible for each aerospace vehicle. 2.4.10.2 The interval time frame is from the completion of the post-dock from the last ISO to the start of the next ISO. The ISO concept allows for the time an aerospace vehicle is programmed to be in an inspection status. 2.4.10.3 MAJCOMs, with PM concurrence, approve deviations to schedules when ISO cannot be met. Criteria for devia- tions should be, but are not limited to, aerospace vehicles removed from service for extended periods of time (e.g., depot level maintenance in accordance with TO 00-25-107), extended fuel repair and Time Compliance Technical Order (TCTO) kit verification. The GP/CC establishes procedures to ensure these aircraft are placed in storage in accordance with TO 1-1-17, when required. 2-4  TO 00-20-1 2.4.10.3.1 Send requests for ISO schedule deviations to the MAJCOM functional manager. Units will not request an ISO deviation unless the deviation exceeds the overfly authorized by the MDS specific -6 TO (if applicable). Provide the following information when requesting ISO deviations: a. MDS b. Serial Number c. Reason for Request d. Type of Inspection (e.g., #4 Major, #1 Minor) e. Actual Inspection Due Date f. Requested Inspection Date g. Completion Date of the post-dock for the last Isochronal Inspection h. Number of PDM Days Since Last Inspection i. Total days in Unscheduled Depot Level Maintenance (UDLM) j. Special Inspections Due k. Time Change Items Due (Item, Date Due/Time Remaining) l. Outstanding TCTOs (only those affected by the extension) m. Airframe Hours Since Last Inspection n. Flying hours since last major (i.e. ISO) inspection 2.4.10.4 Aerospace vehicles in Purpose Identifier Code DJ, DK, DM, DO (AFI 21-103), awaiting depot input or under- going UDLM, do not accrue -6 inspection days. Refer to the MDS specific -6 TO (if applicable) for stipulations as to when the ISO clock stops. 2.4.10.5 Isochronal inspections for ICBMs, their trainers, and their SE will be due at equal intervals throughout the total inspection cycle, regardless of when the inspections were actually accomplished. Isochronal inspections are based on calen- dar intervals using the following due periods: TYPE INTERVAL DUE PERIOD Major Semi-annual or greater Within due month Minor Semi-monthly, bi-monthly, Quarterly Within due week Minor Weekly Due date ± one work day Minor Daily On due date Minor Semi-monthly, monthly, bi-monthly, Within due week Quarterly Note: Weekly intervals will begin on Sunday and semi-monthly intervals will begin on the first and sixteenth of each month. 2.4.11 Minor ISO Inspection. The MIN consists of checking certain components, areas or systems of the aerospace vehicle to determine if conditions exist, if uncorrected, could result in failure or malfunction of a component prior to the next scheduled inspection. 2.4.11.1 The MIN inspection is due upon accrual of the number of calendar days established as the inspection interval in the MDS specific -6 TO. 2-5 TO 00-20-1 2.4.11.2 Compute this date from the post dock of the last isochronal inspection. 2.4.12 Major ISO Inspection. The MAJ inspection is a thorough inspection of the entire aerospace vehicle, and indi- vidual requirements may be more extensive in scope than previous inspection items. 2.4.12.1 The MAJ inspection is due upon accrual of the number of calendar days established as the inspection interval in the MDS specific -6 TO. 2.4.12.2 Compute this date from the post dock of the last isochronal inspection. 2.4.13 Home Station Check Inspection. The HSC is arranged and designed for accomplishment upon expiration of a specified short-term calendar interval. This inspection is due at the calendar interval specified in the MDS specific -6 TO. Send HSC schedule deviation requests to the MAJCOM functional manager. Units will not request an HSC deviation unless the deviation exceeds the overfly authorized by the MDS specific -6 TO (if applicable). Refer to Paragraph 2.4.10.3.1 for submittal requirements. Since the HSC is an integral part of the isochronal concept, compute this date from the completion of the last isochronal inspection. 2.4.14 Programmed Depot Maintenance. PDM is an inspection requiring skills, equipment, and/or facilities not nor- mally possessed by operating locations. Individual areas, components and systems are inspected to MDS specific -6 TO requirements. Field level tasks may be accomplished at PDM if their accomplishment is economically feasible. The PM will, in coordination with the using agency, schedule the PDM at or prior to, the scheduled due date. 2.4.14.1 Aerospace vehicles under the isochronal concept do not accrue MDS specific -6 TO inspection days towards the next ISO during PDM. This includes aerospace vehicle input to a depot for an Analytical Condition Inspection (ACI). When an aerospace vehicle exceeds the PDM cycle, annotate a Red Dash on the prescribed forms. If an aerospace vehicle exceeds the PDM cycle by 90 days, the Red Dash will be upgraded to a Red X unless the PM grants an extension. (See TO 00-25-4). 2.4.15 Aerospace Vehicle Manufacturer Inspections. Letter checks consist of A through D. A/B checks are considered minor inspections and are usually performed at home station. C/D checks are considered major inspections and are usually performed at a Depot facility. 2.4.15.1 The letter check concept is specified in either flying hours or calendar days. The PM ensures the inspection period is properly established to meet maintenance and engineering requirements. 2.4.15.2 MAJCOMs, with PM concurrence, approve deviations to schedules if letter check inspections cannot be met in accordance with MDS specific -6 TO requirements. Coordinate with Lead Command on letter check schedule deviations that affect Depot input. 2.4.15.3 Accrual of inspection days, while an aerospace vehicle is in DJ status awaiting depot input or undergoing UDLM, is dependent on the MDS specific -6 TO or maintenance planning document criteria for the specified airframe. 2.4.16 No-Fly Calendar Inspections. These can be either 30-day or 90-day inspections, required when aerospace ve- hicles do not fly for a consecutive number of days. 2.4.16.1 30-Day Inspection. When an aerospace vehicle does not fly for more than 30 consecutive days, it requires a BPO before the aerospace vehicle is returned to operational status in addition to any -6 or -2 TO requirements that exist. This paragraph does not apply to aerospace vehicles that are on alert where recurring visual inspections and operational checks are accomplished. 2.4.16.1.1 If no BPO exists, perform a PR or equivalent inspection. This will be construed as a minimum 30-day calendar inspection and the GP/CC will determine whether additional inspection or maintenance work is required. 2.4.16.1.2 Aerospace vehicles that have completed a PH or ISO inspection during the 30-day period will use the PH/ISO post-dock date to start the 30-day no-fly clock. 2.4.16.2 90-Day Inspection. When an aerospace vehicle does not fly for 90 consecutive days (does not apply to ground training and alert/immediate response aerospace vehicles where recurring visual inspections and operational checks are accomplished), if no -6 or -2 TO requirements exist, accomplish the following before the aerospace vehicle is returned to operational status: 2-6  TO 00-20-1 a. Perform a BPO or equivalent inspection. b. Perform an operational check of all functional aerospace vehicle systems except landing gear retraction, unless speci- fied in the MDS specific -6 or -2 TO. c. Accomplish all lubrication requirements. d. Perform any additional inspection or maintenance requirements determined by the GP/CC. 2.4.17 Transfer Inspections. See Chapter 8. 2.4.18 Acceptance Inspections. An Acceptance Inspection (AI) will be performed on new, newly assigned or trans- ferred, and post organic or contract depot repaired aerospace vehicles, engines and Aerospace Ground Equipment (AGE) prior to being placed in service. The inspection is accomplished to determine the serviceability of the item to perform its designed function. The scope of the inspection will be consistent with MDS specific -6 TO, and may be performed at the manufacturer, alternate location or home station. Types of AIs are: New Aerospace Vehicle Inspection. Performed on aerospace vehicles received from manufacturer to verify the quality of work and serviceability. Newly Assigned or Transferred Aerospace Vehicle Inspection. Performed on aerospace vehicles that have been newly assigned or transferred to determine the serviceability of the item to perform its designed function. Post Depot Repair Aerospace Vehicle Inspection. Performed on organic/contract depot repaired vehicles/engines and equipment to verify the quality of depot work performed. This inspection is accomplished to determine the serviceability of the item to perform its designed function. NOTE To determine the scope of the AI, source data may include a Preparation for Use in accordance with end-item TO, if referenced, a Service Inspection (SI) in accordance with applicable workcards or an Operational Check in accordance with end-item TO. 2.4.18.1 Acceptance Inspections Application/Scope. If not directed by MDS-specific -6 TO, equipment TO or equiva- lent, the MAJCOM or Lead Command will determine the inspection requirements, the scope of the inspection or defer the option to possessing units. Inspection requirements will be included in MAJCOM or local supplements based on MAJCOM/ Unit Specified criteria. 2.4.18.2 Acceptance Inspection Deficiency Report. If a deficiency(s) is identified during an acceptance inspection, an Acceptance Inspection Deficiency Report (AIDR) will be completed in the Joint Deficiency Reporting System (JDRS) no later than 30 calendar days after receipt of the systems or assets in accordance with TO 00-35D-54. 