Chapter 07 - General Maintenance Recording and Reporting PDF

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01_____________________________________________________________Chapter 7Table of ContentsChapter General Maintenance Recording and Reporting SME Latest AL077.1 Certification of Aircraft Maintenance Documentation Reg-DocsLIS 177.2 Recording of Aircraft Maintenance Reg-DocsLIS 227.2.1 MOD Form 700 Documentation Reg-DocsLIS 227.3 Logistic Information Systems Reg-DocsLIS 187.3.1 Electronic Certification of Aircraft Maintenance Reg-DocsLIS 187.3.2 Electronic Documentation of Aircraft Maintenance Reg-DocsLIS 167.3.3 Management of Arisings within a GroundReg-DocsLIS 16Maintenance System (GMS)7.5 Fault Reporting Reg-JAPPT 207.5.1 Narrative Fault Reporting Using the MOD Form 760 Reg-JAPPT 21Series7.5.2 Serious Fault Signal Procedure Reg-JAPPT 217.5.3 Engineering Aspects of Air or Ground OccurrenceReporting7.6 Retention of Military Aviation EngineeringDocumentation7.6.1 Scanning and Electronic Storage of Military AviationEngineering DocumentationReg-JAPFLC 22Reg-DocsLIS 22Reg-DocsLIS 19

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01_____________________________________________________________Chapter 7Table of ContentsChapter General Maintenance Recording and Reporting SME Latest AL077.1 Certification of Aircraft Maintenance Documentation Reg-DocsLIS 177.2 Recording of Aircraft Maintenance Reg-DocsLIS 227.2.1 MOD Form 700 Documentation Reg-DocsLIS 227.3 Logistic Information Systems Reg-DocsLIS 187.3.1 Electronic Certification of Aircraft Maintenance Reg-DocsLIS 187.3.2 Electronic Documentation of Aircraft Maintenance Reg-DocsLIS 167.3.3 Management of Arisings within a GroundReg-DocsLIS 16Maintenance System (GMS)7.5 Fault Reporting Reg-JAPPT 207.5.1 Narrative Fault Reporting Using the MOD Form 760 Reg-JAPPT 21Series7.5.2 Serious Fault Signal Procedure Reg-JAPPT 217.5.3 Engineering Aspects of Air or Ground OccurrenceReporting7.6 Retention of Military Aviation EngineeringDocumentation7.6.1 Scanning and Electronic Storage of Military AviationEngineering DocumentationReg-JAPFLC 22Reg-DocsLIS 22Reg-DocsLIS 19

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.1Certification of Aircraft Maintenance DocumentationTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Applicability ................................................................................................................12 Policy for the certification of aircraft maintenance work .............................. 13 Requirements for certification ......................................................................... 13.1 Background .......................................................................................................................13.2 Reasons for certification....................................................................................................24 Methods of certification.................................................................................... 21 General1.1 IntroductionIn the interest of flight safety and airworthiness integrity, there is a chain of individualresponsibility for maintenance work carried out within the Military Air Environment (MAE) anda supporting system of recording and certification, which ensures full accountability for allsuch work.In specific instances, particularly in the context of aircraft, an individual's certification affirmsthat the equipment is operationally ready and that operators may entrust their lives to it.Therefore, the importance of correct recording and certification cannot be over-emphasizedand all personnel are reminded that it is a serious offence to certify a maintenance recordwithout first ensuring its accuracy. Electronic certification of aircraft maintenancedocumentation is legally equivalent to certification on hardcopy maintenance documents.This chapter details the tri-Service policy for the certification of aircraft maintenancedocumentation, whether in paper or electronic form.1.2 ApplicabilityThis chapter is applicable to the MAE.2 Policy for the certification of aircraft maintenance workAll maintenance work carried out on aircraft and aircraft equipment is to be recorded andcertified in accordance with current procedures. Only an appropriately qualified and/orauthorized person can certify a maintenance record. When certifying a maintenance record,he is implicitly stating that he has completed or supervised the maintenance/servicing task inaccordance with applicable orders, leaflets and instructions and that he has correctly recordedthe serviceability state of the aircraft/equipment.3 Requirements for certification3.1 BackgroundCertification for aircraft/equipment maintenance is required to provide a fully auditable trail ofthe work carried out. It identifies, uniquely, those responsible for the work in a manner thatmay be authenticated. Further guidance on the responsibilities associated with signatures onmaintenance documentation is detailed in Chapter 4.3.2.RN, Army, RAFAL 17Dec 07UNCONTROLLED COPY WHEN PRINTED Chapter 7.1Page 1 of 2

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED3.2 Reasons for certificationThe reasons for certification include, but may not be limited to:1 Accepting responsibility for work carried out.2 Identifying those carrying out the work to confirm that they are authorized.3 Accepting custody or transfer of an aircraft or equipment, eg acceptance by aircrew.4 Accepting responsibility as a supervisor or co-ordinator.5 Authorizing changes to work operations, eg scoping independent inspections,deferments or extensions.6 Identifying the time and date that an action is carried out.All of the above rely on a system that can both identify and authenticate the individualconcerned.4 Methods of certificationThe default method of certification for all aircraft maintenance documents is a signature. Theuse of initials, in place of a signature, may be permitted under certain specifically definedcircumstances. Where electronic certification is used, the minimum standard of certification isdetailed in Chapter 7.3.1.Chapter 7.1Page 2 of 2UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 17Dec 07

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.2.1MOD Form 700 DocumentationTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Applicability .......................................................................................................................12 Policy on MOD Form 700 documentation ....................................................... 13 MOD Form 700 – binders and dividers............................................................ 23.1 General .............................................................................................................................23.2 MOD Form 700A – Aircraft Log Cover..............................................................................23.3 MOD Form 700C – Aircraft Maintenance Form Cover .....................................................23.4 MOD Form 700D – Engineering Record Card Cover .......................................................33.5 Work recording on Logistic Information Systems (LIS).....................................................34 Control of MOD Form 700 and MOD Form 700 numerical series forms....... 34.1 Control of forms by Stns/Ships/Units and individuals .......................................................34.2 Carriage of MOD Form 700C in parent aircraft .........................................................54.3 Development of new forms ...............................................................................................65 Responsibilities................................................................................................. 65.1 Stn/Ship/Unit .....................................................................................................................65.2 Front Line Command Headquarters..............................................................................65.3 Aircraft or Equipment Project Teams (PTs)...............................................................65.4 MAA Tech Reg 2.......................................................................................................66 References ......................................................................................................... 6List of tablesTable 1. Platforms with Limited MOD Form 700 Convergence ....................................................3Table 2. MAA Tech Reg 2-Designated MOD Form 700 Controlled Forms..........................31 General1.1 IntroductionThe MOD Form 700 is an omnibus title given to a collection of MOD Forms in the 700numerical series. When assembled and allocated to a specific aircraft, flight simulator,Uninstalled Engine Test Facility (UETF) or associated equipment, these forms provide themeans of compiling a complete technical history of the in-service use of thataircraft/equipment and provide a current statement of its condition. This chapter providesinformation and instructions on the MOD Form 700.1.2 ApplicabilityThis chapter is applicable to the Military Air Environment (MAE).2 Policy on MOD Form 700 documentationThe MOD Form 700 provides a technical history of an aircraft or equipment and a statementof its condition. Every effort is to be made to ensure its safe custody and freedom fromdefacement.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.2.1Page 1 of 6

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED3 MOD Form 700 – binders and dividers3.1 GeneralThe MOD Form 700 consists of a variety of specified loose-leaf forms, selected from the MODForm 700 numerical series, to suit the maintenance policy and the particular needs of a givenaircraft type, flight simulator, UETF or associated equipment. The forms, along with the MODForm 700 (Divider Cards), are held in 3 binders:1 MOD Form 700A – Aircraft Log Cover.2 MOD Form 700C – Aircraft Maintenance Form Cover.3 MOD Form 700D – Engineering Record Card Cover.3.2 MOD Form 700A – Aircraft Log CoverThe MOD F700A is a loose-leaf binder for the stowage of controlled forms, as defined inparagraph 4.1.2, removed from the MOD Form 700C.3.3 MOD Form 700C – Aircraft Maintenance Form CoverThe MOD F700C consists of a hard-back, loose-leaf binder and a series of forms in the MODForm 700 numerical series. When assembled and allocated to either a specific aircraft, flightsimulator, UETF or associated equipment by its serial number, the MOD Form 700C providesa working document in which current maintenance records are kept. The specific MOD Form799/1 (aircraft type) lists those forms (including mandatory and controlled forms) identified byMilitary Aviation Authority Technical Regulator 2 (MAA Tech Reg 2) and theaircraft/equipment Project Team (PT), from the MOD Form 700 numerical series, that areto be placed in each section of the MOD Form 700C. The sections are as follows:1 Section 1 – Aircraft Maintenance Log.2 Section 2 – Limitations Log.3 Section 3 – Acceptable Deferred Faults (ADF) Log.4 Section 4 – Flight Servicing and Usage.5 Section 5 – Forecast of Preventive Maintenance.6 Section 6 – Aircraft Weight and Moment Data.7 Section 7 – Mechanical Information.8 Section 8 – Avionic Information.9 Section 9 – Role Equipment and Weapons (forms other than MOD Form 706 series).10 Section 10 – Used at PT Discretion.11 Section 11 – Index, Leading Particulars, General Instructions for Use.Depending on the aircraft/equipment type, not all sections are used. Section 10 maycontain non-MOD Form 700 series documents at the PT discretion, providing they areapproved for use on the MOD Form 799/1(platform).The MOD Form 700C is to be adopted by all platforms. However, the platforms listed in Table1 are unable at present to comply with either the structure listed above or the revised formsidentified below. These platforms are still to adopt the converged MOD F707A and the MODF707B(AFRC) and are to apply the principles of the converged MOD F700 policy.Chapter 7.2.1Page 2 of 6UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Table 1. Platforms with Limited MOD Form 700 ConvergencePlatformMOD Form MOD Form MOD Form799/1(Platform) 705(Platform) 799/4(Platform)Simulator Self-Launched Gliders Winch-Launched Gliders 3.4 MOD Form 700D – Engineering Record Card CoverThe optional MOD F700D, when in use, contains all the Engineering Record Cards (ERCs) forcomponents fitted to a specific aircraft/equipment. Mandatory documents for inclusion in theMOD Form 700D are to be listed in the relevant aircraft Topic 2(N/A/R)1 or Topic 5A1.3.5 Work recording on Logistic Information Systems (LIS)When recording work, or associated activities, on a Logistic Information System (LIS), themethod of recording and organizing maintenance data will be detailed in the appropriateoperating manual. There is no requirement to use specific MOD Form 700 numerical serieslayouts for displaying information on the LIS screen; however, any forms printed are to complywith the provisions of paragraph 4.4 Control of MOD Form 700 and MOD Form 700 numerical seriesforms4.1 Control of forms by Stns/Ships/Units and individuals4.1.1 Sponsorship of formsAircraft/equipment-specific MOD Form 700 numerical series forms are sponsored by theappropriate PT. MAA Tech Reg 2 sponsors all other MOD Form 700 numerical seriesforms.4.1.2 Controlled forms MAA Tech Reg 2 designates a number of forms in the MOD Form 700 numerical seriesas controlled forms; their use and disposal is subject to specific conditions. Table 2 lists thesecontrolled forms:Table 2. MAA Tech Reg 2-Designated MOD Form 700 Controlled Forms.MOD Form NoMOD F703MOD F703AEMOD F703A1 & MOD F703A2MOD F703B or MOD Form 703B(Aircraft Type)MOD F704MOD F704AMOD F704BMOD F704DMOD Form 705(Aircraft Type)MOD Form NoMOD F705(SSC) & MOD F705(SSR)MOD F706B or MOD Form 706B(Aircraft Type)MOD F707AMOD F713MOD F721BMOD F721C or MOD Form 721C(Aircraft Type)MOD F724 or MOD Form 724(Aircraft Type)MOD Form 725(Aircraft Type)MOD F726The appropriate MOD Form 799/1(aircraft/equipment type) details which forms are controlledwithin a particular aircraft/equipment type MOD Form 700C.4.1.3 Insertion and removal of controlled forms into/from MOD Form 700A person holding authorization JAP-C450 may insert controlled forms into the MOD Form700C.A person holding authorization JAP-E424 may insert/remove controlled forms into/from theMOD Form 700C.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.2.1Page 3 of 6

JAP 100A-01UNCONTROLLED COPY WHEN PRINTEDInstructions for the insertion and removal of controlled forms into/from MOD Form 700C aredetailed on the MOD Form 799/1 General Instructions For Use.4.1.4 Amendments to existing formsWhen an amendment to a form is considered necessary, the proposer is to raise an MODF765 in accordance with Chapter 8.2.1.4.1.5 Electronic versions of formsThe electronic version of a form is known as a format. Formats are to:1 Be authorized for use by MAA Tech Reg 2.2 Replicate exactly the information recording requirements, layout and amendment state ofthe MOD or single-Service form from which it has been created.3 Be printed on the same weight and colour of paper as the original form, as specified inJAP 100A-02, using a laser-type printer, unless prior authority to do otherwise isobtained from MAA Tech Reg 2, Rm W152, Swales Pavilion, RAF Wyton,Huntingdon, CAMBS, PE28 2EA (Tel 01480 52451 ext 8688, or DFTS 95371 ext 8688).4 Have the word “Format” instead of “Form” in the form’s title (ie MOD Form 703 becomesMOD Format 703).5 Be registered in soft and hard copy with MAA Tech Reg DocsDev1a, Rm W152,Swales Pavilion, RAF Wyton, Huntingdon, CAMBS, PE28 2EA. The registered owner ofthe format is to resubmit the format on notification from MAA Tech Reg DocsDev1aof an amendment to the originating form.6 If produced locally using an Information System (IS), be administered in the samemanner as a form.4.1.6 Loss of aircraft maintenance formsThe loss of any aircraft maintenance forms or electronic data is to be reported, initially, to theappropriate Authority Level J, who is to inquire into the circumstances of each reported loss.When there are operational and safety implications, the loss is to be reported to the AuthorityLevel K, who is to consult with the appropriate PT or Front Line Command (FLC)and, when required, instigate further investigations. Duplicate forms may be raised on theauthority of the Authority Level K, using a Duplicate Engineering Documentation AuthorizationCertificate (MOD F700Z). All duplicate form(s) raised are to be endorsed “Duplicate Form” inred ink across the top. When documentation is lost after it has undergone electronic datacapture, the loss of the documentation is to be dealt with by the relevant Authority Level J.When the loss relates to ERCs, the relevant equipment is to be quarantined at theStn/Ship/Unit reporting the loss until the ERC is found, a duplicate is authorized or disposalinstructions are issued by the PT.4.1.7 Transfer of aircraft maintenance formsWhen aircraft and components are transferred between Stns/Ships/Units, the associatedaircraft maintenance forms are to be forwarded to the receiving organization or documentcustodian (where applicable). The documents are to be dispatched by the most suitablemeans under cover of a completed MOD F743. Associated management and historicaldocuments may also be enclosed with the aircraft maintenance forms. The documents are tobe sealed in plastic bags to prevent contamination and are not to be attached to, or beenclosed with, the equipment to which they refer, unless the equipment PT has granteddispensation. The receiving organization is to check the documents and return the Receiptand Discrepancy Certificate (part of the MOD Form 743) to the dispatching organization.4.1.8 Retention of documentationRetention instructions for forms in the 700 numerical series are contained in Chapter 7.6 andmay be reiterated in the appropriate MOD F799/1 (aircraft/equipment type). Copies ofLimitations Log and ADF Log pages produced in accordance with Paragraph 4.2.3 are to beretained until a person holding JAP-E424 authorizes their destruction.Chapter 7.2.1Page 4 of 6UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-014.2 Carriage of MOD Form 700C in parent aircraft4.2.1 GeneralAn MOD Form 700C may be carried in its parent aircraft during flight but provision is to bemade to retain original signatures for work carried out and measures put in place to aid the reconstructionof the document in the event of its loss. Therefore, an MOD Form 700C may becarried if:1 All documentation bearing original signatures for work carried out are removed prior toflight.2 A copy of the information contained in Section 2 (Limitations Log) and Section 3 (ADFLog - excluding the Husbandry Log) is retained by a ground based engineeringorganization.4.2.2 Removal of documents bearing original signaturesDocuments bearing original signatures are to be removed, however; where the informationcontained in the removed documentation is to remain with the aircraft, a copy of the originaldocumentation is to be substituted. Only in exceptional circumstances, when the aircraft isoperating in the Forward environment and there is no other way of returning suchdocumentation, may it be carried in its parent aircraft. Such documentation is to be removedand despatched to the aircraft’s parent Stn/Ship/Unit at the first available opportunity.Instructions for removing pages from the MOD Form 700C in order to make it suitable forcarriage are given in the MOD F799/1 filed in the MOD Form 700C.4.2.3 Copying of information contained in MOD F700C Section 2 and Section 3The information contained in MOD Form 700C Section 2 and Section 3 is a record of thecondition of the aircraft drawn from a number of sources. Reconstruction of these sections inthe event of loss of the MOD Form 700C is difficult and time consuming. Therefore, prior tothe carriage of the MOD Form 700C in its parent aircraft, extant entries in Section 2(Limitations Log) and Section 3 (ADF Log - see Note 1) are to be copied prior to flight.However, where the source of an entry can be retained, the following may be applied:1 Where copies have been taken but time constraints preclude copying of subsequententries, the entries may be carried without copying, however; the parent MaintenanceWork Order(s) (MWO) are to be retained until the aircraft ceases to carry the MOD Form700C during flight.2 Prior to operation in an area where copying facilities may be unavailable, an aircraft’sparent Stn/Ship/Unit (see Note 2) is to ensure that copies of extant entries on all theforms contained in Section 2 & 3 (excluding the Husbandry Log) are taken and retained.Subsequent entries may be carried without copying but the parent MWOs are to beretained until the aircraft ceases to carry the MOD Form 700C during flight.3 Where the aircraft is supported by an LIS that hosts the current Section 2 and Section 3of the MOD Form 700C and when the LIS has been used to produce the original pagescurrently held in the binder, the requirement for additional copies to be produced andretained as described above may be disregarded. Any documents from Section 2 orSection 3 that are not hosted by the LIS are to be copied and retained as describedabove.4 When the aircraft ceases to carry the MOD Form 700C during flight, a person holdingJAP-E424 may authorize destruction of the copies (see Note 3).Notes1 This policy applies to all forms in Sections 2 & 3 that contain entries (excluding theHusbandry Log) eg, the ‘List of Modifications and Service Issued Instructions of DirectOperating Interest to Aircrew’ and ‘PT-Granted Concessions’, etc.2 Copies of Section 2 & 3 are to be made by the Stn/Ship/Unit best placed to providesupport for the application of this policy, be it a Main, Detached or Forward OperatingBase (MOB, DOB, FOB).RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.2.1Page 5 of 6

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED3 Where it better suits an aircraft’s method of operation, FLCs may authorize themaintenance of a permanent copy of the forms contained in Sect 2 & 3 on condition thatprocedures are in place to ensure that the copy meets the requirements of this policy.4.3 Development of new formsTo maintain configuration control, no new forms are to be created and used within the MODForm 700 numerical series unless endorsed by MAA Tech Reg 2. Once endorsed by MAA Tech Reg 2, only the relevant PT can authorize their use within the MOD Form700C and/or MOD Form 700D.5 Responsibilities5.1 Stn/Ship/UnitStns/Ships/units are responsible for:1 Inserting and removing controlled forms into/from the MOD Form 700C.2 Where necessary, preparing MOD F700C for carriage in its parent aircraft, including theproduction of copies of original documents when required.3 Taking appropriate action when aircraft maintenance forms or electronic data are lost.4 Transferring aircraft maintenance forms when aircraft and components are transferredbetween Stns/Ships/Units.5.2 Front Line Command HeadquartersFront Line Command Headquarters are responsible for authorizing the maintenance of apermanent copy of the forms contained in the MOD Form 700C Sections 2 & 3 where it bettersuits an aircraft’s method of operation.5.3 Aircraft or Equipment Project Teams (PTs)PTs are responsible for:1 Specifying which MOD Form 700 numerical series forms, specific to their aircraft type orequipment, are to be included in the MOD Form 700C/MOD Form 700D.2 Sponsoring any special-to-type forms raised for the aircraft or equipment.3 When appropriate, detailing forms that are to be “controlled forms”. These will beannotated on the appropriate MOD Form 799/1 (aircraft/equipment type).5.4 MAA Tech Reg 2 MAA Tech Reg 2 is responsible for:1 Designating those MOD Forms that are mandatory for inclusion in all aircraft MOD Forms700.2 Designating those forms that are “controlled forms”.3 Approving all forms for inclusion in the MOD Form 700.6 ReferencesThis chapter refers to the following publications:1 Topic 2(N/A/R)1 – General Orders and Special Instructions.2 Topic 5A1 – Master Maintenance Schedule.Chapter 7.2.1Page 6 of 6UNCONTROLLED COPY WHEN PRINTEDEnd of Data ModuleRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.2Recording of Aircraft MaintenanceTable of contentsParagraphPage1 General ............................................................................................................... 21.1 Introduction .......................................................................................................................21.2 Applicability .......................................................................................................................21.3 Terms Used.......................................................................................................................22 Policy on recording aircraft and non/off aircraft maintenance..................... 23 Aircraft maintenance documentation.............................................................. 23.1 Aircraft Maintenance Log (AML) .......................................................................................23.2 Maintenance Procedures (MPs) .......................................................................................33.3 Pre-printed work cards......................................................................................................33.4 Locally Produced Pre-printed Maintenance Work Orders (PPMWO) ...........................43.5 3rd signature system for Maintenance Records (MRs) and Omnibus Work Orders(OWOs) .............................................................................................................................44 Use of aircraft and component maintenance documentation....................... 54.1 Requirement......................................................................................................................54.2 Inspection of documentation .............................................................................................55 Serviceability state of an aircraft ..................................................................... 56 Preventive maintenance ................................................................................... 67 Corrective maintenance.................................................................................... 68 Component replacement .................................................................................. 69 Repairs ............................................................................................................... 710 Environmental Damage Prevention and Control (EDPC) .............................. 711 Modifications ..................................................................................................... 711.1 Aircraft...............................................................................................................................711.2 Uninstalled components....................................................................................................711.3 Role equipment .................................................................................................................712 Compliance with Special Instructions (Technical) (SI(T)) ............................. 812.1 General .............................................................................................................................812.2 Recording compliance with SI(T) ......................................................................................812.3 Stored aircraft and uninstalled components......................................................................813 Recording of man-hours................................................................................... 814 Flight testing of aircraft .................................................................................... 914.1 Continuous charge Partial Test Flight (PTF).....................................................................915 Pre-flight and aircrew-accepted faults ............................................................ 915.1 Pre-flight faults ..................................................................................................................915.2 Aircrew-accepted Faults....................................................................................................916 Maintenance tasks requiring aircraft preparation.......................................... 917 Ground running of helicopters for maintenance with rotors turning......... 1018 Miscellaneous activities ................................................................................. 1019 Administration tasks....................................................................................... 1020 References ....................................................................................................... 11List of tablesTable 1. Certificate of Work Format for Completing Aircraft Preparation. ..................................10RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.2Page 1 of 11

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED1 General1.1 IntroductionAll work carried out on aircraft or on equipment for use on aircraft is to be recorded.The principal functions of documentation used in the maintenance of aircraft and associatedequipment are to provide a:1 Means of showing the serviceability state of an aircraft or item of equipment.2 Means of certifying and recording that certain maintenance work has been carried out.3 Technical history throughout the life of an aircraft or certain specified aircraft components.4 Forecast of when maintenance requirements will become due.5 Method for asset management and tracking.Chapter 4.3.2 details the policy for signing aircraft maintenance documents.Recording of maintenance work carried out on aircraft in storage is to be carried out inaccordance with JAP 100V-21.1.2 ApplicabilityThis chapter is applicable to the Military Air Environment.1.3 Terms Used1 Throughout this chapter, the term MOD Form 700C is used to denote both the hard copyMOD aircraft maintenance document and any Project Team (PT)approved electronicequivalent.2 References to maintenance documentation, forms and certificates include any PTapprovedelectronic equivalents hosted on a Logistic Information System (LIS).2 Policy on recording aircraft and non/off aircraft maintenanceAll maintenance work carried out on aircraft or equipment is to be recorded on the appropriatemaintenance documentation. For each task the person reporting the fault or detailing thework is to raise an entry in the Aircraft Maintenance Log (AML) or the Non/Off AircraftMaintenance Work Order Log (eg MOD F707A(N/O/A)). When more than one tradesman isdetailed to work on the task, each tradesman is to identify and sign for the work he actuallycompletes within that task.Documentation used in maintaining aircraft and associated equipment is, wherever possible,to be agreed Joint-Service aircraft documentation. Mandatory methods for correctingerroneous entries or cross-referencing entries are published in JAP 100A-02 Chap 4.1 –Military Aviation Engineering Documentation - Conventions and Guidance.3 Aircraft maintenance documentationOn any maintenance task, all work is to be recorded progressively on the appropriatemaintenance or other associated documentation.3.1 Aircraft Maintenance Log (AML)All aircraft maintenance work is raised and controlled on the AML (eg MOD F707A), whichprovides the mechanism to record all maintenance tasks. A Serial Number of Work (SNOW),coupled with the date that the task was raised, uniquely identifies each task. The SNOW,Military Aircraft Serial Number and date that the task is raised all combine to create the task’sOriginal Reference Number (ORN). SNOW numbers are to run sequentially from 0001 to9999. The sequence is to recommence at 0001 when the aircraft enters a Scheduled BaseMaintenance (SBM) or Depth maintenance equivalent (for RN aircraft), or a Major (for RAFand Army aircraft). For aircraft not maintained to SBM/Major cycles (eg Equalized), theSNOW is to continue through to 9999 before recommencing at 0001, irrespective of whenChapter 7.2Page 2 of 11UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01scheduled maintenance occurs. Upon completion of the task, a brief explanation of workdone is to be detailed in the ‘Action Taken’ block on the AML.3.2 Maintenance Procedures (MPs)Maintenance activities that are complex or require specific sequences of operation aredetailed in Maintenance Procedures (MPs). PTs are to specify MPs in the aircraft Topic2(N/A/R) and also the method of documenting MPs, utilizing any of the following formats:1 Pre-printed expendable work cards in MOD F707MP, MOD F707MS or RAF F2988Bformat.2 Pre-printed job cards/process sheets. Use of pre-printed expendable work cards forother MPs is at the discretion of local management.3 Electronically recorded MPs on an LIS.To avoid the possibility of using an MP at an incorrect amendment state:4 The issue of an MP is to be strictly controlled and the required documentation is only tobe produced when specifically required for use.5 The MP is to be issued complete with visible certification that the amendment state iscorrect.For hard copy documentation the top of each page is to be annotated with the SNOW andcontinuation sheet number. When only part of an MP is required, remaining unused entriesare to be lined through and a brief explanatory note added.When elements of the MP are to be transferred to another part of the aircraft documentation,a clear reference is to be inserted next to the work being transferred and the entry is to becertified by the 2nd signature. Completed MPs are to be retained and disposed of inaccordance with the instructions for completed MOD Form 707Bs; see Chapter 7.6.3.3 Pre-printed work cardsLIS may provide a facility for producing pre-printed work cards in the Maintenance Work Order(MWO) format for a range of common tasks. These cards standardize the entries required tocertify compliance with a job, but they do not replace the content of the aircraft Topic 1. Workcards are maintained centrally by the relevant LIS data maintenance cell and may beauthorized for use subject to the following:1 The platform PT or authority level K, as appropriate, is responsible for approving thecontent and order of the data contained in the work cards.2 Changes to work cards are only to be made when approved by the sponsor.3 The pre-printed work card must show the amendment state to confirm currency.4 The complete list of work cards and their current version number is to be promulgated bythe LIS data maintenance cell: this is to list for each report:4.1 Report number.4.2 Title.4.3 Version number.4.4 Brief note on the last change.5 This list at item 4 is to be re-issued whenever a change is made to any work card.6 Before using the work card, the individual undertaking the work is to certify that theversion is correct.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.2Page 3 of 11

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED3.4 Locally Produced Pre-printed Maintenance Work Orders (PPMWO)3.4.1 RequirementTasks of a repetitive nature for which there is no MP or existing LIS work card may bedocumented on a locally produced PPMWO. Tasks identified as suitable for inclusion on aPPMWO must be either:1 Peculiar to a Ship/Stn/Unit’s work practice and not an aircraft maintenance task, where aPT authorized MP, Topic 1 procedure or LIS work card would be more appropriate.2 A combination of existing authorized tasks on one Work Order for ease of management.Note: PPMWOs may refer to authorized aircraft maintenance tasks, but must not quotetechnical content from the aircraft Topic 1.3.4.2 Local Authorization and ResponsibilitiesWhere a need is identified, the authority level K or J as appropriate is responsible for thefollowing:1 Approving the content and order of data on the PPMWO.2 Where the content of a PPMWO can be affected by changes to other documents,publications or policy, ensuring processes are in place to amend the PPMWO to reflectthose changes.3 Ensuring processes are in place to ensure only authorized and current versions ofPPMWO are used. The process must require the user to certify that the version iscorrect before use by reference to the Serial and Version Numbers shown on thePPMWO.4 Performing a regular review (not more than annually) of the validity and continuedrequirement for the PPMWO.5 Ensuring a register of local PPMWOs is maintained. The register is to record:5.1 A unique Serial Number for each PPMWO.5.2 The current Version Number.5.3 Title.5.4 Date of next review.3.5 3rd signature system for Maintenance Records (MRs) and OmnibusWork Orders (OWOs)Where MRs (eg MOD F707MS, MOD F707MP and RAF F2988B), or OWOs (eg MODF707P), are used for subordinate tasks within an overall task (eg where MPs are carried outwithin scheduled maintenance), the following hierarchical co-ordinating system is to beapplied:1 The 3 rd signature on the MR, or OWO, certifies that, for the work specified within theMaintenance Record or Omnibus Work Order line, the requirements of Chapter 4.3.2have been met.2 The 3 rd signature on the associated MWO and/or OWO, together with the printed nameon the AML entry, certifies that documentation for all work separately completed underthe requirements of Chapter 4.3.2 is present and that all 3rd signatures have been givenby qualified and authorized personnel.Chapter 7.2Page 4 of 11UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-014 Use of aircraft and component maintenance documentation4.1 Requirement4.1.1 Mandatory formsMandatory documentation and LIS data applicable to aircraft and aircraft components will bepromulgated by the PT. Instructions for completing individual mandatory MOD Formsincluded as part of the MOD Form 700C can be found in the MOD Form 799 seriesInstructions For Use (IFU). Instructions for completing mandatory MOD Forms, other thanthose applicable to the MOD Form 700C, can be found in the following publications, or on theform itself:1 JAP(D) 100A-02.2 DAP 116P-05109-2(NR).3 AP 100N-0409.4.1.2 Non-mandatory formsA number of non-mandatory MOD forms and means of LIS data capture are provided whenrequired. The function and instructions for use are, wherever possible, included on the formitself. Alternatively this information may be promulgated in JAP(D) 100A-02, Chapter 2 or theappropriate single-Service AP.4.1.3 Manufacturer’s responsibilitiesAircraft or component manufacturers are to raise documentation requirements as contractedby the PT. However, all Stns/Ships/Units receiving aircraft or components that requiresupporting documentation are to check such documentation and raise any additional formsthat may be required.4.1.4 Retention of formsMOD forms and associated documents are to be categorized and retained in accordance withChapter 7.6. Chapter 7.6.1 details the policy for scanning and electronically storing hard copyMAED such that the original documents will be able to be safely destroyed.4.2 Inspection of documentationThe responsible authority level K is to ensure that all documents and operational LIS data andforms used in aircraft maintenance are inspected periodically.4.2.1 Impounding of documents following an accidentIn the event of an aircraft accident the MOD Form 700C, MOD Form 700A and any associatedLIS data for the aircraft involved are to be impounded immediately by the responsibleauthority level K or his nominated representative. When a Service Inquiry is ordered, theresponsible authority level K is to arrange for the aircraft documents, and any associated LISdata, to be produced for examination by the Board.5 Serviceability state of an aircraftRegardless of any additional detailed recording made elsewhere, the MOD Form 700C mustat all times reflect the serviceability state of the aircraft. The MOD Form 700C can show anaircraft to be unserviceable in one of the following ways:1 If a limitation or an acceptable deferred fault is shown as due for rectification in theLimitations Log (MOD F703) or Acceptable Deferred Faults (ADF) Log (MOD F704).2 If a component replacement is shown as due in the appropriate forecast sheet or LISequivalent.3 If a scheduled maintenance operation is shown as due in the appropriate forecast sheet.4 If compliance with a Special Instruction (Technical) (SI(T)) is due.5 If there is an open entry for any reason, other than a flight test.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.2Page 5 of 11