2.4.19 One Time Inspections (OTIs). OTIs are used to verify the existence of suspected equipment conditions or malfunctions. All TCTOs directing an OTI must indicate whether previous inspections satisfy the one-time requirement. NOTE Program Office OTIs are developed and issued under the same guidelines as any other issued TCTO. (See TO 00-5-15). The following instruction relates to unit and MAJCOM issued Local OTI development and manage- ment. 2.4.19.1 When an unsafe condition or material failure is discovered on aerospace equipment and there is the potential the condition may exist on other aerospace equipment the following action will be taken by the GP/CC or higher authority, which includes the appropriate weapon system PM.: a. Immediately inspect a representative number of systems or units of the same mission and design to determine if the condition exists on other aerospace equipment. 2-7 TO 00-20-1 b. Restrict similar systems or units from further flight or use if warranted, and submit a Deficiency Report (DR) in accordance with TO 00-35D-54. When units restrict usage of similar systems, initiate a local OTI and report findings to MAJCOM for determination of MAJCOM-wide OTI requirements. 2.4.19.2 Process and manage MAJCOM or local OTIs with the same procedures as a TCTO with the following exception: OTIs will not be loaded in REMIS. OTIs are issued with a data code consisting of a unique alpha prefix and a six character sequence number. MAJCOM OTI data codes shall begin with the second character of their command sequence code in TO 00-20-2, Appendix B (e.g., C for ACC, V for AFSOC, AMC will use Y since their second character command code is L, AFMC will use T to deconflict with AFRC). For MAJCOM OTIs, the six remaining characters identify the year, month and a sequence number. For example, C100901: is the first ACC OTI issued during September 2010. NOTE Process and manage weapon system Program Office OTIs as MAJCOM OTIs with the following exception; the unique alpha prefix should be the Program Office office symbol. 2.4.19.3 Process and manage local OTIs in the following manner, seven characters will identify the data code for the OTI: L for local code, originating wing, year issued and a sequence number (e.g., LXXXY01: L for local, XXX for unit designation, Y for last digit of the year, and 01 for the sequence number, in this example the first OTI of the year). Units with a four digit unit designation will follow their MAJCOM specific guidance. In IMDS, the TCTO Number (Ident Number) will contain the originating unit and data code (i.e. 002 - L002503 for the third OTI issued in 2015 for the second BW). 2.4.19.3.1 The TCTO Number (referred to as Ident Number in IMDS) for local OTI TCTOs will be comprised of the originating organization number, followed by the local data code assigned, i.e. 379-L120101, indicating L120101 was issued by the 379th ECS. 2.4.19.4 OTI Contents. Minimum contents include statements of: Title. Applicable Equipment. Date OTI was issued. Compliance period/Type or category (i.e., Immediate, Urgent, Routine). Remove from service date. Rescission date. By whom to be accomplished (Air Force Specialty Code (AFSC) and man-hours required). Tools required. How work is to be accomplished (give detailed and specific step-by-step instructions). Operational checks (if required to verify operational status, list TO references). Record actions. Compliance reporting (MAJCOMs may require periodic status). OPR (the OTI’s drafter; include name and telephone number). OTI Distribution. OTIs are sent to all applicable organizations. 2-8  TO 00-20-1 2.4.20 In Process Inspection (IPI). An IPI is an additional inspection or verification step at a critical point in the installation, assembly or reassembly of a system, subsystem or component. These inspections are either TO, MAJCOM or locally directed and are accomplished by IPI certified personnel. For specific procedures on how to document and clear an IPI, see Paragraph 5.7.1.3.11.6.1. 2.4.20.1 An IPI is accomplished and documented by an authorized IPI inspector other than the technician performing the specific step of a task that requires the IPI. The technician performing the task notifies an IPI inspector at the appropriate step. The technician who ultimately clears the original discrepancy will ensure all applicable IPIs were completed. 2.4.20.2 Some digital TOs include IPIs displayed as a step in the task. The IPI executes as a process within the TO. Once executed, a Work Center Event/Work Event Separator (WCE/WES) is automatically created in the digital aircraft forms detailing the IPI task description. In this case, the IPI requirement is fulfilled and the following procedures do not apply. 2.4.20.3 IPI for off-equipment will be accomplished as follows: a. Document in the same manner as on-equipment IPIs, utilizing the AFTO Form 350. b. Document engine off-equipment IPIs in the engine work folder. IPI documentation in the MIS is not required for off-equipment engine work. 2.5 AEROSPACE VEHICLES IN STORAGE. Storage time will be accrued in accordance with TO 1-1-17 and applicable MDS specific TOs. For aerospace vehicles in storage exceeding 15 calendar days, time in storage is not charged against the calendar time for the next scheduled home station check, minor or major inspection. However, the calendar days prior to storage are included in accrued inspection time after release from storage. 2.6 INSPECTION WORKCARDS. 2.6.1 Requirements. Inspection workcards outline the minimum inspection requirements and provide each technician with a standardized inspection guide. They list the requirements to be performed and reflect the most logical sequence for accomplishment. Each workcard also contains pertinent information to suggest when the work is scheduled, estimated time for accomplishment, identification of the work area, the recommended type of technician required, and electrical power requirements. Cards are grouped by the recommended type of technician required to accomplish the inspection so that all requirements listed on any particular card can normally be accomplished by one individual. This arrangement of the work- cards permits the supervisor to assign a technician to a certain work area to do a specific task or series of tasks. The PM, in collaboration with Lead Commands, will prepare and update inspection workcards. MDS specific -6 TO inspection work- cards may include varying calendar inspection periods (7-day, 15-day, etc.) as determined by the weapon system SM and Lead Command. 2.6.1.1 When the arrangement of published workcards is not entirely compatible with the technician manning or sched- uled sequence preferred, the using activities may transfer individual inspection requirements from one card to another with GP/CC approval. Do not make minor changes of this nature if specifically prohibited by MAJCOM directives. 2.6.1.2 When inspection requirements pertain to systems or components that are not installed on locally maintained equipment, GP/CC may authorize Quality Assurance (QA) to line out non-applicable requirements and enter “NA” in the margin. 2.6.2 AFTO Form 26. (Figure 2-1). The AFTO Form 26 permits local preparation of replacement workcards for those that become unserviceable. Local reproduction of the forms is authorized. These forms are also provided to permit the prepara- tion of additional workcards for special installed equipment and covered by the published card set. These forms also aid in preparation for complete inspection workcard sets for equipment of nonstandard configuration or which are in service in limited quantities, and do not have published inspection workcard sets. Activities possessing equipment or the categories mentioned above must contact the PM to determine whether published workcard sets will or will not be provided before any action is taken to prepare complete inspection workcard sets locally. 2-9 TO 00-20-1 2.7 INSPECTION RESPONSIBILITIES. 2.7.1 Depot or Contractor Field Teams (DFT/CFT). When modifications are accomplished on aerospace equipment by depot or contractor field teams, the following policies apply to inspection of work accomplished: 2.7.1.1 The specific performing depot is responsible for inspecting the work of their DFT/CFT. If depot QA personnel do not accompany DFT/CFT, negotiations with the MAJCOM to perform the QA inspections will be included in the workload agreement. 2.7.1.2 Acceptance of DFT/CFT work by base maintenance personnel is in accordance with agreements made during the pre-contract conference. (AFMCI 21-100). 2.8 SERVICE LIFE EXTENSION PROGRAM (SLEP). 2.8.1 SLEP Defined. A SLEP is a modification to extend the existing service life limit of a system. As a secondary impact, the SLEP will often reduce the inspection burden. 2.8.1.1 More information is available in AFI 33-140, MIL-STD-1530, MIL-HDBK-516, and JSSG-2006. 2.8.1.2 The service life extension modification can include fleet-wide repairs, modifications (e.g., doublers, cold-worked holes), and/or part or component replacements. It could require full-scale durability testing to validate analysis and demon- strate capability. 2-10  TO 00-20-1 Figure 2-1. AFTO FORM 26, AIRCRAFT INSPECTION WORK DOCUMENT 2-11/(2-12 blank)  TO 00-20-1 CHAPTER 4 SYMBOLS AND THEIR USE 4.1 GENERAL. 4.1.1 Symbols. The symbols described in this chapter are established for use on maintenance documents to make impor- tant notations instantly apparent. They indicate the condition, fitness for flight or operation, servicing, inspection, and maintenance status of the aerospace vehicle or equipment. The Red X represents the most serious possible condition. The Red W (ICBM only) is the next most serious condition, the Red Dash the next most serious, and the Red Diagonal the least serious condition. Computer-generated forms symbols, that are printed in black, must be overwritten in Red. 4.2 RED X. 4.2.1 Usage. A Red X indicates the aerospace vehicle, equipment or SE is considered unsafe or unserviceable, non- airworthy or unknown status/lack of accountability of special inspection/time change item requirements has been identified and will not be flown or used until the unsatisfactory condition is corrected and/or the symbol is cleared. No one will authorize or direct an aerospace vehicle to be flown, a missile to be launched or equipment to be used until the Red X has been properly cleared in accordance with applicable technical data. NOTE EXCEPTION: Aerospace vehicle, equipment or SE with a Red X condition may be operated (but not flown or taxied at high speed) as necessary to troubleshoot or repair the discrepancy. 4.2.1.1 When a Red X is applied, maintenance personnel authorized to clear a Red X will inspect the work performed to correct the discrepancy and validate all related discrepancies for completeness and accuracy. 4.2.1.2 Use a Red X (not all inclusive): 4.2.1.2.1 When aerospace equipment is considered unsafe, unserviceable or non-airworthy, or unknown status/lack of accountability of special inspection/time change item requirements has been identified. NOTE EXCEPTION: Dash 21 Equipment normally installed for ground handling addressed in pre-launch workcards/ checklists do not require Red X documentation (e.g., pitot covers, gear pins, engine plugs/covers/fan stops, canopy struts, and intake inspection mats). 4.2.1.2.2 Upon receipt of an immediate action TCTO or commercial service bulletin equivalent. 4.2.1.2.3 After expiration of a TCTO or commercial service bulletin equivalent compliance period. 4.2.1.2.4 When work is started on urgent action and safety TCTOs or commercial service bulletin equivalent. 4.2.1.2.5 When an egress final is required. 4.2.1.2.6 When installed AFE inspections are overdue. NOTE EXCEPTION: Those item(s) overdue while an aerospace vehicle is on alert status or away from home station without AFE inspection capability. This does not include Functional Check Flight (FCF) at Depot locations. These are placed on a Red Dash until the aerospace vehicle goes off alert status, returns to home station or AFE mission requirements change. Do not use exception above as a planning factor to allow aircraft to depart home station with overdue AFE. 4-1 TO 00-20-1 4.2.1.2.7 When time change AFE components/life sustaining items are overdue. NOTE EXCEPTION: Those item(s) overdue while an aerospace vehicle is on alert status or away from home station will be placed on a Red Dash until the aerospace vehicle goes off alert status or returns to home station. Do not use the exception above as a planning factor to allow aircraft to depart home station with overdue AFE time change components/items. 4.2.1.2.8 When a major scheduled inspection (e.g., ISO, PH, PE, PDM) has started on aerospace equipment. 4.2.1.2.9 When a scheduled inspection renders the aerospace equipment unsafe or unserviceable. 4.2.1.2.10 Inspections not completed by the next scheduled major inspection (Periodic, isochronal, phase, HSCs, HPOs, and commercial equivalent inspections) will be upgraded to a Red X. Exception: Maintenance and inspection requirements on Munitions Materiel Handling Equipment (MMHE) and Support Equipment identified in the Master Nuclear Certification Listing must be completed no later than the maximum interval specified in the item specific technical order. For guidance on inspection and maintenance intervals on nuclear weapons test and handling equipment refer to 11N-35-51. For Cryogenics equipment, follow the applicable guidance as outlined in 37C2-series technical orders. This paragraph does not apply to ICBMs. 4.2.1.2.11 When aerospace vehicle weight and balance is unknown. 4.2.1.2.12 To indicate a Foreign Object (FO) inspection is required when maintenance has been performed in or around the air intake or exhaust areas of jet or gas turbine engines. NOTE Workcard and TO inlet and exhaust inspections (e.g., PR/BPO/TH) do not require a Red X entry. 4.2.1.2.13 When impounding aerospace equipment. 4.2.1.2.14 When the removal and/or replacement of any component or assembly is such that improper removal and/or re- installation would affect safety of flight or safe operation of the equipment. 4.2.1.2.15 When loading software into mission essential systems that could jeopardize safety of flight. NOTE EXCEPTION: Database loading (e.g., World-Wide Navigation Database, Terrain Awareness Warning System Database) does not require a Red X entry. 4.3 RED DASH. 4.3.1 Usage. The presence of the Red Dash symbol indicates the condition of the equipment is unknown and a more serious condition may exist. 4.3.1.1 Use a Red Dash: (not all Inclusive) 4.3.1.1.1 When an accessory replacement, operational check, cure check or FCF is due. 4.3.1.1.2 When an aerospace equipment inspection is due in accordance with applicable -6 TO or equipment manual. This inspection must be accomplished as soon as the condition preventing its completion no longer exists, but no later than during 4-2  TO 00-20-1 the next scheduled major inspection (e.g., ISO/PH/180-Day or equivalent). For cryogenics equipment, follow the applicable guidance outlined in 37C2-series technical orders. NOTE EXCEPTION: The inspection will not be postponed if prohibited by applicable -6 TO or equipment manual. See Paragraph 4.2.1.2.10. 4.3.1.1.3 When Alternate Mission Equipment (AME)/Normally Installed Equipment (NIE) is due a scheduled inspection. This equipment must only be flown in an unarmed, unused configuration when a scheduled inspection is due. 4.3.1.1.4 When portions of an inspection are not accomplished due to lack of parts, test equipment etc., unless prohibited by the -6 or other applicable TOs. 4.3.1.1.5 When an aerospace vehicle is due PDM. After 90 days, upgrade the Red Dash to a Red X, unless an extension has been obtained from the appropriate PM. 4.4 RED DIAGONAL. 4.4.1 Usage. The Red Diagonal indicates that a discrepancy exists on equipment, but is not sufficiently urgent or danger- ous to warrant its grounding or discontinued use. 4.4.1.1 The Red Diagonal will be a straight line from the lower left to the upper right corner of the SYM block. 4.4.1.2 Use a Red Diagonal (not all inclusive). 4.4.1.2.1 Upon receipt of an urgent action or Category I, routine action safety modification TCTO or commercial equiva- lent. 4.4.1.2.2 When a Condition Based Maintenance Plus (CBM+) Forecast or Maintenance Alert is received that requires an action to be taken. 4.5 CLEARING RED SYMBOLS. 4.5.1 Requirements. Individuals who sign off a Red symbol for a specific maintenance task must be qualified/certified (if applicable) for the task. 4.5.1.1 Inspectors who are authorized to clear Red X symbols will enter their last name initial in black over the symbol in the SYM block and their minimum signature in the INSPECTED BY block provided that another member of the mainte- nance crew accomplishing the work signs the CORRECTED BY block with their minimum signature. This maintenance crew member must be involved in the work required to complete the task. In addition, the inspector who signs the IN- SPECTED BY block must have the opportunity to verify the correct completion of the work. NOTE EXCEPTION: Fifth generation aircraft (ex. F-22, F-35) that utilize embedded electronic forms capabilities will not be required to initial in black over the symbol when clearing red symbols. 4.5.1.1.1 MAJCOMS may determine CORRECTED BY block requirements for clearing Red X entries in their Supple- ment to this TO. 4.5.1.2 When placed on a Red X for accomplishment of an inspection/impoundment, the Red X is cleared by an inspector who will enter a statement in the CORRECTIVE ACTION block indicating the required inspection has been accomplished in accordance with the applicable technical order. The inspector will enter his/her minimum signature in the INSPECTED BY and EMPLOYEE NUMBER blocks and initial over the symbol in the SYM block. The CORRECTED BY block will be left blank. 4-3 TO 00-20-1 4.5.1.3 Red dash discrepancies are signed off by the individual who accomplishes the inspection/corrective action by entering their last name initial in black over the symbol in the SYM block and their minimum signature in the INSPECTED BY block. 4.5.1.4 Red diagonal discrepancies are signed off by the individual who accomplishes the corrective action by entering their last name initial in black over the symbol in the SYM block and their minimum signature in the CORRECTED BY block. 4.5.1.5 When operations are conducted in locations where qualified maintenance personnel are not available, the home station GP/CC will designate an individual to sign off the Red X. The designated individual at the location may accomplish the required work and clear the Red X by entering their minimum signature in the CORRECTED BY block, initialing the INSPECTED BY block, and placing their last name initial over the symbol. In the corrective action block, annotate the name of the GP/CC and the specific repair action taken so the data can be entered into the appropriate MIS. 4.5.1.6 When aerospace equipment is in an unserviceable or unsafe condition and a Depot Field Team or Contract Field Team (DFT/CFT) has been dispatched, the chief of that team will clear the Red X for only the work the team has corrected, if specifically authorized by the dispatching organization. 