JAP 100A-01UNCONTROLLED COPY WHEN PRINTEDNote:An aircraft may be serviceable despite an open electronic MWO when operating underoff-line procedures.An aircraft may only be cleared for flight where:6 It is not shown as unserviceable as in items 1 to 5 above.7 The completion of the necessary flight servicing has been certified.6 Preventive maintenancePreventive maintenance is to be carried out in accordance with Chapter 5.3. When apreventive maintenance operation becomes due, the aircraft is to be placed unserviceable bymaking an entry in the AML.On completion of preventive maintenance the individual with 3 rd signature responsibility is toensure that the operation has been re-forecast in the appropriate forecast sheet. Latitudes inpreventive maintenance operations, which are permitted in accordance with Chapter 5.3, areto be made effective by amending the relevant forecast sheet or LIS database. This is to beauthorized by the authorized individual certifying the relevant entry in the MWO. Theindividual with 3 rd signature responsibility is to print his name on the relevant AML entry tocertify that all the work required by that entry has been completed and correctly documented.7 Corrective maintenanceCorrective maintenance is to be carried out in accordance with Chapter 5.4. Any personconsidering an aircraft to be unserviceable for any reason is to record the fact immediately inthe AML in accordance with the appropriate IFUs. The person making the entry is to informthe individual in charge of the aircraft of the action he has taken. The tradesmen responsiblefor undertaking the rectification are responsible for completing the appropriate documentationin accordance with the appropriate IFUs or AP.Entries in the AML referring to faults that are acceptable for flight or which cannot be rectifiedimmediately, may be cleared by transferring them to the Limitations Log or ADF Log inaccordance with Chapter 5.4.2. For LIS which support a hard copy MOD F700C, a hard copyprintout of the report is to be inserted in the appropriate section of the MOD Form 700C.Signature of the appropriate MWO, by the individual authorizing the deferment or imposingthe limitation, signifies that this action has been carried out.8 Component replacementParts dismantled or components removed for access or replaced by another componentrequire an entry to this effect to be recorded on the reverse of the appropriate MWO.The entry is to contain the nomenclature and serial number of the component and is to refer toany associated Technical Information reference that details its removal. Any associated logcards are also to be changed over.The tradesman responsible for fitting a component is to ensure that any associated preventivemaintenance tasks are either:1 Complied with prior to the component being fitted to the aircraft, or:2 Appropriately forecast in the aircraft MOD Form 700C.The tradesman is to ensure that any related outstanding Limitations Log or ADF Log entriesare updated as appropriate.Brief details of the suspected fault are to be annotated on the Equipment Conditioning Label(MOD F731) in accordance with Chapter 9.5. When a lifed component is replaced, therelevant forecast sheet is to be updated. If components have log cards, or the LIS equivalent,Chapter 7.2Page 6 of 11UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01that include weight and centre of gravity data for the component, the aircraft basic weight andcentre of gravity are to be recalculated.9 RepairsIn addition to the requirements of Chapter 9.13.1, when work carried out on an aircraftinvolves a repair, the individual responsible for carrying out the work is to enter briefparticulars of the repair, the reference or authority and any relevant batch numbers/materialidentification on the MWO. On occasions when metal used to effect an aircraft primarystructure repair has been supplied in any other than its finally heat treated condition,Certificate of Conformity details are also to be recorded.Details of completed repairs are similarly to be recorded in either:1 Block 1 of the Maintenance & Repair Record Card (MOD F745), or:2 Section 5 of the Airframe Log Card and in the relevant LIS history record.10 Environmental Damage Prevention and Control (EDPC)In addition to the requirements of Chapter 11.6, whenever EDPC activities are carried out, arecord to this effect is to be recorded in either:1 Block 1 of the Maintenance & Repair Record Card, or:2 Section 5 of the Airframe Log Card and in the relevant LIS history record.Details of husbandry faults of a minor nature that cannot be rectified immediately, eg localizedareas of finish requiring touch-up, superficial corrosion, specific areas requiring cleaning, etc,are to be entered directly on the Acceptable Deferred Husbandry Log (MOD F704A) inaccordance with the IFUs. Husbandry faults of this nature need not be entered initially in theAML.11 Modifications11.1 AircraftWhen it is necessary to embody or remove a modification, the aircraft is to be placedunserviceable in the AML. The serial number of the modification and authority forembodiment/removal are also to be recorded. If a modification is embodied/removed in partonly, the state of the embodiment/removal is to be shown in detail. If the modification entailsa change in basic weight and moment, the change is to be stated and the aircraft basic weightand centre of gravity recalculated. The instructions for the embodiment/removal may alsostate what additional recording is to be taken.The associated Airframe Log Card is to be updated with the modification details.Certification of modification embodiment/removal is to be made on the appropriate MWO.11.2 Uninstalled componentsCertification of a modification embodiment or removal to/from an uninstalled component is tobe carried out on the appropriate MWO. In addition, any associated record card is to beupdated with details of the modification. Whenever a modification is removed, the assemblyor component affected is to be examined and any markings referring to the modificationembodiment are to be deleted.11.3 Role equipmentRole equipment, although listed as a modification, is intended to be installed and removed tomeet operational requirements. Therefore, it is inappropriate to record role changes on theAirframe Log Card. The role change is to be identified in the AML and certification of thechanges is to be recorded on the MWO. Weight and moment changes should not affect basicweight and moment data, and only the current operating weight need be recalculated anddocumented as appropriate.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.2Page 7 of 11

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED12 Compliance with Special Instructions (Technical) (SI(T))12.1 GeneralCompliance with an SI(T) is to be recorded using the AML. When it is necessary for acomponent to be dismantled, replaced or removed for access as part of the SI(T), separateentries detailing the requirement for the disassembly, assembly, removal or refitting are to berecorded on the MWO.12.2 Recording compliance with SI(T)12.2.1 Recurrent SI(T)The SI(T) reference number and periodicity are to be entered in the appropriate forecastsheet. Initial compliance is to be recorded in the same manner as a corrective maintenanceactivity; see paragraph 7. Subsequent compliance is to be recorded in the same manner as apreventive maintenance activity; see paragraph 6.12.2.2 Non-recurrent SI(T)On initial receipt of an SI(T) that is not automatically forecast by an LIS, the aircraft is to beplaced unserviceable by making an entry in the AML, detailing the SI(T) reference numberand title. This entry may be cleared prior to compliance with the SI(T) by transferring the entryto the appropriate forecast sheet or, quoting the latitude in the leaflet. Compliance with theSI(T) is to be recorded in the same manner as a corrective maintenance activity; seeparagraph 7.Note:Additional recording requirements may also be detailed on the SI(T).12.3 Stored aircraft and uninstalled components12.3.1 Stored aircraft and Effective Ground Instructional AircraftOn initial receipt of an SI(T), Stns/Ships/Units holding aircraft in reserve, storage or asEffective Ground Instructional Aircraft are to enter details in the aircraft documentation andarrange compliance as directed in the SI(T) leaflet. When aircraft are transferred prior tocompliance, any SI(T) deferment is to be clearly recorded in the aircraft documents.12.3.2 Uninstalled equipmentCompliance with SI(T) for components held as spares is to be as directed in the SI(T) leaflet.Compliance with the SI(T) is to be recorded on the assembly or component itself, on therecord or log card, where one exists, and in the LIS database if applicable. Where no recordor log card exists, compliance is to be recorded on the MOD F731. Non-compliance is also tobe clearly recorded on the MOD F731.13 Recording of man-hoursWith the exception of flight servicing and aircraft see-off/see-in, man-hours are to be recordedfor all work carried out on aircraft or aircraft equipment. On all aircraft maintenancedocumentation the man-hours recorded are to represent the total time taken to complete thejob by the personnel employed on it; the figure is to include but is not limited to:1 1st signature man-hours.2 2nd signature man-hours.3 Man-hours spent by 2nd signature briefing tradesmen.4 Man-hours spent diagnosing the fault.5 Man-hours by tradesmen giving trade assistance.6 Man-hours spent reading publications and instructions.7 Man-hours spent collecting tools, equipment and spares.8 Man-hours spent completing documentation and LIS data.Chapter 7.2Page 8 of 11UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-0114 Flight testing of aircraftAll flight tests are to be undertaken in accordance with Chapter 2.2.Whenever any maintenance work undertaken on an aircraft needs a flight test, airborne checkor taxi check to prove the serviceability of the system, the individual with 2 nd signatureresponsibility is to detail the extent of the test(s) or check(s) as a flying requirement on theMWO concerned. He is then to raise an AML entry and Aircraft Flying RequirementCertificate (AFRC) (MOD F707B(AFRC)) in accordance with the associated IFUs. The AFRCis to specify the extent of the requirement and, if applicable, cross-refer to any associatedFlight Test Schedule (FTS).As part of his after flight declaration on completion of the flight test, airborne check or taxicheck, the responsible aircrew member is to complete the AFRC in accordance with theassociated IFUs.The details on the recording of checks/requirements immediately prior to take-off, oradjustments carried out during flight testing, are to be found on the IFUs for the AFRC (MODF799/5(AFRC)).14.1 Continuous charge Partial Test Flight (PTF)The only acceptable maintenance tasks that can be carried out under continuous charge PTFare those identified at Chapter 2.9.When clearing an aircraft for continuous charge PTF, the procedure at Chapter 2.9 is to befollowed. In addition, the following statement is to be made on the reverse of the MWO andsigned by an individual holding auth JAP-G435.‘Aircraft authorized for continuous charge operations subject to satisfactory PTF’15 Pre-flight and aircrew-accepted faults15.1 Pre-flight faultsChapter 5.4 gives details of the extent of maintenance that may be carried out once theresponsible aircrew member has accepted the aircraft on the Flight Servicing Certificate(MOD Form 705). Recording of pre-flight maintenance is essential for two reasons:1 It provides a record not only of maintenance activity, but also any advice issued to theresponsible aircrew member or other crew member. Such a record may subsequentlybe especially important in situations where advice is offered but not followed.2 It ensures that PTs get visibility of potentially mission-limiting pre-flight faults. Thedata provided can be used to introduce reliability modifications.Full details of recording requirements for pre-flight corrective maintenance are detailed in theIFUs for the AML (MOD F799/5).15.2 Aircrew-accepted FaultsChapter 5.4 details when aircrew may accept faults.When an PT has directed that a bespoke form is to be used for continuous chargeprocedures, aircrew-accepted faults are to be recorded in accordance with the appropriateIFUs for that form. For non-continuous charge operations and for platforms where nobespoke form is authorized, the procedure laid out on the IFU for the AML (MOD F799/5) is tobe followed.16 Maintenance tasks requiring aircraft preparationPlatform PTs are to specify in the Topic 2(N/A/R)1 those maintenance activities thatrequire additional preparation of the aircraft prior to them being carried out, eg ground runningof aero-engines, aircraft jacking, etc. The FLC is responsible for detailing the appropriateauthorization level for these activities to be undertaken. Where an activity has been identifiedRN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.2Page 9 of 11

JAP 100A-01UNCONTROLLED COPY WHEN PRINTEDby the PT as requiring additional preparation, the PT may elect to include the scopeof these checks within MPs or pre-printed work cards. Alternatively the PT may instructwithin the Topic 2(N/A/R)1 that the format detailed in Table 1 is to be used.Table 1. Certificate of Work Format for Completing Aircraft Preparation.Work Required Work Done/Action Taken CertificationAircraft prepared for [insertactivity to be undertaken] asfollows: [Insert details of checksto be carried out]Aircraft to be prepared for[insert activity to be undertaken]as follows: [Insert details ofchecks to be carried out]Insert details of activity to beundertaken, eg ground runrequired for leak on Fuel ControlUnit.Aircraft assessed serviceableto carry out [insert activity to beundertaken, eg ground run]Insert result of activityundertaken, eg ground runcarried out: no leaks apparent.1 st and 2 nd signature to certifyfor those checks they havecarried out.Individual responsible forassessing the serviceability ofthe aircraft prior to the activityto be undertaken.1 st and 2 nd signatureresponsible for undertakingthe activity.FLCs and/or authority level Ks may also introduce additional checks when it is consideredappropriate, given operating environment or local conditions. These checks are to bepromulgated in accordance with Chapter 1.10.1 and Chapter 1.10.2 as appropriate.17 Ground running of helicopters for maintenance with rotorsturningChapter 11.9 provides guidance concerning the ground running of aircraft.There are occasions when helicopters are ground run with rotors turning for maintenancepurposes. However, because of the ground resonance risk, the helicopter must be in a safestate to lift off. As a result of maintenance action it may not be possible to complete all theflight servicing requirements because of outstanding MWOs. In these circumstances, theRotors Engaged Ground Running Flight Servicing Certificate (MOD F705B(H)) withits associated IFU is to be used in lieu of the relevant Flight Servicing Certificate to preparethe aircraft for flight and aircrew acceptance. The results of the ground run are then to berecorded on the relevant MWO. If the ground run is conducted without rotors turning, noadditional forms are required and all recording and certification action takes place on therelevant MWO. The Rotors Engaged Ground Running Flight Servicing Certificate is notto be used if it is intended that the helicopter take off immediately after the ground run.18 Miscellaneous activitiesDuring aircraft maintenance there are a number of activities that need to be recorded in theMOD Form 700C but which do not necessarily need to be reported for fault analysis purposes,eg tool control entries, movement of ejection seat safety pins and manual folding/spreading ofhelicopter rotor blades. In these instances, a single AML and associated MWO may be raisedto record these activities, rather than raising a separate entry for each activity. This entry is toremain open until all such activities have been completed, at which point it may be closed inthe normal manner.19 Administration tasksOnce an aircraft has been prepared for flight or is on continuous charge, there may beoccasions when, in order to carry out an administrative task, a requirement exists to make anentry in the MOD F700C. Such entries do not render the aircraft unserviceable provided thatthe airworthiness of the aircraft is not compromised by the administrative task.Chapter 7.2Page 10 of 11UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01All such entries are to be made in the AML and the appropriate MWO raised. The entry is tobe cleared by an individual holding auth JAP-G17, stating in the Work Done column:‘For recording purposes only’20 ReferencesThis chapter refers to the following publications:1 AP 100C-02 – Royal Air Force Engineering - The Maintenance Data System - WorkRecording.2 AP 100N-0409 – Work Recording and Asset Management (WRAM) Series.3 DAP 116P-05109-2(NR) – EHUDS General Orders and Special Instructions.4 JAP(D) 100A-02 – Military Aviation Engineering Documentation Procedures.5 JAP 100V-21 – Aircraft Storage.6 Topic 2(N/A/R) – General Orders, Special instructions and Modifications.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTEDEnd of Data ModuleChapter 7.2Page 11 of 11

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.3.1Electronic Certification of Aircraft MaintenanceTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Associated instructions .....................................................................................................11.3 Applicability .......................................................................................................................12 Policy on the electronic certification of aircraft maintenance ...................... 13 Requirements for certification ......................................................................... 23.1 Certification point ..............................................................................................................23.2 Certification action.............................................................................................................23.3 Certifiable data ..................................................................................................................23.4 Operational override capability .........................................................................................24 Principles of electronic certification ............................................................... 24.1 Introduction .......................................................................................................................24.2 Responsibilities of the individual .......................................................................................24.3 Storage and disposal of certified data...............................................................................25 Methods of electronic certification using electronic signatures .................. 26 Legal implications of electronic signatures ................................................... 26.1 Introduction .......................................................................................................................26.2 Handling and security of data used for incident or accident investigation ........................36.3 Admissibility ......................................................................................................................37 References ......................................................................................................... 31 General1.1 IntroductionWith the use of Logistic Information Systems (LIS) in recording maintenance there is arequirement to certify maintenance actions using electronic signatures. This chapterdescribes the minimum acceptable requirements and principles to be adopted for theelectronic certification of maintenance documentation in the Military Air Environment (MAE).1.2 Associated instructionsThis chapter is associated with the following instructions:1 EC Directive 1999/93/EC – Community Framework for Electronic Signatures.2 JSP 740 – Acceptable Use Policy for Users of MOD IT & Telecommunications Networks.1.3 ApplicabilityThis chapter is applicable to the MAE.2 Policy on the electronic certification of aircraft maintenanceElectronic certification of MAE aircraft/equipment maintenance documentation is to be legallyequivalent to that currently provided by certification on hardcopy maintenance documents asdetailed in Chapter 7.1.RN, Army, RAFAL 18Apr 08UNCONTROLLED COPY WHEN PRINTED Chapter 7.3.1Page 1 of 3

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED3 Requirements for certification3.1 Certification pointAn LIS using electronic signature functionality for the recording of activities using electronicdocumentation is to provide logical junctures to allow users to certify those activities that havebeen completed. These junctures are known as the certification points.3.2 Certification actionAn LIS used for electronic maintenance documentation recording is to provide an auditabletrail of activities carried out. Certification by an individual will link those responsible for theactivity to the activity itself. These certified actions are to comply with the responsibilities andauthority levels detailed in Chapter 4.3.2.3.3 Certifiable dataThe LIS is to provide a complete reviewable data set to which the certification attests. This isto include any additional certified data on which the above certification is dependent. Thisdata will be known as certifiable data. Certified data once created is to be unalterable.System audit procedures are to include explicit checks for the misuse of, or tampering with,certified data.3.4 Operational override capabilityIn the Forward environment only, the system is to be capable of allowing an override bythe user in the event of operational need. All such override actions are to be strictly controlledand fully auditable. The Platform IPT is to provide a stringent system of audit that is capableof clearly identifying why, when and by whom the system has been overridden.4 Principles of electronic certification4.1 IntroductionThe principle of electronic certification of maintenance activities is to reflect the certificationprocess used for the hardcopy documentation as detailed in Chapter 7.2.4.2 Responsibilities of the individualIn the interest of flight safety and airworthiness integrity, there is a chain of individualresponsibility for maintenance carried out within the MAE and a supporting system ofrecording and certification that ensures full accountability for all such activities.In specific instances an individual’s certification affirms that the equipment is fit for purpose.Therefore, the importance of correct recording and certification cannot be over-emphasizedand all personnel are reminded that it is a serious offence to certify a maintenance recordwithout first ensuring its accuracy.4.3 Storage and disposal of certified dataCertified data is to be retained as detailed in Chapter 7.6.5 Methods of electronic certification using electronic signaturesExamples of electronic signature are Smart Card and Personal Identification Number (PIN),Physical Input Devices (PID), Biometrics and Physical signature capture/recognition.6 Legal implications of electronic signatures6.1 IntroductionMaintenance documentation is open to scrutiny, especially during incident or accidentinvestigations. Hardcopy maintenance documentation can be easily presented as evidence inlegal proceedings; however, the ability to present the same information from an electronicsource and provide evidence of its integrity for legal proceedings is more complex.Chapter 7.3.1Page 2 of 3UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 18Apr 08

UNCONTROLLED COPY WHEN PRINTED JAP 100A-016.2 Handling and security of data used for incident or accident investigationWhen an investigation of an incident or accident requires evidence from an LIS, it isimperative that the data can be secured and handled in a way that maintains the bestevidence principle. Data handling and storage methods acceptable for use as best evidenceare outlined in ISO/IEC 17799:2005.6.3 AdmissibilityGuidance on admissibility is contained in the Electronic Communications Act 2000 Chapter 7.The strength of admissibility may be dependent on the level of authentication, authorizationand integrity control applied within the LIS. Platform IPTs are to ensure that their electronicsignature solution will withstand legal scrutiny should matters relating to airworthiness orculpability of an individual be under investigation. Further clarification may be sought fromDefence Legal Services.7 ReferencesThis chapter refers to the following publications:1 ISO/IEC 17799:2005 Information Technology – Code of Practice for Information SecurityManagement.2 Electronic Communications Act 2000 Chapter 7.RN, Army, RAFAL 18Apr 08UNCONTROLLED COPY WHEN PRINTEDEnd of Data ModuleChapter 7.3.1Page 3 of 3

UNCONTROLLED COPY WHEN PRINTEDJAP 100A-01Chapter 7.3.2Renumbered from Chapter 7.2.4.Electronic Documentation of Aircraft MaintenanceTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Associated publications.....................................................................................................22 Policy on electronic documentation (ED) of aircraft maintenance............... 23 Maintenance documentation............................................................................ 23.1 Use of ED..........................................................................................................................24 Data management ............................................................................................. 24.1 Data backup ......................................................................................................................24.2 Archiving ...........................................................................................................................34.3 Data retrieval.....................................................................................................................34.4 Copy..................................................................................................................................34.5 Auditing .............................................................................................................................34.6 Data locking ......................................................................................................................34.7 Amendment and configuration control ..............................................................................44.8 Transfer of data.................................................................................................................45 Authorization ..................................................................................................... 46 Deployment........................................................................................................ 47 References ......................................................................................................... 41 General1.1 IntroductionThis chapter details the policy for electronic documentation (ED) of aircraft maintenance withinthe Military Air Environment (MAE). The chapter is designed to give guidance on ED thatIntegrated Project Teams (IPTs) should aim to adopt during initial procurement or midlifeupgrades of aircraft and aircraft equipment. It is appreciated that it may not be practicable orcost-effective for legacy aircraft and aircraft equipment to adopt some of the ED policydetailed in this chapter; in these cases the relevant IPT should apply for a concession inaccordance with Chapter 5.1.When utilized, ED of aircraft maintenance offers a number of potential advantages overtraditional paper systems. These advantages can be summarized as follows:1 The concept of ‘write once, access many times’ will avoid duplication that is prevalent incurrent paper documentation and simplify and enhance maintenance data accuracy.2 Time spent on data recording, associated with aircraft maintenance, will be reduced.3 There will be cost benefits through significantly reduced requirements for paper forms.4 Backup and electronic archiving of maintenance data will be readily achievable.5 The need for asset tracking using manual returns will be reduced or in some casesremoved altogether.RN, Army, RAFAL 16Aug 07UNCONTROLLED COPY WHENPRINTEDChapter 7.3.2Page 1 of 4

JAP100A-01UNCONTROLLED COPY WHEN PRINTED1.2 Associated publicationsThis chapter is associated with the following publications:1 AECMA specification 1000D.2 AECMA specification 2000M.3 Def Stan 00-60 Part 10 – Electronic Documentation.4 JSP 740 – Acceptable Use Policy for Users of MOD IT & TelecommunicationsNetworks.2 Policy on electronic documentation (ED) of aircraftmaintenanceAircraft IPTs are to regulate the format, control and management of ED of aircraftmaintenance and the storage of resultant processed data in accordance with this chapter. Inparticular, data is to be managed within the guidelines of the Data Protection Act 1998 andJSP 440. The policy on ED of aircraft maintenance is subject to continuous review byContinuing Airworthiness Support Division Policy (CASD Pol), in liaison with appropriateSubject Matter Experts, in order to ensure that the most advantageous use will be made ofnew and emerging technologies.3 Maintenance documentationAircraft maintenance is documented in order to provide the following:1 A technical history of aircraft, equipment and certain specified components.2 A means of showing the serviceability state of aircraft, equipment and certain specifiedcomponents.3 A means of certifying and recording that maintenance work has been carried out.4 A means of forecasting when maintenance work is due.5 A record of aircraft and equipment configuration.3.1 Use of EDMaintenance data on aircraft, equipment and specified components may be recordedelectronically, in preference to recording on the equivalent paper form, provided that:1 None of the reasons for recording engineering data set out in paragraph 3 iscompromised.2 A clear audit trail exists for the certification of aircraft maintenance work.3 Where data is required to be printed, it is presented in a legible format to allowengineering decisions to be made, ie it is not left in ‘raw data’ format. Data printed toMOD F700 registered forms is to comply with Chapter 7.2.1.4 When electronic signatures are utilized, they are applied within the guidelines ofChapter 7.3.1.4 Data management4.1 Data backupData backup is the strategy taken to ensure that data can be restored, to that point in time,when aircraft airworthiness is assured following a catastrophic IS failure. A catastrophicfailure can be described as a malfunction or event that affects all live data transactions, egvirus attack. To ensure subsequent restoration, data is to be backed up at regular intervalsand stored remotely from the data source.Chapter 7.3.2Page 2 of 4UNCONTROLLED COPY WHENPRINTEDRN, Army, RAFAL 16Aug 07

JAP100A-01UNCONTROLLED COPY WHEN PRINTED4.2 ArchivingArchiving is the process of removing a quantity of data from an IS for storage elsewhere, inorder to optimize system performance. The archiving periodicity is dependent upon thecapability of, and the operating demands placed upon, the individual IS. High performancesystems, or those with a significant amount of spare capacity, may require less archiving thanlower specification or more heavily utilized systems. As a result of these inter-dependentfactors and evolving technologies, it is accepted that policy cannot dictate rigidly on thissubject. However, as a minimum, the following principles are to be followed:RN, Army, RAFAL 16Aug 071. Archived data is to be stored on media or an IS that will allow it, with suitable mediaupdates, to be readily interrogated throughout the service life of theaircraft/equipment. This process should not impact on the originating systemperformance and the data is not to be over-written.2. Storage facilities for the selected data/media are to comply with current securityregulations and are to be capable of preserving the data/media for the service life ofthe aircraft/equipment.3. Personnel with appropriate skills to enable successful interrogation of archived datashould be available when required.The deletion of archived data, and subsequent disposal of media, is to be carried out inaccordance with current data disposal security requirementsand the MAE engineeringdocumentation retention requirements specified in Chapter 7.6.4.3 Data retrievalData retrieval is the process of accessing data previously removed from the live system. Dataretrieval is to be authorized by the appropriate IPT.4.4 CopyA copy is a read-only electronic duplication of data at a specific point in time and is not to beconfused with archiving. A copy of ED of aircraft maintenance is to be subject to the samerules that govern paper copies as detailed in JSP 440 and local QA procedures. A summaryof these rules is as follows:1 The copy is to be marked to indicate that it is a copy and therefore that it will not besubject to amendment.2 The copy is to be marked with the same security classification as the original.3 Appropriate authorization will be required to retrieve a copy from the system.4 Disposal of the copy is to be carried out in accordance with its security classification.4.5 AuditingAuditing of data is to be conducted by suitably qualified personnel of minimum authority levelB, authorized by an authority level K in accordance with Chapter 4.3, who have completedappropriate quality training courses. Suitable qualifications will vary depending on the qualitymanagement system employed by the Stn/Ship/Unit. Audits are to be within the qualitystandard and scope of the certificate to which the Stn/Ship/Unit subscribes, as deemedsuitable by an authority level K.4.6 Data lockingTo support either a Unit Inquiry or a Board of Inquiry into an aircraft incident or accident, theremay be a need to quarantine specific data sets, eg data for a complete aircraft or from specificequipment, when authorized by an authority level K. This action, known as data locking, isrequired to ensure that data integrity is maintained. Data locking and release actions for dataspecific to an aircraft or equipment are not to impact on the normal operation of the IS withrespect to data for other aircraft or equipment on the system.4.6.1 Access to locked dataAccess to locked data, including copies and the live system, is to be controlled by an authoritylevel K, so as not to prejudice any investigation.UNCONTROLLED COPYWHEN PRINTEDChapter 7.3.2Page 3 of 4

JAP100A-01UNCONTROLLED COPY WHEN PRINTED4.6.2 Data unlockingCorrect authorization and timeliness of release of the data back on to the system for fullread/write access post locking is to be strictly controlled, eg by the MOD Incident Officer in thecase of a Board of Inquiry.4.7 Amendment and configuration controlIncorrect recording of data may lead to problems with airworthiness, configuration control ordata integrity. Aircraft IPTs are to establish procedures to correct such occurrences and allowdata to be amended or modified when a user identifies an anomaly. The IS is to allow thedata owner (aircraft IPT) to be able to identify when a change is required and allow authorizedpersonnel to amend the data. An authorized supervisor is then to check independently thatthe change has been carried out correctly and a third person, within the delegatedairworthiness chain, is to confirm that the change does not affect the aircraft’s airworthiness.Although spelling and minor text amendments could be considered inconsequential, issuesregarding any asset details and life recording, etc, could have serious implications. A robustpolicy containing details of data maintenance is to be in place, to ensure continued qualityassurance and an audit trail. Further information on configuration management of IS can befound in Chapter 7.3.4.8 Transfer of dataTransfer of data will be required from time to time. This could include internal transferbetween Stns/Ships/Units and externally to support agencies and industry. Aircraft IPTs areto consider and specify methods of data capture, transfer and re-population. The impact ofthe Data Protection Act 98 and security regulations in JSP 440 are to be taken into account.5 AuthorizationRead and write access to an IS is to be commensurate with existing MAE engineeringdocumentation procedures. Access to electronic functions is to equate to manualdocumentation certification as detailed in Chapter 7.1.6 DeploymentIf ED of aircraft maintenance is used whilst on deployed operations, access to the main ISmay not be continuously available. Where the connection between the deployed and main IScannot be guaranteed, the aircraft IPT is to ensure that there is a timely and robust method ofupdating and backing up the system during deployment and on subsequent return to thehome Stn/Ship/Unit.7 ReferencesThis chapter refers to the following publications:1 Data Protection Act 1998.2 JSP 440 – Defence Manual of Security.Chapter 7.3.2Page 4 of 4UNCONTROLLED COPY WHENPRINTEDRN, Army, RAFAL 16Aug 07

UNCONTROLLED COPY WHEN PRINTEDJAP 100A-01Chapter 7.3.3Management of Arisings within a Ground Maintenance System (GMS)Table of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Associated publications.....................................................................................................11.3 Applicability .......................................................................................................................11.4 Definitions .........................................................................................................................12 Policy on arising management ........................................................................ 23 Arising management......................................................................................... 23.1 Features of a GMS tool required for arising management................................................23.2 Pre-processing of arisings.................................................................................................23.3 Arising Managers ..............................................................................................................23.4 Assigning arisings .............................................................................................................33.5 Arising status.....................................................................................................................33.6 Retention and disposal of arising data..............................................................................34 Training and authorization ............................................................................... 44.1 Pre-employment training...................................................................................................44.2 Authorization .....................................................................................................................45 Responsibilities................................................................................................. 45.1 Stn/Ship/Unit responsibilities ............................................................................................45.2 Integrated Project Team (IPT) responsibilities..................................................................46 References ......................................................................................................... 4List of tablesTable 1. Arising Status Amendment. ............................................................................................31 General1.1 IntroductionFor platforms utilizing a Ground Maintenance System (GMS), an arising indication representsa potential aircraft system fault or exceedance generated from a monitoring system eitherelectronically recorded or manually reported as a symptom or work required. This chapterdescribes the policy and procedures to be followed in categorizing and managing thesearisings.1.2 Associated publicationsThis chapter is associated with the following publication:1 JSP 440 – Defence Manual of Security.1.3 ApplicabilityThis chapter is applicable to the Military Air Environment (MAE).1.4 DefinitionsFor the purposes of this chapter the following definitions apply:1 Arising - an indication of a potential requirement to perform maintenance.RN, Army, RAFAL 16Aug 07UNCONTROLLED COPY WHENPRINTEDChapter 7.3.3Page 1 of 4