4.6 CHANGING SYMBOLS AFTER AN ORIGINAL ENTRY. 4.6.1 Requirements. Entry of Red symbols on an AFTO Form or equivalent by an individual represents his/her assess- ment of the seriousness of the defect. Therefore, no individual will be directed to change a symbol that has been entered. 4.6.1.1 Any person who determines a Red diagonal is more serious than previously entered may upgrade that symbol by drawing a line through the minimum signature and employee number of the person who made the entry. Enter their own minimum signature and employee number directly above the lined out minimum signature and employee number (DISCOV- ERED BY block). Draw a red straight line from the upper left corner to the lower right corner to indicate a Red X condition. NOTE EXCEPTION: Fifth generation aircraft (ex. F-22, F-35) that utilize embedded electronic forms capabilities will not be required to draw a line over the symbol when upgrading a red diagonal. Users will utilize current system functionalities in accordance with specific weapon system requirements. 4.6.1.2 When a Red Dash is upgraded to a Red X, the individual will close out the original Red Dash with the remark “Symbol upgraded to a Red X, see page ___, item ___” in the CORRECTIVE ACTION block. Enter their own minimum signature and employee number in the INSPECTED BY block and place their last name initial over the Red Dash. Reenter the original discrepancy on a Red X in the next open DISCREPANCY block reflecting the minimum signature and employee number of individual upgrading the discrepancy in the DISCOVERED BY block. 4.6.1.3 If any supervisory personnel believe the condition is less serious than represented by the symbol, the matter will be brought to the attention of the GP/CC, equivalent contractor representative or any personnel specifically authorized by the GP/CC to downgrade Red X or W entries. If the symbol is downgraded, the authorized individual who made the decision will annotate their action in the CORRECTIVE ACTION block for the particular defect. This entry will read as follows: “Symbol downgraded from a Red X to a Red Diagonal. Reentered see page ____, item ____.” Individuals who enter the remark assume responsibility for their action by initialing over the symbol and entering their minimum signature in the INSPECTED BY block. Reenter the same entry for the discrepancy, the new symbol, and the printed minimum signature of the person originally discovering the discrepancy in the next open block of the applicable AFTO Form or equivalent and include an entry to read essentially as follows: “Symbol downgraded from a Red X to a Red Diagonal on (date) by (employee minimum signature) see page ____, item ____.” This entry remains with the discrepancy until it is corrected. 4.6.1.4 To defer accomplishment of an immediate or urgent action TCTO or commercial equivalent, submit requests to the PM, through the MAJCOM. When waiver/deferral of a TCTO or commercial equivalent is approved downgrade the Red X to a Red Dash symbol in accordance with this TO and enter a brief statement of reason for noncompliance with the TCTO on the applicable forms. Upon termination of the condition that required the use of the waiver, the Red Dash symbol will be upgraded to a Red X. 4-4  TO 00-20-1 4.6.1.5 Symbols/initials once entered in the aircraft forms will never be erased. Erroneous MIS entries (computer gener- ated entries) related to scheduled maintenance (special inspection, time changes, and TCTOs) will be corrected per the paragraphs below but WILL NOT be signed off in MIS as erroneous. Instead, delete these entries in the MIS per Paragraph 4.6.1.5.5 and manually correct the aircraft forms. Correct ALL erroneously entered symbols/initials as follows: 4.6.1.5.1 When a Red symbol is entered in error, the individual discovering the incorrect entry will enter the statement in the CORRECTIVE ACTION block: “Symbol entered in error, discrepancy and correct symbol reentered on page ____, item ____” or “Symbol entered in error, no discrepancy exists,” and enter their minimum signature requirements in the COR- RECTED BY or INSPECTED BY blocks as applicable and initial over the symbol. If the symbol entered in error is a Red X, the authorized individual who signs off the incorrect symbol must follow the procedures stated in the next paragraph. 4.6.1.5.2 When a Red X or a Red W is entered in error, the individual discovering the incorrect entry will enter the applicable statement identified in the previous paragraph. If they are authorized to clear these symbols, they will complete the INSPECTED BY block and initial over the symbol. If they are not authorized to clear these symbols, they will enter their minimum signature in the CORRECTED BY block. An individual authorized to clear these symbols, initials over the symbol and completes the INSPECTED BY block. This procedure will NOT be used to circumvent downgrade procedures. 4.6.1.5.3 When an initial is entered in error, the individual discovering the incorrect entry will enter the statement in the CORRECTIVE ACTION block “Initial entered in error, discrepancy reentered on page_____, item_____.” NOTE Do not place an additional initial over the symbol. 4.6.1.5.4 When a discrepancy is entered in error, the discrepancy will not be erased or changed by anyone other than the originator. The individual discovering the incorrect entry will enter “Discrepancy entered in error.” To clear a Red Diagonal or Red Dash, enter minimum signature in the CORRECTED BY or INSPECTED by blocks, as applicable, and initial over symbol. To clear a Red X or Red W, enter minimum signature in the INSPECTED BY block and initial over symbol, if they are authorized to clear these symbols. If they are not authorized to clear these symbols, enter minimum signature in the CORRECTED BY block. An individual authorized to clear these symbols will enter minimum signature in INSPECTED BY block and initial over symbol. 4.6.1.5.5 When erroneous MIS entries created by Scheduling are entered, they must be deleted, and not signed off as entered in error. This is to avoid inadvertent advancement of the due date/time for special inspections, time change items or erroneous completion of TCTOs. These entries have a type interval indicator or data code in the MIS and are unique to other maintenance entries. Clearing these discrepancies as entered in error will advance the due date and reflect completion regardless of corrective action comments. Notify Plans and Scheduling and/or the appropriate computer system administrator to delete these discrepancies when deletion is necessary to ensure inspections and time change due dates/time and TCTO completion are properly managed. 4.7 DOWNGRADING A RED X FOR ONE-TIME FLIGHT. 4.7.1 Requirements. An aerospace vehicle with a Red X condition may be released for a one-time flight provided the aerospace vehicle is or can be made airworthy under tightly controlled and specified operating conditions. Such action must be authorized by the owning GP/CC or designated official, the PM or through the on-site chief of an AFMC repair team (when aerospace vehicle is possessed by AFMC). Aircraft under the operational control of an Area of Responsibility (AOR) GP/CC are owned by that GP/CC for the period of deployment. Aircraft transiting through an AOR, and not under the operational control of that AOR, are still owned by the home station GP/CC. For example, F-16s deployed to Balad are owned by Balad GP/CC; however, a C-5 transiting through Balad is owned by the home station GP/CC. The following AFTO FORMs 781A and 781H documentation are required to downgrade a Red X and release the aerospace vehicle for a one-time flight. 4.7.1.1 To downgrade a Red X on the AFTO Form 781A, the GP/CC or designated official enters the following statement in the CORRECTIVE ACTION block, “Red X changed to a Red diagonal (see page ___, item ___) for the purpose of a one-time flight to (name destination station)” and if applicable, “with an enroute stop at (name station).” This individual will also enter their minimum signature in the INSPECTED BY block and initial over the symbol in the SYM block with their last name initial. 4.7.1.1.1 If a downgrading official is not available to sign the INSPECTED BY block, continue the CORRECTIVE ACTION statement: “One-Time flight authorized by (name, rank, title, organization).” The on-site person, authorized by the 4-5 TO 00-20-1 downgrade official, will downgrade the Red X by placing their minimum signature in the INSPECTED BY block and initialing over the symbol in the SYM block. 4.7.1.2 In the next open block of the AFTO Form 781A, enter a Red Diagonal in the SYM block and current date in DATE DISC block. In the DISCREPANCY block, enter the original discrepancy with a descriptive statement of temporary repair or inspection accomplished to make the aerospace vehicle airworthy for one-time flight. Also, enter restrictions to normal flight operation of systems and/or equipment, such as gear operation, pressurization, altitude or airspeed limits, etc. Print the minimum signature in the DISCOVERED BY block (normally, the same person that downgraded the Red X). 4.7.1.3 When the aerospace vehicle arrives at the destination, the Red Diagonal will be upgraded to a Red X. 4.8 RED W (ICBM ONLY). 4.8.1 Requirements. A Red W symbol for ICBMs is used to reflect a condition of Aerospace Vehicle Equipment (AVE), SE or Real Property Installed Equipment (RPIE) that is inoperative for its intended use and requires careful attention because of a condition: 4.8.1.1 At a missile site that will not prevent successful launch, flight impact or command and control of the launch or flight. 