JAP100A-01UNCONTROLLED COPY WHEN PRINTED2 Arising Manager (AM) - GMS user authorized to ratify arisings and apply an appropriatestatus in order to prepare the arisings for possible maintenance; see Table 1.3 User - GMS user authorized to carry out amendment of arising status using a reducedrange of processes; see Table 1.4 Pre-processing - Automatic filtering of arising data using Designer-defined algorithmsand limits, ie the process optimizes outputs by reducing, through grouping, arisingsdisplayed to the Arising Manager.5 Arising status - Condition of an arising after pre-processing (ie Pending, Accepted,Assigned or Cleared).6 Group - Assign to related arising(s).7 Promote - Assign as the prime to a group of subordinate arisings.8 Demote - Assign as a child of another arising.2 Policy on arising managementArisings generated by aircraft platforms utilizing GMS capability are to be managed inaccordance with this chapter to support continuing airworthiness. Individual platform systemsmay use different titles for the arising status but, as a minimum, the functions described are tobe met.3 Arising managementGMS tools used for arising management are an integral part of the MAE maintenanceprocess. To fully support this process it is essential that the GMS provides the appropriatelevel of functionality and that users are appropriately trained and experienced to ensure thatthe technology is fully utilized.3.1 Features of a GMS tool required for arising managementGMS tools utilized for arising management are to provide the means to:1 Display clear details of aircraft/equipment serviceability status.2 Display clear details of the arising status.3 Record all data transactions carried out.4 Certify actions carried out on an arising.5 View all arising transactions.6 Log and recall, in an approved manner, processed arising histories.7 Group arisings to aid in the management of related arisings.8 Where capability exists, filter arisings using Designer-defined algorithms to optimizeoutputs.3.2 Pre-processing of arisingsA GMS tool may automatically filter arising data, using Designer-defined algorithms, tooptimize outputs. Arisings filtered out by this method may not be presented to the AM andshould not be assigned a status. Therefore, the quantity of information displayed to the AM,in the form of arisings, will accurately reflect the potential maintenance required.3.3 Arising ManagersArising Managers ratify arisings prior to commencement of maintenance activities.Amendment of the status during the maintenance process may be carried out by a widergroup of authorized maintainers. Clearing an arising may be achieved via a number ofdifferent processes. Table 1 identifies the processes that may be carried out by an AM andUser.Chapter 7.3.3Page 2 of 4UNCONTROLLED COPY WHENPRINTEDRN, Army, RAFAL 16Aug 07

JAP100A-01UNCONTROLLED COPY WHEN PRINTEDTable 1. Arising Status Amendment.Status Process Arising Manager UserAccepted Accept X X 1Cleared Resolved X XCleared Extant Action X 2Cleared Logged XCleared Rejected XNotes:1 Directly from manually-reported arising only.2 Arisings may be cleared when the AM is satisfied that the arising is directly associatedwith an existing deferment.3.4 Assigning arisingsThe AM may assign arisings to a common MWO or the system’s electronic equivalent.Grouping and promotion or demotion of these arisings within an MWO by the AM will allowefficient management of arising indications that are indicative of a common fault.3.5 Arising status3.5.1 PendingArisings displayed to the AM are deemed as pending prior to selection and amendment to afurther status.3.5.2 AcceptedArisings are amended to accepted status when the AM is satisfied that the indicationrepresents a requirement to carry out maintenance action prior to the next flight.3.5.3 AssignedUsed to identify arisings that have been assigned to another process, eg MWO or electronicequivalent.3.5.4 ClearedArisings may be amended to cleared status when the user confirms that the arising has beensatisfied by one of the following processes:1 Rejection - Arisings may be rejected when the AM is satisfied that the arising indicationdoes not require any further action. The process of reviewing arising data, coupled withthe timing and conditions when the event occurred, will provide the mitigating evidencefor the rejection. The justification for rejection is to be recorded and certified on thearising record or MWO.2 Logging - Arisings may be logged when the AM is satisfied that the arising indicationdoes not require MWO actions prior to the next flight. The arising is to be monitored oversubsequent flights and may be accepted or rejected at the discretion of the AM. Thejustification for logging is to be recorded and certified on the arising record or MWO.3 Extant Action - Arisings may be cleared when the AM is satisfied that the arising isdirectly associated with an existing limitation, deferred fault or aircrew-accepted fault.Reference to the associated action - including the SNOW - is to be recorded and certifiedon the arising record or MWO.4 Resolved - Assigned arisings only are resolved when all tasks associated with the arisingare completed in the approved manner.3.6 Retention and disposal of arising dataPolicy regarding the retention and disposal of arising data is contained in Chapter 7.6.RN, Army, RAFAL 16Aug 07UNCONTROLLED COPYWHEN PRINTEDChapter 7.3.3Page 3 of 4

JAP100A-01UNCONTROLLED COPY WHEN PRINTED4 Training and authorization4.1 Pre-employment trainingTo become an authorized AM, users are to successfully complete both platform and GMSspecific training. Training is to comply with the requirements of Chapter 4.1.4.2 AuthorizationUsers are to hold a minimum of authority level B. AMs are to hold a minimum of authoritylevel F. Users and AMs are to be re-assessed for competency as directed by the IPT.5 Responsibilities5.1 Stn/Ship/Unit responsibilitiesThe Stn/Ship/Unit is responsible for ensuring that sufficient users are nominated andauthorized as AMs.5.2 Integrated Project Team (IPT) responsibilitiesPlatform IPTs are responsible for ensuring that:1 Arising management training for their platform is to the appropriate level.2 Arising management-specific orders or instructions are published in their platform’s Topic2(N/A/R)1.6 ReferencesThis chapter refers to the following publication:1 Platform Topic 2(N/A/R)1 – General Orders and Special Instructions.Chapter 7.3.3Page 4 of 4UNCONTROLLED COPY WHENPRINTEDRN, Army, RAFAL 16Aug 07

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.3Logistic Information SystemsTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Applicability .......................................................................................................................12 Policy on the use of Logistic Information Systems (LIS) .............................. 13 LIS application................................................................................................... 23.1 Security .............................................................................................................................23.2 Configuration management...............................................................................................23.3 Certification .......................................................................................................................23.4 Look and feel.....................................................................................................................23.5 Redundancy/reversionary mode .......................................................................................23.6 Automatic arising management ........................................................................................23.7 LIS on portable IT..............................................................................................................34 Data..................................................................................................................... 34.1 Minimum Data Capture Lists (MDCL) ...............................................................................34.2 Initial guidance from Integrated Project Team (IPT) .........................................................34.3 Business/reference data ...................................................................................................34.4 Component record creation ..............................................................................................34.5 Time zones........................................................................................................................44.6 Fault codes........................................................................................................................44.7 Archiving ...........................................................................................................................45 LIS through-life management........................................................................... 46 References ......................................................................................................... 41 General1.1 IntroductionFor the purpose of this chapter, a Logistic Information System (LIS) is defined as anyelectronic information system that allows the management, planning and detailed coordinationof logistic operations within the Military Air Environment (MAE). The system mayhost administrative, financial, asset management and maintenance functionality or anycombination of these functions.1.2 ApplicabilityThis chapter is applicable to the MAE.2 Policy on the use of Logistic Information Systems (LIS)The aircraft/equipment Integrated Project Team Leader (IPTL) is ultimately responsible forany item of hardware or software used for the operation and/or maintenance of the IPT’sequipment. IPTLs utilizing an LIS are therefore responsible for ensuring its compliance withthe policy in this chapter; this applies even if the LIS is used by multiple platforms. An LIS isto interface with other Information Systems (IS) as required and is to be capable of use in allenvironments in which the equipment it supports will be expected to operate.RN, Army, RAFAL 18Apr 08UNCONTROLLED COPY WHEN PRINTED Chapter 7.3Page 1 of 4

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED3 LIS applicationThe LIS is to complement the safety, airworthiness and operability, alongside platformmaintenance and support activity, of aircraft and associated equipments, whilst exploitingtechnology to minimize, where possible, the maintenance burden. Preliminary Hazard Listingwill identify hazards related to the use of the LIS. Furthermore, utilization of an appropriateSafety Management System (SMS) will facilitate rigorous testing to ensure that safety-relevantbusiness data is not corrupted or incorrectly manipulated: the test results are to complementthe aircraft safety case. The LIS application should be permissive for multiple levels of userauthorizations. When in-built business procedures are contravened, the system must warnthe user and prevent further processing. However, the system should allow users, in theForward environment only and with the appropriate authorization, set by theaircraft/equipment IPT, to over-ride such procedures if dictated by the operationalsituation. When the warning is over-ridden, this action is to be recorded against theindividual who certifies the over-ride.3.1 SecurityGeneric details relating to IS security can be found in JSP 440. For LIS, generic ‘log-ons’ areallowed, but each certifiable action is to be attributable to the individual carrying it out. This isnormally achieved through a Personal Identification Device/Personal Identification Numbersystem as detailed in Chapter 7.3.1. Security accreditation is a mandatory requirement for allInformation Technology (IT)-based systems that electronically store, process or forwardofficial information. JSP 440 contains details of the security accreditation process and whereadvice can be obtained.3.2 Configuration managementThe LIS’s configuration is to be managed by the aircraft/equipment IPT. Where the in-serviceairworthiness and safety of the aircraft/equipment is managed by an LIS, the LIS is to bemaintained in accordance with an SMS that includes auditing, fault reporting and recording atall maintenance levels. This is to include any updates to airworthiness-relevant procedures orinformation. Historical information is to be retained so that, through the date-time stamp, thepolicy, regulations and software version in use at the time of any safety certification can beidentified.3.3 CertificationThe electronic certification of maintenance is detailed in Chapter 7.3.1.3.4 Look and feelAn LIS should present information to the user in a clear, unambiguous and logical manner,conforming where possible to corporate or application ‘common look and feel’. As a generalprinciple, the system should initially display the minimum amount of information required bythe user to complete a specific task, with the ability to easily interrogate the database shouldmore detailed information be required. When information is output for further processing inpaper form, CASD Pol 2 is to approve the MOD Format in accordance with Chapter 7.2.1.3.5 Redundancy/reversionary modeAn LIS that is being relied upon to provide airworthiness information is to be designed suchthat it has sufficient redundancy to allow the system to remain operational and ensurecontinuity and assurance of flight safety and airworthiness in the event of catastrophic LISfailure. The IPTL is to ensure that his system has sufficient redundancy to meet the abovecriteria. For LIS where availability is critical to the operational/legal ability to carry out the nextaircraft flight/sortie, a minimum of 3 levels of redundancy is required to ensure that, in theevent of a failure, the LIS will still be able to operate as specified and still have one furtherlevel of redundancy. Paper backup is not considered as a level of redundancy.3.6 Automatic arising managementThe aircraft/equipment IPT is to detail and document the criteria and procedures for automaticarising management (eg voltage drops during engine start or high main rotor speed duringautorotation). The policy for Management of Arisings is at Chapter 7.3.3.Chapter 7.3Page 2 of 4UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 18Apr 08

UNCONTROLLED COPY WHEN PRINTED JAP 100A-013.7 LIS on portable ITWhere an LIS is used via portable IT, it is the responsibility of the aircraft/equipment IPT toensure that the IT is suitable and approved for use on or around the intendedaircraft/equipment. Advice should be sought from the Head of Test Equipment ProcurementOrganisation (TEPO), RAF Brampton, 95331 Ext 6046.4 DataControl of data is essential to the integrity and airworthiness of both LIS and theaircraft/equipment they support. Unless specified, the data will remain under the control of theaircraft/equipment IPT, with all requests for changes to datasets being co-ordinated by thatIPT’s fleet managers. Further information can be found in Chapter 12.8.4.1 Minimum Data Capture Lists (MDCL)An MDCL is a list of parameters/metrics that are to be captured by platform IPTs that utilizean LIS. The IPTL in consultation with CASD Pol 2 is to determine the policy as to whatconstitutes an MDCL for a particular platform. The platform IPTL is to determine the specificparameters/metrics required to be captured to ensure the airworthiness of the platform designand to carry out the various roles expected of the platform, with CASD Pol 2 acting as theauthority on information to be captured for the MOD Form 700C. If a new platform is to utilizean existing LIS, early engagement with the LIS sponsor is required to ensure that thecapability exists to capture all the relevant parameters/metrics. The IPTL is ultimatelyresponsible for the extent of the parameters/metrics identified within the MDCL.4.2 Initial guidance from Integrated Project Team (IPT)Clear procedures for data management are to be provided by the aircraft/equipment IPT andconsidered procedurally within the SMS.4.3 Business/reference dataOnly personnel authorized by the aircraft/equipment IPT are to have access to the systembusiness/reference data. Changes to business/reference data are to be approved andcertified by either the generic LIS sponsor or an individual approved by the associatedplatform IPTL. Furthermore, the IPT authority for change should be recorded against theaction in order to maintain a full audit trail.4.4 Component record creation4.4.1 Prior to use on LISPrior to the use of an asset within an LIS environment, details of the asset's usage,configuration, build, scheduled maintenance requirements and condition are to be recordedon the LIS to create an Electronic Service Record (ESR) for the asset. Additionally, when anasset previously recorded on the LIS returns to the LIS environment (having been outside theLIS environment), the ESR for the asset on the LIS is to be updated prior to its use.4.4.2 Preservation of data integrityThe system should automatically detect and prevent duplication of assets on the system. Thismay need to be supported by business processes to cover deployed Sqns/Units that may nothave access to, or have been provided with, ‘live’ asset data. However, local input of assetdata by authorized personnel is to be permitted, to allow for the creation, modification orchange of function of an asset, eg re-handing of an undercarriage assembly.4.4.3 Asset maintenance outside LIS boundaryAircraft/equipment that have been registered on an LIS may be maintained outside thesystem’s boundary, eg whilst allotted to a Depth non-LIS contractor for any form ofmaintenance. In these instances, arrangements are to be made for data relating to LISpertinentmaintenance activities to be captured and fed back to the LIS in order to maintainthe currency of the LIS database.RN, Army, RAFAL 18Apr 08UNCONTROLLED COPY WHEN PRINTED Chapter 7.3Page 3 of 4

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED4.5 Time zonesStns/Ships/Units are to adopt one of the following 2 time zone options:1 The time zone is to be included on all maintenance documentation. The authority to uselocal time zones on an LIS system is to be approved by the IPTL or designated memberof the IPT.2 All recorded times are to be in Zulu (Greenwich Mean Time), unless local requirementsdictate otherwise.4.6 Fault codesAircraft/equipment IPTs are to use the generic fault codes detailed in JAP(D) 100C-02.4.7 ArchivingThe aircraft/equipment IPT is to mandate the archiving policy for data used by the LIS. TheIPTL is to ensure that the following criteria are met:1 As a minimum, data selected by the aircraft/equipment IPT is to be archived inaccordance with the current paperwork retention periods listed in Chapter 7.6.2 The frequency and methods of archiving are to be mandated by the aircraft/equipmentIPT to maximize the performance of the LIS whilst maintaining availability of essentialdata.3 An LIS is to be able to retrieve archived data within the timescale specified by theaircraft/equipment IPT. Therefore, if the LIS application is amended such that it can nolonger retrieve/process archived data, that version of the LIS application in use at thetime of amendment is also to be archived to allow future retrieval.5 LIS through-life managementAn aircraft/equipment IPTL utilizing a bespoke LIS is responsible for the ultimate approval andassurance of any current or future capability delivered by the LIS and its development with thecontractor.Support IPTs maintaining a generic LIS for a broad spectrum of aircraft are responsible for theassurance and approval of any current or future capability delivered by the LIS and itsdevelopment contractor. The utilization of a generic LIS is an IPTL decision and therefore theultimate responsibility for airworthiness lies with the IPTL.The integrity and assurance of electronic data transferred between a military-controlled LISand a contractor-controlled LIS is the responsibility of the aircraft/equipment IPTL. The IPTLis to ensure that data made available to the contractor from a military LIS is of an acceptableformat to enable the contractor to meet his maintenance responsibilities. The IPTL is alsoresponsible for ensuring that data received from a contractor's LIS is capable of beingaccurately transferred to a military LIS.6 ReferencesThis chapter refers to the following publications:1 JSP 440 – The Defence Manual of Security. http://www.defence.mod.uk/jsp400-700/jsp440/JSP440.htm2 JAP(D) 100C-02 – MOD Fault Reporting Documentation - Compilation Guidelines.Chapter 7.3Page 4 of 4UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 18Apr 08

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.5.1Narrative Fault Reporting Using the MOD Form 760 SeriesTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Associated publications.....................................................................................................12 Policy for reporting faults using the MOD Form 760 ..................................... 23 Exclusions and/or additional reporting requirements................................... 24 Classification of equipment ............................................................................. 24.1 Not-in-use (NIU) equipment ..............................................................................................24.2 In-use (IU) equipment .......................................................................................................25 Fault reporting implementation ....................................................................... 25.1 Occasions for raising a Narrative Fault Report.................................................................25.2 Forms in the MOD Form 760 series..................................................................................25.3 Responsibility for raising MOD Form 760 .........................................................................35.4 Compiling and progressing MOD Form 760 .....................................................................36 Mandatory Fault Reporting Instruction (MFRI)............................................... 37 Handling, quarantine and disposal of faulty equipment ............................... 38 Responsibilities for MOD Form 760 fault reporting ....................................... 48.1 Detached or embarked Sqn/Unit or Flight.........................................................................48.2 Parent Stns/Ships/Units ....................................................................................................48.3 Integrated Project Team (IPT) ..........................................................................................48.4 Actions by Defence Storage and Distribution Centre (DSDC)..........................................58.5 Investigation agency responsibility and procedures .........................................................69 References ......................................................................................................... 610 Guidance on completion of MOD Form 760.................................................... 7List of figuresFigure 1. Process for Fault Reporting Using the MOD Form 760 Series of Forms......................71 General1.1 IntroductionMost faults with aircraft and equipment in the Military Air Environment (MAE) are resolved byrepair or replacement of components, accompanied by routine reporting procedures asdescribed in Chapter 7.5. Some faults, however, warrant a deeper, more detailedinvestigation to isolate the cause and/or explain an unexpected failure. In addition to routinefault reporting, the MOD F760 Narrative Fault Report is used to provide the additionalinformation needed to undertake this investigation. This chapter describes the occasions for,and methods of, raising Narrative Fault Reports and defines how these reports are to behandled and the faults investigated.1.2 Associated publicationsThis chapter is associated with following publications:1 JSP 886 – The Defence Logistics Support Chain Manual.2 RN, Army, RAFAL 21Nov 09UNCONTROLLED COPY WHEN PRINTED Chapter 7.5.1Page 1 of 8

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED2 Policy for reporting faults using the MOD Form 760In addition to recording faults routinely on the MOD Form 707 series of forms, when it isconsidered that a fault warrants a more in-depth investigation, a narrative report is to beraised using the MOD F760 Narrative Fault Report procedure.If a fault presents a serious threat to airworthiness, a Serious Fault Signal (SFS) is to beraised, as detailed in Chapter 7.5.2.3 Exclusions and/or additional reporting requirementsThe ranges of aviation equipment wholly or partly exempt from the MOD Form 760 faultreporting procedure are described in Chapter 7.5.4 Classification of equipment4.1 Not-in-use (NIU) equipmentNot-in-use (NIU) equipment is defined as equipment that has not been put to its intended use.The term embraces new, reconditioned, recalibrated, or repaired equipment (exceptequipment repaired by the user) up to the stage of satisfying any initial visual, dimensional,functional or installation checks, including flight testing where appropriate, following its issuefrom store.4.2 In-use (IU) equipmentIn-use (IU) equipment is defined as all equipment that cannot be classed as NIU.Note:All faults on Aircraft Integrity Monitoring equipment are to be classified as IU.5 Fault reporting implementation5.1 Occasions for raising a Narrative Fault ReportAccording to circumstances, Stns/Ships/Units are to report faults by SFS and/or MOD F760.An MOD Form 760 is to be raised on the following occasions:1 Automatically, in support of an SFS.2 At the discretion of the responsible officer when it is considered that the fault may affectsafety, equipment availability or performance or where it is considered worthy of detailedinvestigation.3 For any fault in NIU equipment.4 On faults which are considered by local management to merit Integrated Project Team(IPT) attention.5 When instructed to do so by, or on behalf of, an IPT in a Special Instruction (Technical)(SI(T)) or Mandatory Fault Reporting Instruction (MFRI),paragraph 6 refers,or in anyother instruction.6 When instructed to do so by a Board of Inquiry.5.2 Forms in the MOD Form 760 seriesThe MOD Form 760 Narrative Fault Reporting System comprises the following forms:1 MOD F760 – Narrative Fault Report.2 MOD F760A – Fault Investigation Request.3 MOD F760B – Narrative Fault Report – Request for MFRI Action.4 MOD F760C – Compilation Instructions for MOD Form 760.Chapter 7.5.1Page 2 of 8UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 21Nov 09

UNCONTROLLED COPY WHEN PRINTED JAP 100A-015 MOD F760E – Faulty Equipment Label.6 MOD F760F – Narrative Fault Report Transit Folder.7 MOD F761 – Fault Investigation Report.8 MOD F761A – Overhaul/Investigation Report.Where a form is passed by e-mail between organizations for action, a facsimile signatureshould not be used in any signature block. Organizations documenting their action are toplace a signed copy on file and annotate “File Copy Signed” in the relevant block of the e-mailed version.5.3 Responsibility for raising MOD Form 760The following personnel are responsible for raising MOD F760:1 The person holding the faulty aircraft or equipment on charge at the time a reportablefault is discovered.2 The investigating officer of an aircraft accident or other investigation where equipment orparts of the aircraft have been removed for further investigation.5.4 Compiling and progressing MOD Form 760The MOD F760 is to be compiled following the instructions given in the MOD F760C. Theflow chart at Figure 1 provides guidance on handling and progressing narrative fault reportsand reflects the Engineering Authority (EA) and Post-Design Services (PDS) functionsembedded within an IPT. Detailed arrangements for a specific aircraft type or range ofequipment may vary slightly from the processes illustrated, but will not normally alter any ofthe principles implicit in the guidance shown. Further details of arrangements for specificaircraft or equipment can be obtained from the appropriate IPT6 Mandatory Fault Reporting Instruction (MFRI)MFRIs are issued and managed internally by the IPT when MOD Forms 760 are required onspecific items of equipment. IPTs may seek the advice of their maintenance dataorganization: Supply Chain Support (Programmes), Management Information Branch(SCS(Progs) MI) or Rotary Wing Support Group (RWSG). Limited fault statistics may beprovided by maintenance data organizations; hence the use of MFRIs should be restricted tothe following:1 Monitoring the performance of new equipment.2 Validating current lifing policies.3 Monitoring the effectiveness of modifications or SI(T).4 When further information is required to supplement fault case histories.MOD Form 760B may be used to formally task the person within the IPT that is responsiblefor internal management of MFRIs. An MFRI can be set either for a period of time or for anumber of arisings and may be restricted to particular units. IPTs are to publish MFRIs fortheir aircraft in the Topic 2(N/A/R)1. MFRIs replace the RN equipment Black List and theArmy Mandatory Fault Reporting List; however, the function remains unchanged.7 Handling, quarantine and disposal of faulty equipmentAll equipment subject to MOD F760 action is to remain quarantined pending receipt ofdisposal instructions. The MOD Form 760 originator is responsible for quarantining orarranging the quarantine of faulty items. Items are to be maintained in the condition existingat the time of failure. Blanks should be fitted to pipeline connections and orifices andmeasures taken to protect the items in transit. Samples of foreign matter, fuel, oil, etc, shouldbe taken, quarantined and despatched with the faulty equipment. The following forms are tobe attached to the faulty equipment:RN, Army, RAFAL 21Nov 09UNCONTROLLED COPY WHEN PRINTED Chapter 7.5.1Page 3 of 8

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED1 Completed MOD F731 – Equipment Label (to include the serial number of the relevantMOD Form 760).2 Completed MOD F760E – Faulty Equipment Label.3 A copy of the MOD Form 760, if unclassified.4 The Engineering Record Card, if applicable.Def Stan 05-123 Part 4 details the disposal instructions for materiel under quarantine. Inessence the originator of the MOD Form 760 or the custodian of the faulty equipment will beadvised of disposal instructions by the Investigation Agency issuing a Call ForwardInstructions Signal (CFIS).8 Responsibilities for MOD Form 760 fault reporting8.1 Detached or embarked Sqn/Unit or FlightWhen a reportable fault is discovered on an aircraft or equipment while detached orembarked, the Sqn/Unit or Flight is to:1 Carry out an initial investigation of the fault, consulting the parent Stn/Ship/Unitengineering staff as necessary.2 Complete as much as possible of the MOD F760; if the unit does not hold an MOD Form760 register, the reference is to be left blank for completion by the parent Stn/Ship/Unit.3 Dispatch a copy of the MOD Form 760 to the parent Stn/Ship/Unit.4 If unclassified, attach a copy of the MOD Form 760 to the faulty item.5 Dispatch the faulty item to the parent Stn/Ship/Unit for quarantining. Guided weaponsshould be returned to the nearest armament depot.Note:Where appropriate, detached embarked units/flights may route MOD Forms 760 throughtheir parent sqn who may then complete some of the tasks listed below prior to forwardingthe MOD Form 760 to the parent Stn/Ship/Unit for completion.8.2 Parent Stns/Ships/UnitsParent Stns/Ships/Units are responsible for:1 Processing MOD F760 for faults arising on the Stn/Ship/Unit.2 Processing MOD Form 760 received from detached and embarked Sqns/Units or Flightsincluding the following:2.1 If required, carrying out further investigation of the fault.2.2 Completing the MOD Form 760, if necessary inserting the fault report reference.2.3 Distributing the MOD Form 760 in accordance with Figure 1.3 Quarantining faulty equipment, including that received from detached or embarkedSqns/Units or Flights, until receipt of disposal instructions.4 Dispatching faulty equipment and informing the investigation agency of dispatch details.8.3 Integrated Project Team (IPT)8.3.1 Action on receipt of MOD Form 760The EA within an IPT is the focal point for fault investigation on equipment for which they areresponsible. An IPT that receives an MOD F760 is to:1 Within 10 working days, acknowledge receipt to the MOD F760 originator.2 Within 28 days of the MOD F760 originating date, decide whether or not an investigationis required and:Chapter 7.5.1Page 4 of 8UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 21Nov 09

UNCONTROLLED COPY WHEN PRINTED JAP 100A-012.1 Record that decision on the MOD F760.2.2 Arrange initial investigation of the fault and the instigation of remedial action asdeemed appropriate.2.3 Notify the decision to the originating unit and other MOD F760 addressees.3 Consider whether a fault justifies mandatory reporting and take the appropriate action.4 Decide whether a fault case history is required and, if so, ask their maintenance dataorganization to provide one.5 Inform the appropriate Defence Storage Distribution Centre (DSDC) of any engineeringrequirement to examine or quarantine depot stocks.If an IPT decides that further investigation is not required, the MOD Form 760 is to becompleted accordingly. If an IPT decides that further investigation is required, a suitableinvestigation agency is to be tasked to carry out the investigation. Staffing of the MOD Form760, MOD F760A and MOD F761 is to follow the flow chart at Figure 1. On receipt of anMOD Form 761, Fault Investigation Report, from an investigation agency, the IPT is toconsider the findings and recommendations and is to initiate any remedial action considerednecessary. If an IPT is not satisfied with the investigation, or considers that furtherinvestigation is warranted, the original MOD Form 760A and MOD Form F761 are to becompleted; a new investigation agency is to be appointed, if appropriate, and a new MODForm 760A is to be raised and clearly marked:‘FURTHER INVESTIGATION’Copies of the new MOD Form 760A and the original MOD Form 760 and MOD Form 761 areto be distributed as shown in Figure 1.8.3.2 Decision not to take action on a fault report or to reject proposed remedial actionsA decision not to take action in response to a reported fault, whether by MOD F760, SFS orfollowing an aircraft incident/accident reported by RN Form A25/A25A, AAC Form 5/5A orRAF F765B, or to reject remedial actions proposed by an appointed investigation agency arenot to be taken lightly. IPT Leaders are to ensure that such decisions are made and recordedby a holder of the appropriate level of Letter of Authority.8.3.3 Advising other affected platform and commodity IPTsPlatform IPT Leaders are vested with prime responsibility for maintaining the airworthiness,performance and safety of a platform. Such responsibility encompasses sub-systems andequipment (commodities) essential to and installed in, loaded to, or carried/worn in theplatform. Accordingly, IPTs responsible for these sub-systems (commodities) are to formallyadvise platform IPTs of any engineering changes or faults that may affect the operation ofaviation equipment under their control and which may in turn affect the airworthiness or safetyof the platform. Similarly, platform IPTs are responsible for informing commodity IPTs of anychanges to the platform that may impact the safety of commodity items.8.4 Actions by Defence Storage and Distribution Centre (DSDC)For NIU equipment, the appropriate DSDC is responsible for providing specialist advice to theIPT. On receipt of the MOD F760, and only when instructed by the IPT, the DSDC is to:1 Confirm that the MOD Form 760 relates to:Note:1.1 An NIU item.1.2 An item that is within the DSDC’s sphere of responsibility.If either condition is not met, the IPT is to be informed and the form returned.2 Provide an initial appraisal of the fault.3 Examine existing stock to determine the extent of the fault and quarantine stock asnecessary.RN, Army, RAFAL 21Nov 09UNCONTROLLED COPY WHEN PRINTED Chapter 7.5.1Page 5 of 8

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED4 Act as an investigation agency and carry out a fault investigation. Unless the IPTspecifically authorizes otherwise, the work done during an investigation is not to exceedthe depth of maintenance normally carried out on an item by the DSDC.DSDC recommendations are to be recorded on the relevant MOD Form 760, which is to besent to the IPT. DSDCs are not to undertake fault investigations without direction from theIPT.8.5 Investigation agency responsibility and proceduresAn investigation, instigated by the IPT, may be conducted either in Service, in industry or by aDSDC. Where industry is used through a PDS contract, the procedures given in Def Stan 05-123 Part 4 should be followed. The Investigation Agency is to notify the IPTL if the faultymateriel has not been received within 28 days of raising the CFIS. The results of theinvestigation are to be forwarded to the IPT for endorsement on MOD F761 or MOD F761A.Once satisfied with the conduct and findings of the investigation, the IPT is to circulate theMOD Form 761 or MOD Form 761A to the originator and other interested parties.9 ReferencesThis chapter refers to the following publications and forms:1 AAC Form 5 – Air/Ground Occurrence Investigation Report.2 AAC Form 5A – Air/Ground Occurrence Investigation Report.3 Def Stan 05-123 Part 4 – Supply of Technical Information.4 RAF F765B – Flight Safety Investigation Report.5 RN Form A25 – Report on Aircraft Accident/Incident.6 RN Form A25A – Report on Aircraft Ground Accident/Incident.7 Topic 2(N/A/R)1 – General Orders and Special Instructions.Chapter 7.5.1Page 6 of 8UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 21Nov 09

UNCONTROLLED COPY WHEN PRINTED JAP 100A-0110 Guidance on completion of MOD Form 760Figure 1. Process for Fault Reporting Using the MOD Form 760 Series of Forms.StartOriginator raisesMOD F760 andquarantines orarranges quarantineof itemIs originator aParent Unit?NoMOD F760 sent to Parent Unit (maybe sent via Parent Sqn if appropriate)YesMOD F760 dispatched to IPT &RWSG (Note 2) where appropriateParent Unit registers MOD F760, vetscontent and carries out furtherinvestigation as requiredIPT receives MOD F760 for actionand acknowledges to originatorMOD F760 dispatched to appropriateDSDC for appraisal and DSDC taskedas requiredYesIs item NIU?DSDC appraises NIU fault reports andadvises IPT as tasked on MOD F760NoIs investigationrequired by IPT?NoIPT closes MOD F760 and copies tooriginator, RWSG and, for NIUreports, DSDCYesIPT raises MOD F760A & forwardswith copy of MOD F760 toinvestigation agency. MOD F760 and760A copied to RWSG, FLC (Note 3)and originatorEnd(A)Continued onnext pageRN, Army, RAFAL 21Nov 09UNCONTROLLED COPY WHEN PRINTED Chapter 7.5.1Page 7 of 8

JAP 100A-01UNCONTROLLED COPY WHEN PRINTEDContinuehere frompreviouspageInvestigation agency signals callforward instructions to equipmentcustodian, copy to IPTEquipment custodian dispatchesfaulty item to investigation agencyInvestigation agency completesMOD F761, Fault InvestigationReport, and sends to IPTArerecommendationsaccepted byIPT?NoDoesIPT require furtherinvestigation?YesIPT closes original and raises newMOD F760A, marked FURTHERINVESTIGATION, and appoints newinvestigation agencyYesIPT completes MOD F761 and copiesit to RWSG, FLC, investigationagency, MOD F760 originator and, forNIU faults, DSDCNoSend new MOD F760A, F760 andF761 to new investigation agency,copies to RWSG, FLC, MOD F760originator and, for NIU faults, DSDCEndRe-enter chart at (A)Notes:1 Copies to be sent to TIG (MW) for Army-operated platforms and equipment.2 Copies to appropriate Front Line Command (FLC).3 For the purpose of clarity, Parent Unit has been used to describe the ParentStn/Ship/Unit.Chapter 7.5.1Page 8 of 8UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 21Nov 09