4.8.1.2 Off site that will not prevent the operation of a major end item of powered or non-powered SE. 4.8.1.3 At a missile trainer that will not prevent its operation. 4.8.1.4 The inoperative equipment will not be used for its intended purpose until the malfunction, unsatisfactory or unsafe condition is corrected and the item can be used without further damage to equipment or injury to personnel. 4.8.1.5 Once the Red W is entered, it will be treated the same as a Red X for clearing actions. 4.9 RED C. 4.9.1 Requirements. Use a RED C in the Symbol block to indicate that the equipment has been contaminated by a chemical, biological, radiological agent, environmental,or infestation (e.g., Insects, rodents). 4.9.1.1 A Red C indicates that an aerospace vehicle or SE has been contaminated with chemical, biological, radiological, environmental contaminants or an infestation. The Red C discrepancy should note the highest level of contamination, type of contamination or infestation, and minimum Personal Protective Equipment (PPE) requirements for operation and mainte- nance of aerospace vehicles. These conditions will be determined by installation Bioenvironmental Engineering Office. 4.9.1.2 A Red C will never denote an aerospace vehicle or SE as unsafe to utilize or perform maintenance on. The Red C is a means of recording events of aerospace vehicle or SE contamination or infestation. This discrepancy should never be removed from the forms until the vehicle or SE has been deemed safe to work on or around without the use of additional PPE as stated in the discrepancy. Red Cs will only be cleared by authorization of the Installation Bioenvironmental Engi- neering Office. 4.9.1.3 A Red C will not status an aircraft or SE as it does not impact its ability to accomplish a mission. 4.9.1.4 The Red C will be cleared the same as a Red X as directed in Paragraph 4.5.1.1. CORRECTIVE ACTION block will include highest level of contamination, post decontamination at sign off, name of individual from installation Bioenvi- ronmental Engineering Office that cleared the aircraft or SE, and an applicable statement clearing the aerospace vehicle or SE. For example, “Aircraft Contamination reduced to acceptable levels” or “SE infestation eliminated.” 4.9.1.5 Enhanced local procedures may be developed by utilizing the MDS-specific or SE technical data and approved by GP/CC. 4-6  TO 00-20-1 CHAPTER 5 AFTO FORM 781 SERIES 5.1 GENERAL PURPOSE OF AFTO FORM 781. Use the AFTO Form 781 series collectively to provide a maintenance, inspection, service, configuration, status, and flight record for the particular aerospace vehicles and trainers for which they are maintained. There may be slight differences between the forms provided as examples in this TO and the forms available from the Maintenance Information System (MIS) and AF Publishing website or the electronic versions. If the MIS is available, it will be used; if the MIS is not available, the version on the web will be used. Supervisors will ensure current forms are being used, and all entries on these forms accurately contain the original form entries. Prior to flight, the aircrew will review the AFTO Form 781 series forms for aerospace vehicle status. Prior to maintenance, technicians will review the AFTO Form 781 series forms. Use the 24-hour military clock format when recording time entries in all forms. Forms binders must be standardized at unit level. 5.2 TRAINING DEVICE FORMS. 5.2.1 Mandatory AFTO Forms. The AFTO Forms 781, 781A, 781F, 781H, and 781K are mandatory for trainers in the 6930 Federal Stock Class (FSC), as well as private company owned training devices used by USAF flight crews, GP/CCs may approve the use of additional AFTO Form 781 series forms for this FSC. Accomplish documentation for visual systems listed in FSC 6930 on the forms of the simulator to which they are attached. GP/CCs may opt to use any AFTO Form 781 series forms with other FSC trainers. 5.2.1.1 When documenting the AFTO Form 781 series forms, precede the MDS of the aerospace vehicle being simulated by the letter S to denote a specific aerospace vehicle trainer MDS. 5.3 AEROSPACE VEHICLE FORMS. NOTE EXCEPTION: F-35 will utilize ALIS embedded electronic forms capabilities in accordance with applicable tech- nical manuals to document service inspections. 5.3.1 Mandatory AFTO Forms. The AFTO Forms 781, 781A, 781F, 781H, and 781K are mandatory for aerospace vehicles. GP/CCs may approve the use of additional AFTO Form 781 series forms. 5.3.2 Forms Binder. Aerospace vehicle forms are maintained in a forms binder. Arrangement of forms in the binder are as follows: AFTO Forms 781F, 781B (if used), 781, 781H, and 781A in that order. The GP/CC will determine standardized arrangement of all other forms as long as they are arranged after the AFTO Form 781A. NOTE During deployment or contingency operations where the potential for battle damage exists, the AFTO Form 97/97A/97B will be added to the forms binder. The requirement for systems coded aerospace equipment to carry a 781J does not apply to Ground Control Station (GCS). The GCS does not have an engine, therefore has no engine data to track. 5.4 DOCUMENTING OPERATIONAL CHECKS AND FUNCTIONAL CHECK FLIGHTS (FCF). 5.4.1 Requirements. FCFs and Operational Checks, to include leak checks, rig checks, and cure checks, must be entered on the AFTO Form 781A and documented as follows: 5-1 TO 00-20-1 5.4.1.1 Operational Checks. When required, an operational check/stray volt check will be part of the maintenance action. Document in the CORRECTIVE ACTION block by including a statement such as “OP CK GOOD” or “Stray Volt Check Good.” If a malfunction is detected during the check, document the finding (for example, sign off the write-up as “OP CK BAD” or “Stray Volt Check Bad”) and refer to a new write-up documenting the malfunction under the appropriate symbol. 5.4.1.1.1 In the event that the operational check cannot be accomplished concurrently with or immediately after comple- tion of the maintenance, close out the original entry by describing the corrective action with a statement that an operational check is required. When this situation occurs, make a new entry for the operational check in the next open block on the AFTO Form 781A. 5.4.1.1.2 The original entry CORRECTIVE ACTION and the new “OPERATIONAL CHECK” entry must refer to each by entering “See JCN” and/or “See page _____ and item _____.” The operational check entry must adequately describe the reason for the operational check with the prescribing TO number recorded. 5.4.1.1.3 In-flight operational checks are accomplished at the request of maintenance to validate a maintenance action that cannot be fully verified on the ground. 5.4.1.1.3.1 When an in-flight operational check is required and does not involve an FCF, make an AFTO Form 781A entry to describe the type and extent of the check needed. 5.4.1.1.4 When an in-flight operational check is good, an aircrew member enters the remark “OP CK GOOD” in the CORRECTIVE ACTION block, enters minimum signature in the INSPECTED BY block and initials over the symbol. When an in-flight operational check fails, the aircrew member enters the remarks “OP CK BAD” in the CORRECTIVE ACTION block, enters minimum signature in the INSPECTED BY block, initials over the symbol and enters a new discrepancy in the next open DISCREPANCY block. 5.4.1.2 FCF. Enter the reason the FCF is being accomplished in the DISCREPANCY block. 5.4.1.2.1 After completion of the FCF, if the aerospace vehicle is released, enter the following statement in the CORREC- TIVE ACTION block, “FCF completed, aircraft released for flight.” 5.4.1.2.2 The assigned primary pilot who accomplishes the FCF will initial over the symbol in the SYM block and enter their minimum signature in the INSPECTED BY block. 5.4.1.2.3 Record discrepancies noted during an FCF performed by depot facility personnel on depot work documents; however, when this option is taken, the AFTO Form 781A will contain a statement reading: “FCF defects recorded on _____” (enter the form 1039 identification). 5.4.1.2.4 For FCFs accomplished after depot work is completed, sign off the AFTO Form 781A entry as “Reported defects cleared on” (enter form identification) and enter minimum signatures in the CORRECTED BY and/or INSPECTED BY blocks. Ensure copies of depot documentation reflecting discrepancies and corrective action accomplished by depot facilities during FCFs accompany the aircraft being returned to the owning command. These documents will be returned to the unit FCF Manager. The documents will then be filed in the historical file and disposed of in accordance with AFI 33-322. 5.5 RECORDING ENGINE STORAGE. When installed engines are placed in storage, make entries on the AFTO Form 781A to indicate the type of storage and which portions of TO 2J-1-18 have been complied with. Example: “Engines in storage, TO 2J-1-18, sect par CW.” When the engines are removed from storage status, record a reference to the de-preservation instructions that were used in the CORRECTIVE ACTION blocks. For additional information on assets in extended storage see Paragraph 3.11. 5.6 AFTO FORM 781, ARMS AIRCREW/MISSION FLIGHT DATA DOCUMENT. (Figure 5-1 and Figure 5-2) The AFTO Form 781 is the source document for recording individual flying time, sorties and/or events for input into the MIS and Aircrew Resource Management System (ARMS). 