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.5.2Serious Fault Signal ProcedureTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................12 Policy for raising Serious Fault Signals (SFS) ............................................... 13 Implementation.................................................................................................. 13.1 Signal compilation .............................................................................................................24 Action on receipt of SFS................................................................................... 34.1 Parent Stn/Unit or Typed Air Station (TAS) ......................................................................34.2 Front Line Command (FLC) ..............................................................................................44.3 Integrated Project Teams (IPT).........................................................................................44.4 Defence Storage and Distribution Centre (DSDC) ...........................................................45 References ......................................................................................................... 4List of tablesTable 1. Serious Fault Signal Text................................................................................................31 General1.1 IntroductionThe Serious Fault Signal (SFS) is the reporting method used to notify the discovery of a faultthat may have immediate and serious implications to an aircraft fleet, or range of equipment.2 Policy for raising Serious Fault Signals (SFS)An SFS is to be raised by the person responsible for the aircraft or equipment whenever afault is discovered that could:1 Adversely affect the airworthiness of the aircraft or equipment.2 Endanger personnel or equipment.3 Significantly reduce the operational effectiveness or availability of the equipment.4 Put at risk the security of airborne Communications Security equipment.3 ImplementationAn SFS is not to be delayed in order to complete detailed initial investigations other thanconfirming the presence of the fault on other local assets. Should further information becomeavailable after dispatch, a follow-up signal is to be sent to the same addressees. If, followingfurther investigation, it is considered that the SFS was not warranted, a cancellation signal isto be sent to the same addressees as the original signal. An MOD Form 760 Narrative FaultReport is to be raised following the dispatch of an SFS. The procedure for raising MOD F760is detailed in Chapter 7.5.1.RN, Army, RAFAL 21Nov 09UNCONTROLLED COPY WHEN PRINTED Chapter 7.5.2Page 1 of 4

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED3.1 Signal compilation3.1.1 PrecedenceThe precedence of an SFS is to be appropriate to the circumstances; normally PRIORITY foraction addressees and ROUTINE for information addressees. Where faults could adverselyaffect airworthiness, the appropriate Integrated Project Team (IPT) is to be informed by thefastest possible means.3.1.2 Security classificationThe security classification of an SFS is to be appropriate to the equipment concerned, but notless than RESTRICTED.3.1.3 Action addresseesSFS action addressees are to include the:1 IPT responsible for the subject aircraft or equipment. If the IPT for a particular item ofequipment cannot be established, signals are to be sent to the IPT for the aircraft orother main equipment the item forms part of.2 Front Line Command (FLC) of the originating Stn/Ship/Unit.3 Parent Stn/Ship/Unit (includes Typed Air Station (TAS)) if sent from an embarked ordetached RN unit.4 Appropriate Defence Storage and Distribution Centre (DSDC) if the signal relates only toNot-In-Use (NIU) equipment.5 Logistic Applications (LA) IPT Henlow/Yeovilton for LITS / WRAM, where serioussoftware faults involving loss or corruption of aircraft structure or schedule data areidentified and where there is potential for wider applicability.3.1.4 Information addresseesInformation addressees are to include:1 Common:2 RN:1.1 MODUK DE&S for DG [Insert relevant cluster name, eg Combat Air (CA), AirSupport (AS), Helicopters (Hels)].1.2 IPT for the aircraft platform if the fault is on equipment.2.1 MODUK Navy.2.2 RNFSAIC Yeovilton.2.3 SEGP Gosport (for serious faults involving Survival Equipment and AircrewEquipment Assemblies).3 Army:3.1 3.2 HQ DAAVN Middle Wallop.3.3 Relevant Depth Support organization.3.4 Defence Equipment and Support (DE&S (Wyton)) for MI(EIS).3.5 DEME(A) Arborfield for Ac Eng Pol.3.6 AIEFSO Middle Wallop.4 RAF:4.1 Gp HQ of the Stn/Unit originating the SFS.4.2 DE&S (Wyton) for MI(EIS).Chapter 7.5.2Page 2 of 4UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 21Nov 09

UNCONTROLLED COPY WHEN PRINTED JAP 100A-013.1.5 Subject Indicator Code (SIC)SICs are to be drawn from ACP117 NATO Supplement 2 and UK Supplement 2. H8O is to beused in all cases and the following are also normally required:1 H[ ]H: insert appropriate letter from Annex H of ACP 117 NATO Supplement 2.2 O[ ][ ]: insert appropriate last two letters from Annex O of ACP 117 NATO Supplement 2.3 KQA.4 If one exists, the appropriate H[ ][ ] SIC.3.1.6 TextThe text is to be paragraphed as shown in Table 1 and all paragraphs are to be used. State ifinformation is not available or not applicable. An entry may be made immediately before theprescribed text, indicating whom the signal is from and for whom it is intended.Table 1. Serious Fault Signal Text.Para Sub Text1 SERIOUS FAULT SIGNAL, add IN USE or NIU as appropriate. If fault has beenfound in both In-Use (IU) and NIU items, enter IN USE. If IPT has been informed,add IPT AWARE.2 Aircraft and/or main equipment type, including mark or type.3 (A) Serial No of aircraft or main equipment.(B)(C)Reference of relevant MOD Form 707 or Logistic Information System (LIS) arisingrecord if applicable.Reference of follow-up MOD F760 Narrative Fault Report.(D) Reference of any related accident or incident signal.4 (A) Management code and stock number, part number and description of item. Foritems of USA origin, also quote manufacturer.(B)(C)(D)Modification state, if known.Identification of faulty item within the aircraft or main equipment: where possible,quote Topic 1, 3 or 6 figure or plate number.Date installed, hours flown or run or other usage measurement. Date of lastdisturbance or scheduled maintenance and other relevant parameters.5 Description of fault or symptoms. State how found and probable cause and effects.6 (A) Number of items examined. Quote separate figures for IU and NIU.(B)Number of faulty items identified. Quote separate figures for IU and NIU and wherepossible quote serial numbers.7 (A) Proposed examination and/or remedial action. Quote estimated man-hoursinvolved and add as appropriate RECOMMENDATION ONLY or WORK IN HAND.(B)Long-term recommendations if any (signal is not to be delayed pending protractedinvestigations).8 Location of faulty item. If forwarded, include full dispatch details and consignee.4 Action on receipt of SFS4.1 Parent Stn/Unit or Typed Air Station (TAS)If the SFS originates from an embarked or detached unit, a parent Stn/Unit or TAS is to:1 Investigate the extent of the fault across the aircraft fleet.RN, Army, RAFAL 21Nov 09UNCONTROLLED COPY WHEN PRINTED Chapter 7.5.2Page 3 of 4

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED2 Liaise with the embarked or detached unit on any MOD F760 follow-up action.4.2 Front Line Command (FLC)A FLC that receives an SFS from one of its Stns/Ships/Units is to:1 Take any immediate action considered necessary within the FLC, ie any action thatcannot reasonably await direction from the IPT.2 Liaise with the IPT on the possible effect that the fault or potential remedial actions mayhave on operations.4.3 Integrated Project Teams (IPT)An IPT that receives an SFS is to take the following actions in consultation, as necessary, withthe FLC:1 If the fault affects airworthiness, take actions appropriate to the seriousness of theeffects, including considering formal reporting action (eg DE&S Military Air Environment(MAE) Handbook of Business Procedures (BP) 1301).2 If required, task the appropriate Defence Storage and Distribution Centre (DSDC) withthe examination or quarantining of depot stock.3 If considered necessary, initiate a detailed investigation in accordance with theprocedures detailed in Chapter 7.5.1, using the most appropriate agency.4 Distribute the SFS to appropriate contractors.5 Inform other branches as required.6 Provide feedback to originator, apprising them of the actions arising from the SFS.4.4 Defence Storage and Distribution Centre (DSDC)On receipt of an SFS, and only when instructed by the IPT, the DSDC is to:1 Confirm that the SFS relates to an NIU item and that the item is within the depot’s sphereof responsibility. If neither condition is met, the DSDC is to inform the responsible IPT.2 Respond to tasking from the IPT.5 ReferencesThis chapter refers to the following publications:1 ACP 117 NATO Supplement 2 – NATO Subject Indicator System.2 ACP 117 UK Supplement 2 – NATO Subject Indicator System.3 Handbook of Business Procedures for the Military Air Environment - BP 1301 - Reportingand monitoring of airworthiness Matters and Serious Occurrences.Chapter 7.5.2Page 4 of 4UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 21Nov 09

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.5.3Engineering Aspects of Air or Ground Occurrence ReportingTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Definition ...........................................................................................................................12 Policy on the identification and handling of equipment subject toDefence-Flight Safety Occurrence Reports (D-FSORs).......................... 13 Flight safety occurrence reporting and engineering investigation....... 23.1 D-FSORs ...................................................................................................................23.2 Interim follow-up reports and final report ..........................................................................23.3 Co-ordination of D-FSORs and engineering investigations.......................................24 Equipment subject to a D-FSOR............................................................... 24.1 Handling ............................................................................................................................24.2 Engineering documentation ..............................................................................................24.3 Identification ......................................................................................................................35 Responsibilities................................................................................................. 35.1 Stns/Ships/Units................................................................................................................35.2 Project Team (PT) ..............................................................................................36 Reference ........................................................................................................... 31 General1.1 IntroductionAir or ground Defence Flight Safety Occurrence Reports (D-FSORs) are raised wheneveran actual or potential hazardous occurrence takes place as summarized in JSP 551 Volume 1Section 200 Annex A. Where a D-FSOR is raised as the result of a technical failure,the equipment suspected of causing or contributing to the occurrence must be identified andhandled in a manner that will allow any interim/final follow-up reports to be completedexpeditiously. Serviceable equipment holding original flight data (eg ADR or HUMS) may alsorequire removal for quarantine. Equipment that is the subject of occurrence reports may alsorequire subsequent investigation by an organization responsible for depth maintenance. Thischapter details the methods for identifying and handling such equipment.1.2 DefinitionThe definition of D-FSOR, which embraces air/ground accidents/incidents, may be foundin JSP 551 Volume 1 Section 200 or via the website listed at paragraph 6.2 Policy on the identification and handling of equipment subjectto Defence-Flight Safety Occurrence Reports (D-FSORs)Items of equipment suspected of causing or contributing to an air or ground occurrence, andtherefore subject to an D-FSOR, are to be clearly identified and handled in accordancewith this chapter in order to promote the expeditious completion of fault investigations, anyinterim follow-up reports and/or a final report. Any item of serviceable equipment that isidentified, by the authority that has ordered the occurrence investigation, as an aid toinvestigating a D-FSOR (eg ADR or HUMS) is also to be handled in accordance with thischapter. This policy does not preclude the need, when required, to carry out the faultreporting procedures detailed in Chapter 7.5.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.5.3Page 1 of 3

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED3 Flight safety occurrence reporting and engineeringinvestigationWhen a D-FSOR is raised as a result of a technical failure, an engineering investigation isto be carried out to determine the cause, propose remedial action and makerecommendations (if possible) to prevent recurrence. Where the D-FSOR is raised for anair or ground occurrence but the aircraft or relevant equipment is serviceable, disturbance ofequipment or recovery of data must only be carried out on the instruction of the authority thathas ordered the occurrence investigation. JSP 551 Vol 1 Section 205 refers.3.1 D-FSORsUsing the D-FSOR format detailed in JSP 551 Volume 1, Section 200, the“Maintenance Section” is to be completed by a person holding authorization JAP-G476.Note:For those with access to Aviation Safety Information Management System (ASIMS) the D-FSOR can be completed online.3.2 Interim follow-up reports and final reportIf any D-FSOR is incomplete due to a requirement for further investigation, any interimfollow-up reports and/or a final report must be completed as detailed in JSP 551 Volume1, Section 200, D200.115.4. Where a Project Team (PT) has contractorizedmaintenance of the equipment, the contract is to state the requirement for the contractor tocarry out D-FSOR engineering investigations and complete interim follow-up reports,and/or a final report.3.3 Co-ordination of D-FSORs and engineering investigationsStns/Ships/Units are to provide sufficient co-ordination of the initial D-FSOR, anysupporting engineering investigations, interim follow-up reports and/or final report, to ensuretheir timely submission; JSP 551 Volume 1, Section 200, P200.100.1 refers.4 Equipment subject to a D-FSOREquipment that is suspected of causing or contributing to the cause of a D-FSOR is, ifpractical, to be investigated with the equipment in-situ, see Chapter 2.11, and, if removed,retained by the operating Sqn/Unit until the original fault has been rectified and anyassociated functional tests, including flight tests, have been carried out. The retention ofequipment (whether at forward or depth maintenance level) until the fault has been positivelyeliminated will enable the correct component to be identified for investigative reporting. Theauthority that has ordered the occurrence investigation may require serviceable equipmentholding original flight data (eg ADR or HUMS) to be removed and quarantined. JSP 551 Vol 1Section 205, D205.105.6 refers.4.1 HandlingOn confirmation or positive elimination of the fault, the suspect equipment is to be preparedfor transit to the appropriate depth support maintenance organization, having taken care topreserve it in the condition found on removal from the aircraft or main equipment. Any fuels,lubricants or operating media that may be considered an aid to future fault diagnosis are to becontained within the equipment, or are to be collected and despatched with the equipment.Equipment in quarantine is only to be worked on or moved under the instruction of theauthority that has ordered the occurrence investigation.4.2 Engineering documentationAll engineering documentation raised in support of a D-FSOR is to be cross-referenced tothat D-FSOR serial number. At the discretion of the authority level K, engineeringdocumentation may be annotated ‘D-FSOR’ in red ink as a management aid.Chapter 7.5.3Page 2 of 3UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-014.3 IdentificationEquipment subject to a D-FSOR that requires further investigation at a deeper level ofmaintenance is to be conditioned in accordance with Chapter 9.5 and identified by annotatingthe MOD F731 with the D-FSOR serial number and ‘D-FSOR’ in red ink.5 Responsibilities5.1 Stns/Ships/UnitsStns/Ships/Units are responsible for:1 Raising, progressing and coordinating D-FSOR engineering investigations asdetailed in JSP 551 Volume 1, Section 200.2 Ensuring that documentation raised in support of an D-FSOR engineeringinvestigation is cross-referenced to the D-FSOR serial number.3 Ensuring that the MOD F731, attached to equipment suspected of having caused anoccurrence, is clearly identified by annotating the MOD F731 with the D-FSOR serial number and ‘D-FSOR’ in red ink.5.2 Project Team (PT) Where maintenance of the equipment has been contractorized, the PT is responsible forensuring that the contract states the requirement for the contractor to carry out D-FSOR engineering investigations, raise interim follow-up reports and/or a final report, and certify theircompletion.6 ReferenceThis chapter refers to the following publication:1 JSP 551 Vol 1 – Military Flight Safety Regulations.2 ASIMS - Aviation Safety Information Management System.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTEDEnd of Data ModuleChapter 7.5.3Page 3 of 3