5-2  TO 00-20-1 5.6.1 AFTO Form 781 Documentation Instructions. When available, aircraft with automated flight data recording systems will use the total flight time, sortie count, and mods provided by this system for input into the MIS in accordance with MDS specific guidance established in coordination with Lead Command and aircraft PM. 5.6.1.1 Maintenance or aircrew trainer technician/operator will complete blocks 2 through 5. a. Block 2, MDS. Enter the MDS designators from block 6 of the AFTO Form 781F. b. Block 3, SERIAL #. Enter the aerospace vehicle serial number. Example: 85-11428, 65-0966. c. Block 4, UNIT CHARGED FOR FLYING HOURS. Enter the organization to which the aerospace vehicle is assigned, with the command designation in parenthesis (e.g., 374 AW (AMC). Enter the four-letter code of the Host Aviation Resource Management (HARM) which services the organization, (supplied by the unit operations officer) to which the original forms must be sent for processing and filing. d. Block 5, HARM LOCATION. Enter the base to which the aerospace vehicle is assigned. 5.6.1.2 The Aircraft Commander will ensure completion of all other blocks required by AFI 11-401. 5.6.1.3 Remove the completed AFTO Form 781 from the aerospace vehicle forms binder and enter data into the MIS at maintenance debriefing. Maintenance debrief will complete block 39, MAINT REVIEW to show the form was reviewed and the data was entered into MIS. Send completed form to unit operations. If aircraft is equipped with automated flight data recording system, flight data is entered into the MIS utilizing the MDS specific guidance and 781 Maint Review is signed only indicating that the information in block 11+12 = 13 and block 14 tallies are correct. 5.6.1.4 The ARMS input operator will complete block 41 in accordance with AFI 11-401. 5-3 TO 00-20-1 Figure 5-1. AFTO FORM 781, ARMS Aircrew/Mission Flight Data Document (Front) 5-4  TO 00-20-1 Figure 5-2. AFTO FORM 781, ARMS Aircrew/Mission Flight Data Document (Reverse) 5-5 TO 00-20-1 5.7 AFTO FORM 781A, MAINTENANCE DISCREPANCY AND WORK DOCUMENT. (Figure 5-3 and Figure 5-4) Use the AFTO Form 781A to document each discrepancy discovered by aircrew or maintenance personnel. NOTE EXCEPTION: Upon discovery of battle damage, the finder will make an initial Red X entry in the aircraft’s AFTO Form 781A which reads “Aircraft sustained battle damage, see AFTO Form 97.” From this point, all discrepancies resulting from battle damage will be documented on AFTO Form 97/97A/97B. See TO 1-1H-39, for specific instructions on documenting aerospace vehicle battle damage repairs. 5.7.1 AFTO Form 781A Documentation Instructions. Maintenance personnel or aircrew trainer technician/operator will ensure sufficient copies of the AFTO Form 781A are aboard the aerospace vehicle or in the AFTO Forms 781 binder or available at the Aircrew Training Device (ATD). 5.7.1.1 Transcribe open discrepancies to a new AFTO Form 781A, remove the AFTO Form 781A from the binder, and forward removed forms to the work center office. After the responsible supervisor reviews and ensures the entries are accurate, forward the AFTO Form 781A to the documentation activity responsible for filing (maintain ATD AFTO Form 781As at the work center). 5.7.1.2 Minimum heading requirements for double-sided AFTO Form 781A forms will be: FROM, MDS, and SERIAL NUMBER on page one and all odd numbered pages and page number on all pages. When single-sided forms are used the minimum heading requirements are: FROM, MDS, SERIAL NUMBER, and page number on all pages. 5.7.1.2.1 FROM: Enter the date the form was initiated. Example: YYYYMMDD. 5.7.1.2.2 TO: When closing out a set of forms enter the date the form was closed out and removed from the binder on page one only. Example: 20090420. The FROM date of a new form will always be the same as the TO date on the form that is closed out. This entry provides a positive means of determining whether any forms are missing from the aerospace vehicle file. Securely fasten all forms together to prevent loss. 5.7.1.2.3 MDS: Enter the aerospace vehicle MDS designator. Example: C-130H. 5.7.1.2.4 SERIAL NUMBER: Enter the aerospace vehicle serial number. Example 85-1428 or 65-14828. 5.7.1.2.5 PAGE: Enter the page number. On two-sided forms the front and back of the form will be considered as separate pages and will be numbered accordingly. 5.7.1.2.6 PAGE___OF___PAGES: When closing out a set of forms enter the total number of pages on page one only. Example: Page 1 of 8 Pages. 5.7.1.3 Complete entries for the AFTO Form 781A as follows: 5.7.1.3.1 SYM: Enter the proper symbol of each discrepancy documented. 5.7.1.3.2 JCN: Enter the job control number. 5.7.1.3.3 DATE DISC: Print the date a discrepancy is discovered. 5.7.1.3.4 DOC NO.: Enter the supply document number, if part(s) is/are back-ordered. 5.7.1.3.5 CF 781A: When a new AFTO Form 781A is initiated, uncorrected discrepancies will be carried forward to a new AFTO Form 781A. a. When a discrepancy is carried forward to a new AFTO Form 781A, the individual transcribing the discrepancy will mark the CF 781A box, sign the CORRECTED BY block with their minimum signature and enter their employee number in the EMPLOYEE NO. block. 5-6  TO 00-20-1 b. Transcribe the SYM, JCN, original DATE DISC, DISCREPANCY and, if applicable, the DOC NO. The individual transcribing the discrepancy will print the name and employee number of the individual who made the initial entry in the appropriate blocks. c. Do not place an initial over the symbol for the discrepancies that are carried forward, since this only represents a transcribing action and does not correct the reported condition. 5.7.1.3.6 XF 781K: If corrective action for discrepancies will be delayed, discrepancies OTHER than Red X items may be transferred to the AFTO Form 781K. NOTE Downgraded Red Xs will never be transferred to the AFTO Form 781K. a. When a discrepancy is transferred to the AFTO Form 781K, the individual transferring the discrepancy will mark the XF 781K box, sign the CORRECTED BY block with their minimum signature and enter their employee number in the EMPLOYEE NO. block. b. Transcribe the SYM, JCN, original discrepancy and, if applicable, the DOC NO. to the AFTO Form 781K. c. Do not place an initial over the symbol for the discrepancies that are transferred to another form, since this only represents a transcribing action and does not correct the reported condition. 5.7.1.3.7 DATE CORRECTED: Enter the date that the discrepancy is corrected. Example: YYYYMMDD. 5.7.1.3.8 WUC/REF (GP/CC option): Use this block, if applicable to document Work Unit Code information or the appropriate Reference Designator. 5.7.1.3.9 FAULT CODE: Use this block, if applicable to document Fault Code information. 5.7.1.3.10 STA CODE: Use this block when any corrective action is accomplished away from home station and when maintenance is performed by other than home station personnel. Enter the four-letter geographic location (GEO-LOC) indicator for the location where the repair was accomplished. The GEO-LOC will be entered at the time the discrepancy is corrected. GEO-LOC Codes are located in the MIS. NOTE EXCEPTION: Do not include the GEO-LOC or Station Code information for aerospace vehicles on classified missions. 5.7.1.3.11 DISCREPANCY: Prior to entering new discrepancies, review the forms to prevent duplication. a. Print a thorough description of the discrepancy in the next open DISCREPANCY block. More than one block may be used for a discrepancy if required. b. Enter all defects noted before, during, and after each flight. Do not enter more than one defect in each block. 5.7.1.3.11.1 Quick access panels/doors/plugs/caps opened or removed for servicing, inspection, operational checkout, etc as specified by TOs do not need to be documented separately if closed/reinstalled upon task completion per the TO. MAJCOMs will supplement this guidance providing documentation guidance per MDS addressing the leaving of these quick access panels/doors open/removed for next launch. Owning MAJCOMs may follow existing lead MAJCOM supplemental guidance. 5.7.1.3.11.2 Required aircraft servicing discovered and completed during pre-flight/launch inspections (PR/BPO, TH) does not require separate AFTO Form 781A documentation however, if the servicing is not completed before the inspection is signed off, the servicing discrepancy must be documented. Unless directed by the Maintenance Group Commander (MXG/CC), Fuel/LOX servicing documentation is not required on the AFTO Form 781A. 5-7 TO 00-20-1 5.7.1.3.11.3 Panels/doors removed/opened except those identified in Paragraph 5.7.1.3.11.1, will be entered as a separate individual discrepancy or may be grouped into one discrepancy. If removed to Facilitate Other Maintenance (FOM), refer- ence the original discrepancy by using “See JCN __________” and/or “See Page __________, Item __________.” If grouped, all panels/doors removed must be listed individually within the discrepancy and corrective action blocks. Panels/ doors requiring In Process Inspections (IPIs) cannot be grouped and must be documented individually except as noted below. NOTE EXCEPTION: If WCEs/WESs are part of original discrepancy and are listed in the MIS generated AFTO Form 781A or non-MIS generated WCEs/WESs are in sequential order to the original discrepancy, reference to the original entry is not required. 5.7.1.3.11.3.1 For scheduled inspections, GP/CCs have the option of developing local panel sheets to record the removal of panels required by an inspection as long as a Red X entry is made in the AFTO Form 781A which reflects its use. This will preclude a separate Red X entry for each panel/IPI. Local panel sheets contain as a minimum: panel number or nomenclature, name and employee number of individual who removed panel, minimum signature and employee number of individual who installed the panel and minimum signature and employee number of individual who performed applicable IPIs. Local panel sheets will be treated the same as aerospace vehicle documents and filed with the inspection historical documents. 5.7.1.3.11.4 Whenever an original discrepancy is of a nature that operation of the affected system could be hazardous or result in further damage or injury to personnel, include a warning note written or underlined in red following theoriginal discrepancy statement. For example: “NOTE - DO NOT APPLY ELECTRICAL POWER TO FUEL SYSTEM - FIRE HAZARD” or “NOTE - DO NOT APPLY ELECTRICAL POWER TO GALLEY OVEN - FIRE HAZARD.” When the condition that created the note no longer exists, line through the warning/note. 5.7.1.3.11.5 AFTO Form 492, MX Warning Tag. (Figure 5-5) The AFTO Form 492 has replaced the AF Form 1492 with all references being removed from AFMAN 91-203. Continued use of the AF Form 1492 is authorized until supplies are exhausted. Once supplies are exhausted, all references to the AF Form 1492 will be replaced with the AFTO Form 492 at the next TO change. NOTE AFTO Form 492 will not be used on Electronic Circuit Breakers (ECBs). 5.7.1.3.11.5.1 The warning tag is a communication device used to prevent the inadvertent activation, movement, or configuration change of a system, flight control, stored energy, etc. that will cause injury to personnel and/or damage to equipment. The AFTO Form 492 shall be used during maintenance action as required by MDS-specific technical data and/or local procedures. 5.7.1.3.11.5.1.1 GP/CCs shall develop local procedures if MDS-specific technical data does not provide sufficient guid- ance on usage of the AFTO Form 492. 5.7.1.3.11.5.1.2 For conditions that warrant AFTO Form 492 usage, but are not covered by MDS-specific technical data and/or local procedures, technicians will use warning tags and notify Maintenance Supervision of the condition for review and/or inclusion in local procedures. 5.7.1.3.11.5.2 Warning tags will not be used in-flight. If a system is required to be de-activated for flight (e.g., thrust reversers, galley oven, etc.), the system will be deactivated using a circuit breaker collar or other approved method, and an applicable warning statement as directed in Paragraph 5.7.1.3.11.5.7. Do not use the AF Form 979, Danger Tag, for on- equipment aircraft maintenance. 5.7.1.3.11.5.3 For aircraft with ECBs, strapping/unstrapping is the equivalent of installing/removing warning tags and may be authorized for flight per specific MDS guidance. 5.7.1.3.11.5.4 Text and Reverse Side. Warning tag text shall be completed by individual responsible for physically installing tag. The following blocks shall be completed on the AFTO Form 492: a. JCN. Enter the job control number of warning tag Red X discrepancy. See Paragraph 5.7.1.3.11.5.7. 5-8  TO 00-20-1 b. TAG_____OF______. Enter the tag number and total number of tags. c. ITEM TAGGED. Enter the common name of the item that the tag is installed on. 5.7.1.3.11.5.5 Installation. The AFTO Form 492 is no longer a two part tag. Therefore, insertion into aircraft forms or attachment by a locally developed warning tag program (board, binder, form, etc.) is no longer required. The individual that performs the procedure or validates the condition or configuration for which a warning tag/ECB strap is required, shall attach the AFTO Form 492 or strap the ECB to the aircraft specific circuit breaker, switch, control handle, etc. When utilizing a WCD or locally developed warning tag program, the GP/CC will establish local procedures. 5.7.1.3.11.5.6 Removal. The warning tag/ECB strap will be removed prior to activation, movement or configuration change of the system, flight control, stored energy, etc. that was isolated. Only personnel authorized to clear Red X discrepancies shall physically remove the AFTO Form 492/ECB strap. 5.7.1.3.11.5.7 Documentation. Warning tag(s)/ECB strap(s) will be documented on a separate Red X as either an associated JCN or WCE/WES. Warning tag(s)/ECB strap(s) must match a corresponding AFTO Form 781A and MIS entry. (MIS only for paperless inspections). Warning tags/ECB straps may be grouped providing all tags/straps pertain to the same discrepancy. NOTE EXCEPTION: Non-discrepancy driven warning tag(s)/ECB strap(s) (i.e., system locked out to perform pre-flight, etc.) will still be documented on a Red X but are not required to match a corresponding AFTO Form 781A and MIS entry. a. In the DISCREPANCY block, enter the total number of warning tags/ECB straps installed, and applicable warning note per Paragraph 5.7.1.3.11.4. For example, “2 each warning tags/ECB straps installed. NOTE: DO NOT OPERATE LANDING GEAR.” Reference the original discrepancy, if applicable, using “See JCN __________” (For paperless only) and/or “See Page __________, Item __________.” NOTE If WCEs/WESs are part of original discrepancy and are listed in the MIS generated AFTO Form 781A or non-MIS generated WCEs/WESs are in sequential order to the original discrepancy, reference to the original entry is not required. b. In the CORRECTIVE ACTION block annotate total number of warning tags/ECB straps removed, and clear the Red X as directed in Paragraph 4.5.1.2. (1) When grouped warning tags/ECB straps are removed at different times or by different Red X authorized indi- viduals, each warning tag/ECB strap will be annotated in the CORRECTIVE ACTION block along with the minimum signature of the individual(s) that removed the warning tag(s)/ECB strap(s). (2) The individual that removes the final grouped warning tag/ECB strap will ensure that each warning tag/ECB strap in the DISCREPANCY block has been properly annotated as removed in the CORRECTIVE ACTION block prior to clearing the Red X as directed in Paragraph 4.5.1.2. 5.7.1.3.11.5.7.1 Fifth Generation aircraft will create a Red X discrepancy in the applicable electronic forms reflecting a hazardous condition remains unresolved associated with a maintenance task (e.g. disconnected APU exhaust duct, open electrical circuit, disconnected hydraulic or fuel lines, etc.) and that an AFTO Form 492 has been installed on the applicable activation devise or system. 5.7.1.3.11.6 The following procedures apply to the documentation requirements for completing an IPI. Some digital TOs include IPIs displayed as a step in the task. The IPI executes as a process within the TO. Once executed, a WCE/WES is automatically created in the digital aircraft forms detailing the IPI task description. In this case, the IPI requirement is fulfilled and the following procedures do not apply. 5.7.1.3.11.6.1 The IPI inspector who completes the IPI will indicate completion of the IPI(s) in the CORRECTIVE ACTION block of the original discrepancy by stating, “Required IPI (insert IPI task title or IPI description or IPI step number) complied with” and enter minimum signature in the CORRECTIVE ACTION block. If more than one IPI is 5-9 TO 00-20-1 required to complete the task, IPI inspector must identify number of IPIs in corrective action block such as, “Three required IPIs (insert IPI task title or IPI description or IPI step number of three IPIs) complied with.” If there is no room in the CORRECTIVE ACTION block, the IPI inspector will document IPIs as a separate entry in the AFTO Form 781A or appropriate work package. Place the IPI(s) on a Red X and reference the page and item number of the original discrepan- cy(s). 5.7.1.3.11.6.2 When an IPI is documented as a separate entry, the IPI inspector will indicate completion of the IPI(s) in the CORRECTIVE ACTION block of the discrepancy by stating: IPI complied with in accordance with TO, page number, paragraph number, and step number and entering their minimum signature in the INSPECTED BY block in accordance with Paragraph 4.5.1.2. If IPI WCEs/WESs are part of original discrepancy, and are listed in the MIS generated AFTO Form 781A, reference to the original entry is not required. 5.7.1.3.11.7 The following documentation will be accomplished whenever a maintenance action is stopped prior to completion or a change of maintenance technician occurs (e.g., job awaiting parts, technician reassigned to another job, end of shift, etc.). 5.7.1.3.11.7.1 The technician(s) will create a new discrepancy documenting the reason maintenance was stopped and referencing the original discrepancy. Example: Lt MLG Strut repack, steps 1 thru 25 CW in accordance with 1C-5B-5- 5JG-2, Sec 5-2 (reference the page __, item __ of original entry). For S1000D IETM users, use data module code and steps. For Non-S1000D IETM users, follow your MAJCOM guidance. 5.7.1.3.11.7.2 The technician will create a subsequent entry in the AFTO Form 781A detailing the remaining open TO steps or tasks. Example: Lt MLG Strut requires repack in accordance with 1C-5B-5-5JG-2, Sect 5-2, steps 26 thru 30 NCW (reference original entry). For S1000D IETM users, place TO number, data module code and steps. For Non-S1000D IETM users, follow your MAJCOM guidance. 5.7.1.3.11.7.3 Keep the original discrepancy and JCN open in MIS/IMDS (units produced 00) until the entire mainte- nance action is completed, since subsequent discrepancy corrective actions only document partial completion (reference TO 00-20-2). Do not transcribe aerospace vehicles forms until all tasks associated with the original discrepancy are completed. 5.7.1.3.11.7.4 When all steps or tasks of the maintenance action are complete, a qualified technician will clear the discrepancy and review all pertinent discrepancies to determine if all steps were accomplished in accordance with the applicable technical data. 5.7.1.3.11.8 Record discrepancies discovered during scheduled inspections directly in the MIS, locally developed/ap- proved lists or WCDs. All Red X entries must be entered in both the AFTO Form 781A and MIS (MIS only for paperless inspections). All other discrepancies tracked on locally developed lists and/or WCDs that cannot be corrected by the allotted scheduled inspection time, must be transcribed to the MIS with the documents routed with the 781 series forms package and filed with the inspection historical documents. 5.7.1.3.11.8.1 When utilizing the paperless process, refer to Paragraph 5.18. 5.7.1.3.11.9 Any component removed to FOM, will be documented as a separate discrepancy with the appropriate Red symbol entry. This applies even if the item is immediately reinstalled. Reference the original discrepancy using “See JCN __________” and/or “See Page __________, Item __________.” NOTE EXCEPTION: Procedures that require removal of a component as a step of the task and contain all of the steps for component removal/installation within the same procedure or reference other tasks for both removal and installation, which contain all the steps for component removal/installation, do not need to be documented separately. EXCEPTION: If the removal to FOM WCEs/WESs are part of the original discrepancy and are listed in the MIS generated AFTO Form 781A, a reference to the original discrepancy is not required. 5.7.1.3.11.9.1 All jacking/mooring equipment installed to FOM or facilitate stabilizing the aircraft due to Center of Gravity (CG) imbalance, will be documented as a separate discrepancy with a Red X symbol entry. Reference this entry to the original discrepancy using “See JCN __________” and/or “See Page __________, Item __________.” Whenever the discrepancy is of a nature that removal of the equipment could be hazardous or result in damage to equipment or injury to 5-10  TO 00-20-1 personnel, include a warning note written and underlined in red following the discrepancy statement. For example: “NOTE - DO NOT REMOVE JACKS - CG HAZARD or CRUSH HAZARD.” When the condition that created the note no longer exists, line through the warning/note. 5.7.1.3.11.10 Identify repeat or recurring discrepancies as “repeat” or “recurring,” as applicable, in the DISCREPENCY block. 5.7.1.3.11.11 Internally loaded munitions will be entered as an “INFO NOTE,” identifying type and quantity of munitions uploaded (refer to TO 11A-1-33 for internally loaded munitions). Annotate multiple entries in the same discrepancy block. Update the “INFO NOTE” with types and quantities of expendables prior to each flight. The applicable “INFO NOTE” will be retained in the aerospace vehicle forms until munitions are removed and/or expended. 5.7.1.3.12 DISCOVERED BY: Print name (first name initial and last name as a minimum) for each discrepancy recorded. 5.7.1.3.12.1 A discovered by is not required for MIS generated jobs that are part of a job package (i.e. isochronal inspections, -6 inspections, TCTO, Debrief, etc.). 5.7.1.3.13 EMPLOYEE NO/USERID: Maintenance personnel will enter their employee/USERID/FAA certification num- ber or equivalent. 5.7.1.3.13.1 An employee number is not required for MIS generated jobs that are part of a job package (i.e. isochronal inspections, -6 inspections, TCTO, Debrief, etc.). 5.7.1.3.14 CORRECTIVE ACTION: When a discrepancy on the AFTO Form 781A is completed, document the corrective action taken. 5.7.1.3.14.1 For Red X discrepancies, include a TO reference to determine the work performed in the CORRECTIVE ACTION block. Examples of TO references include, but are not limited to: 5.7.1.3.14.1.1 Conventional TOs use full TO number along with paragraph/figure number. 5.7.1.3.14.1.2 S1000D Interactive Electronic Technical Manual (IETM) use data module code. 5.7.1.3.14.1.3 Maintenance Integrated Data Access System (MIDAS) use function/fault code. 5.7.1.3.14.1.4 System/Sub-System/Subject Number (SSSN) or equivalent. 5.7.1.3.14.1.5 WPNS checklists use specific checklist within a WPNS checklist. 5.7.1.3.14.2 When a temporary/partial repair is accomplished that warrants changing the symbol entered for the discrep- ancy, and the final repair action is deferred, enter the temporary/partial repair corrective action. Close out the original discrepancy and enter a new discrepancy, with the appropriate symbol and description of the work to be accomplished in the next open block of the AFTO Form 781A. The original entry CORRECTIVE ACTION block and new entry DISCREP- ANCY block must refer to each other by the entries “see JCN” and/or “see page __, item __”. 5.7.1.3.14.2.1 AFTO Form 781A entries for temporary repair of fuel leaks will include the following information in the discrepancy block: a. Tank b. Wing station or X-Y plot c. Leak classification d. Cause, if known 5.7.1.3.14.3 AFTO Form 781A entries for the unscheduled replacement of a Time Change Item (TCI) accomplished away from home station will include the old and new item’s serial number and aircraft operating time at time of replacement in the CORRECTIVE ACTION block. 5-11 TO 00-20-1 5.7.1.3.14.4 To clear a discrepancy that was Previously Complied With (PCW), print “PCW, see forms dated FROM___, TO___ (from the old forms), Page ___, Item ___,” in the CORRECTIVE ACTION block of the new set of forms. The individual will then enter their minimum signature in the CORRECTED BY block and initial over the symbol in the SYM block. A Red X PCW discrepancy does not require a Red X qualified individual since there is no maintenance action. 5.7.1.3.14.4.1 Duplicate discrepancies occur when two or more write-ups are entered and remain open for the same discrepancy. The initial entry should remain open and all duplicate entries closed by referencing the original discrepancy. If the entries share the same JCN do not close the job in the MIS when clearing the duplicate entries. To clear a duplicate discrepancy, print “Duplicate Discrepancy, see Page__, Item__,” in the CORRECTIVE ACTION block of the forms. The individual will then enter their minimum signature in the CORRECTED BY block and initial over the symbol in the SYM block. A Red X duplicate discrepancy does not require a Red X qualified individual since there is no maintenance action. 5.7.1.3.15 CORRECTED BY, INSPECTED BY, and EMPLOYEE NO. 5.7.1.3.15.1 When a Red diagonal entry has been corrected, the maintenance technician will enter their minimum signa- ture in the CORRECTED BY block and their employee number/FAA certification number/USERID in the EMPLOYEE NO. block. The INSPECTED BY block will be left blank. 5.7.1.3.15.2 When a Red dash entry has been corrected, the maintenance technician will enter their minimum signature in the INSPECTED BY block and their employee number/FAA certification number/USERID in the EMPLOYEE NO. block. The CORRECTED BY block will be left blank. 5.7.1.3.15.3 When a Red X entry has been corrected, the maintenance technician correcting the discrepancy will enter his/her minimum signature in the CORRECTED BY block and their employee number/FAA certification number/USERID in the EMPLOYEE NO. block. The inspector will then enter their minimum signature in the INSPECTED BY block and their employee number/FAA certification number/USERID in the EMPLOYEE NO. block. NOTE See Paragraph 4.5 for additional discrepancy clearing requirements. 5.7.1.3.16 Cannot Duplicate (CND) Discrepancies. Personnel will make every effort to duplicate the circumstances that created the reported discrepancy. When a discrepancy cannot be duplicated, the technician will document “Cannot Duplicate Malfunction” or “CND” in the corrective action block, and ensure the symbol is cleared in accordance with Paragraph 4.5. 5-12  TO 00-20-1 Figure 5-3. AFTO FORM 781A, Maintenance Discrepancy and Work Document 5-13 TO 00-20-1 Figure 5-4. AFTO FORM 781A, Maintenance Discrepancy and Work Document (Reverse) 5-14  TO 00-20-1 Figure 5-5. AFTO FORM 492, MX WARNING TAG 5-15 TO 00-20-1 5.8 AFTO FORM 781B, COMMUNICATIONS SECURITY EQUIPMENT RECORD. (Figure 5-6) If used, this form is designed to provide Communications Security (COMSEC) equipment status. 5.8.1 AFTO Form 781B Documentation Instructions. Use the AFTO Form 781B, when COMSEC equipment is in- stalled on the aerospace vehicle. Maintenance personnel remove the completed AFTO Form 781B and dispose of it in accordance with AFI 33-322. The Aircraft Commander (A/C) or designated aircrew member checks the AFTO Form 781B prior to flight to ascertain that the COMSEC equipment configuration conforms to the mission requirements. The following form entries are required: a. Complete the heading with the appropriate aerospace vehicle and date information. b. ITEM: Enter the nomenclature of the equipment installed. c. SERIAL NUMBER: Enter the serial number of the COMSEC equipment item. d. POSITION: Enter the position number of the item. Examples: KY-28 number five, enter a 5; KIR-1A number two, enter a 2. e. DATE INSTALLED Enter the date the item is installed. If the installation date is unknown, verify the item is installed and enter the current date. f. SIGNATURE AND EMPLOYEE NUMBER: The maintenance technician who installed the item or verified installa- tion enters their minimum signature. If a person transcribes the information from another AFTO Form 781B, they will enter their minimum signature. g. DATE REMOVED: Enter the date the COMSEC equipment item is removed. h. SIGNATURE AND EMPLOYEE NUMBER: Enter the minimum signature and employee/FAA certification number of the person who removed the item or verified removal 5-16  TO 00-20-1 Figure 5-6. AFTO FORM 781B, Communication Security Equipme