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.5Fault ReportingTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Associated publications.....................................................................................................11.3 Applicability .......................................................................................................................12 Policy on fault reporting ................................................................................... 23 Fault reporting procedures .............................................................................. 23.1 Routine fault reporting using the MOD Form 707 series ..................................................23.2 Narrative fault reporting.....................................................................................................23.3 Serious faults ....................................................................................................................23.4 Air and ground occurrence reports ...................................................................................23.5 Aviation material received on transfer in an unsatisfactory condition...............................23.6 Faults with Air Publications and forms in the MOD Form 700 series ...............................23.7 Faulty packaging ...............................................................................................................24 Equipment with specific fault reporting procedures ..................................... 34.1 Fault reporting for air-launched torpedoes and associated equipment ............................35 References ......................................................................................................... 4List of tablesTable 1. Equipment with Specific or Modified Reporting Procedures. .........................................3Table 2. Faulty Equipment - Form ..........................................................................................41 General1.1 IntroductionThe accurate and timely reporting of faults in aircraft and airborne equipment is essential toensuring airworthiness. It enables the cost-effective utilization of assets through improvedreliability and maintainability. All faults are reported through a routine system; some,considered of particular interest, are given an additional reporting route, which ensures thatparticular attention is paid to the nature of the fault and possibly to any affected componentsas well. This chapter describes the various methods of reporting faults and providesreferences to detailed reporting procedures.1.2 Associated publicationsThis chapter is associated with the following publications:1 AP 100C-02 – The Maintenance Data System Work Recording.2 AP 100K-10 – Army Aircraft Engineering – General Procedures.3 AP 100N-0409B – Work Recording and Asset Management System.4 AP 300A-01 – LITS Enabling Document.1.3 ApplicabilityThis chapter is applicable to the Military Air Environment (MAE).RN, Army, RAFAL 20Jul 09UNCONTROLLED COPY WHEN PRINTED Chapter 7.5Page 1 of 4

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED2 Policy on fault reportingAll equipment in the MAE is to be subject to a procedure for reporting faults. Procedures maybe either manual or part of an electronic recording and data collection system.3 Fault reporting proceduresThere are a variety of fault reporting procedures used in the MAE. Procedures can be dividedbroadly into those for particular circumstances and those that are specific to equipment types.In practice a combination of methods may be used, eg a fault that is the subject of an airoccurrence would also be routinely reported using the MOD Form 707 series and may alsowarrant a narrative fault report using the MOD Form 760 procedure.3.1 Routine fault reporting using the MOD Form 707 seriesFaults are routinely reported using the MOD Form 707 series of forms. Details of a fault areinitially recorded on the appropriate MOD Form 707 and may then be transferred to anelectronic data collection process. Alternatively, faults may be reported directly to electronicdocumentation systems where data collection is automatic. Such data can then be used fordetermining fault trends and equipment performance and reliability.3.2 Narrative fault reportingWhen a fault on a piece of equipment warrants further investigation, a narrative fault report israised using the MOD Form 760 series of forms. The procedure for raising and processing aMOD F760 is at Chapter 7.5.1.3.3 Serious faultsWhen a fault is discovered which is considered to be serious, it is to be reported directly, bysignal, to the aircraft and/or equipment Integrated Project Team (IPT). Examples that wouldwarrant serious fault reporting are those faults that:1 Adversely affect the airworthiness of the aircraft or equipment.2 Endanger personnel or equipment.3 Significantly reduce the operational effectiveness or availability of the equipment.4 Put at risk the security of airborne communication equipment.The procedure for raising a Serious Fault Signal is at Chapter 7.5.2.3.4 Air and ground occurrence reportsAir and ground occurrences may involve technical faults. Engineering aspects of air andground occurrence reporting are detailed in Chapter 7.5.3.3.5 Aviation material received on transfer in an unsatisfactory conditionSpecific instructions exist for reporting aviation material received in an unsatisfactorycondition. This includes items received with faults that could have been reasonably identifiedby the dispatching Stn/Ship/Unit. The procedure for reporting such instances is at Chapter15.1.1.3.6 Faults with Air Publications and forms in the MOD Form 700 seriesFaults and unsatisfactory features of air publications and forms in the MOD Form 700 seriesare reported in accordance with the procedures given in Chapter 8.2.3.7 Faulty packagingFaulty packaging, including RN air stores, is to be reported in accordance with the proceduresgiven in JSP 886 Vol 3 Pt 5.Chapter 7.5Page 2 of 4UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 20Jul 09

UNCONTROLLED COPY WHEN PRINTED JAP 100A-014 Equipment with specific fault reporting proceduresCertain items of equipment have specific fault reporting procedures that are either individualto their needs or are existing methods of reporting, supplemented or modified by otherprocedures. Table 1 lists those equipments that fall into this category.Table 1. Equipment with Specific or Modified Reporting Procedures.EquipmentFault Report or Order/InstructionAero-engines and aero-engine modules. AP 100E-02AP 100K-01 Leaflet 0605AP 100N-0138 Section 3Fault reporting procedures for torpedoes and associated Paragraph 4.1 belowequipment.JSP 482C17A – Aircraft and Systems. AP101B-6900-2(R)1 Lft 1502Common Range Electrical Test Equipment, universal slings, RN Form S2022Ground Support Equipment, etc, with naval reference numbersand BRs.Defence General Munitions IPT– managed munitions and AP 100B-01 Order 2.1.7pyrotechnics.JSP 482Discrepancy reports (deficiencies on new receipts). JSP 886 Vol 4 Pt 329Equipment having a high security grading and for which the IPT Published procedurehas promulgated a special fault reporting system procedure.LITS system hardware and software. AP 300A-01 Sect 2 Order 031Modular support storage and transportation system. Chapter 6.7Parachutes and associated equipment primarily used by Equipment Topic 2(A/R)1)airborne forces.Rationalized light weapons.AP 101K-0001-2(R)1 Lft 1 Annex AArmy Form G8267A/BJSP 482Sea Skua missile.RN Form S2022GWJSP 482Test and measuring equipment. JSP 886 Vol 5 Pt 1JSP 482Tornado aircraft and systems. TESP Nos 1 & 9Type VAP 60 weapon loader.Typhoon aircraft and systems. (Note: All systems andequipment fitted to Typhoon and managed by commodity orother platform IPTs are to continue to be reported in accordancewith this chapter’s requirements.)AP 110H-0004-2(N/A/R/)1EFESP No.2.24.1 Fault reporting for air-launched torpedoes and associated equipmentThe procedure for reporting faults on Sting Ray air-launched torpedoes and associatedequipment is used by RN Air Stations, RAF units and Surface Ships,and differs from thatused for other airborne equipment. Torpedo-associated equipment is described as thefollowing items used for, or in conjunction with, the Sting Ray torpedo:1 Flight-in-air material (FIAM), eg torpedo parachutes, arming wires, cable harnesspull-outs, suspension band type H, improved release unit adaptor and type B nosecaps.2 Special-to-type equipment fitted to an aircraft and directly associated with the torpedo.3 Special-to-type ground support and ground handling equipment, including special-to-typetest equipment, tools and gauges.4.1.2 Occasions warranting the submission of a fault reportNarrative Fault Reports and Serious Fault Signals (SFSs) are to be submitted on theoccasions detailed, respectively, in Chapter 7.5.1 and Chapter 7.5.2. In addition, a narrativefault report is to be raised whenever:RN, Army, RAFAL 20Jul 09UNCONTROLLED COPY WHEN PRINTED Chapter 7.5Page 3 of 4

JAP 100A-01UNCONTROLLED COPY WHEN PRINTED1 A fault is discovered in a torpedo or its associated equipment, unless reporting of thefault concerned has been stopped by an instruction issued by the Torpedo IPT.2 A torpedo fails a maintenance test.4.1.3 Narrative fault reporting procedureWhen a piece of equipment warrants further investigation, a narrative fault report is to beraised using either the MOD Form 760 or RN Form S2022 (Report of Shortcoming in Material,Design, Support or Documentation), dependent upon where the fault is discovered. Table 2details which form is to be used.Table 2. Faulty Equipment - FormFaulty EquipmentFault found: RN Air Stationor RAF unitFault found: Embarked -Surface ShipSting Ray Torpedo MOD F760 S2022FIAM MOD F760 MOD F760Special-to-type equipment MOD F760MOD F760fitted to aircraftSpecial-to-type ground supportand handling equipmentMOD F760S20224.1.4 MOD Form 760 procedureThe standard MOD F760 procedures described in Chapter 7.5.1 are to be used to reportfaults as detailed in Table 2. MOD F760s are to be sent to the Torpedo IPT.4.1.5 RN Form S2022 procedureThe RN Form S2022 is to be completed by ship’s staff utilizing on-board procedures andBR 1313 Chap 5.4.1.6 Documentation and disposal of faulty equipment4.1.6.1 Equipment reported on MOD Form 760The documentation and disposal of equipment reported faulty on MOD F760 is stated inChapter 7.5.1.4.1.6.2 Equipment reported on RN Form S2022The following forms are to be attached to equipment reported faulty on RN Form S2022:1 Mod Form 731, marked in capital letters, in red, ‘SUBJECT TO FAULT REPORT RNFORM S2022 REFERENCE [insert reference number].2 3 The torpedo log book.Faulty equipment is to be quarantined pending receipt of disposal instructions.5 ReferencesThis chapter refers to the following instructions:1 JSP 886 Vol 3 Part 5 – Packaging for the Handling, Storage and Transportation ofMateriel.2 Publications and instructions identified in Table 1.3 BR 1313 – Maintenance Management in ShipsChapter 7.5Page 4 of 4UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 20Jul 09

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.6.1Scanning and Electronic Storage of Military Aviation EngineeringDocumentationTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Applicability .......................................................................................................................11.3 Associated publications.....................................................................................................12 Policy on scanning Military Aviation Engineering Documentation (MAED) 23 Scanning of MAED ............................................................................................ 23.1 Legality of scanned documentation ..................................................................................23.2 Criteria before destruction of original................................................................................23.3 Minimum requirements for scanning.................................................................................23.4 Minimum requirements for verification..............................................................................23.5 Minimum requirements for Digital Storage Media (DSM) .................................................24 Destruction of original documents.................................................................. 35 Responsibilities................................................................................................. 36 References ......................................................................................................... 31 General1.1 IntroductionThe policy for the retention of Military Aviation Engineering Documentation (MAED) is detailedin Chap 7.6 and, in the case of hard copy, this creates a document storage commitment. Alarge proportion comprises Category B documents, eg MOD Form 707 series, retained until 6months after completion of the next Depth maintenance or equivalent SBM/Major. Hence thedocument storage commitment can become significant and problematical.To alleviate this storage problem, this chapter defines a policy for scanning and electronicallystoring hard copy MAED such that the original documents may safely be destroyed. For thepurposes of this chapter, electronic storage can be carried out using any of the Digital StorageMedia (DSM) defined in JSP 441 Chap 5 Annex A.1.2 ApplicabilityThis chapter applies only to the MAED forms listed in JAP 100A-02 Chapter 1. The chapter’spolicies are not to be applied to other documents and, in particular, those that comprise theAircraft Document Set (ADS); see JSP 553 Chap 2.There is no requirement for a Ship/Stn/Unit to implement this policy if scanning and electronicstorage resources are not available and/or there are adequate storage facilities for hard copy.1.3 Associated publicationsThis chapter is associated with the following publications:1 The Civil Evidence Act 1995.2 The Police & Criminal Evidence Act 1985.3 British Standards Institute Publication BIP 0008-1:2004 – Code of Practice for LegalAdmissibility and Evidential Weight of Information Stored Electronically.RN, Army, RAFAL 19Dec 08UNCONTROLLED COPY WHEN PRINTED Chapter 7.6.1Page 1 of 3

JAP100A-01UNCONTROLLED COPY WHEN PRINTED2 Policy on scanning Military Aviation EngineeringDocumentation (MAED)Completed MAED may be scanned and stored electronically, providing a legible facsimile ofthe original, which may then be destroyed. Processes are to be put in place to ensure andcertify that each scanned page is a legible facsimile before originals are destroyed.3 Scanning of MAED3.1 Legality of scanned documentationProvided that a verifiable audit trail is maintained from the original document, the Directorateof Legal Services (DLS) confirms that a legible electronic copy, referred to as a facsimile, isan acceptable record for all MoD purposes.3.2 Criteria before destruction of originalBefore an original document can be destroyed, a certificate to the effect that the electronicfacsimile is legible and has captured the entire document or page is to be produced. Tosatisfy the legal requirement, this must be carried out for a document in its entirety, ie everypage is to be checked and verified. A percentage check of pages within a batch is notacceptable. However, a single certificate for a batch check is acceptable. Particular attentionis to be taken to ensure that signatures on maintenance documentation are captured.3.3 Minimum requirements for scanningGuidelines for scanning are contained in British Standard PD 0016:2001. For documentsscanned under authority of this chapter, the following minimum requirements are to be met:1 The scan resolution is to be a minimum of 200 dots per inch.2 The image is to be captured in “Greyscale”.3.4 Minimum requirements for verification3.4.1 Documentation ListIn addition to any control of document movements between operating units and a recordsoffice, a list of documents to be scanned is to be prepared on MOD Format 740(SDC) for usein the Completeness & Quality check detailed below.3.4.2 Completeness & Quality check and certificationUsing the prepared list on MOD Format 740(SDC), the certificate that each and every page ofa document has been scanned, is legible and has been reproduced in its entirety on the finalstorage media, is to be completed. When completed, the MOD Format 740(SDC) is to bekept at the documentation retention location specified at Chapter 7.6. Separate forms are tobe created where the final storage media has been duplicated. A person eligible to hold Cannotated authorizations is to certify the Completeness & Quality Check.3.5 Minimum requirements for Digital Storage Media (DSM)3.5.1 Retention periodDocuments stored on DSM are to be retained for the periods specified in Chapter 7.6.3.5.2 DSM safeguardsTo avoid DSM degrading or being compromised:1 Documents stored on DSM must allow reproduction of the original document(s) for theentire period of retention, ie the media must not become unreadable due to degradationover time or due to advances in Information Technology (IT). DSM should be regularlychecked, in accordance with JSP 441 Chap 5 Annex A, for physical degradation andreplaced as required to ensure that information remains available. If data is transferredto new or replacement DSM, the quality of data on the new media is to be assuredbefore the old media is destroyed. Transfer of data to new media is to be recorded onMOD Format 740(SDC).Chapter 7.6.1Page 2 of 3UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 19Dec 08

UNCONTROLLED COPY WHEN PRINTEDJAP100A-012 Data held on any DSM is to be read-only.3.5.3 Archive of DSMIn addition to the requirements of JSP 441 and those quoted above, consideration should begiven to duplicating and storing DSM in separate locations.4 Destruction of original documentsAuthorization to destroy original documents is only to be given after completion of theCompleteness & Quality certificate on MOD Format 740(SDC). The authorization to destroyis to be certified on MOD Format 740(SDC) and the completed form is to be kept at thedocumentation retention location specified at Chapter 7.6. Separate forms are to be createdand retained where the DSM has been duplicated for storage in a separate location.5 ResponsibilitiesAn authority level J is responsible for authorizing the destruction of documents scanned inaccordance with this chapter.A person eligible to hold level C authorizations is to complete the Completeness & Qualitycertificate.6 ReferencesThis chapter refers to the following publications:1 British Standard PD 0016:2001 – Document Scanning. Guide to Business Documents.2 JSP 441 – Defence Records Management Manual3 JSP 553 – Military Airworthiness Regulations4 JAP 100A-02 – Military Aviation Engineering Documentation Procedures.RN, Army, RAFAL 19Dec 08UNCONTROLLED COPY WHEN PRINTEDEnd of Data ModuleChapter 7.6.1Page 3 of 3

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01Chapter 7.6Retention of Military Aviation Engineering DocumentationTable of contentsParagraphPage1 General ............................................................................................................... 11.1 Introduction .......................................................................................................................11.2 Applicability .......................................................................................................................22 Policy on Military Aviation Engineering Documentation (MAED) retentioncategories .......................................................................................................... 23 Promulgation of categorization and retention period.................................... 24 MAED categories............................................................................................... 24.1 Category A ........................................................................................................................24.2 Category B ........................................................................................................................24.3 Category C ........................................................................................................................34.4 Category D ........................................................................................................................34.5 Category E ........................................................................................................................34.6 Category I..........................................................................................................................34.7 Category M........................................................................................................................35 Retention periods.............................................................................................. 36 Specific criteria for electronic data retained on logistic informationsystems (LIS) ..................................................................................................... 46.1 Retention of data...............................................................................................................46.2 Data blocks .......................................................................................................................46.3 Data held discrete from the main storage area.................................................................56.4 Data disposal ....................................................................................................................57 Aircraft written off charge ................................................................................ 58 Aircraft consigned to Ground Instruction or to a Museum ........................... 59 Transfer of aircraft and equipment to civilian register or foreigngovernment........................................................................................................ 510 References ......................................................................................................... 5List of tablesTable 1. Minimum Retention Period for MAED.............................................................................31 General1.1 IntroductionTo maintain an audit trail for maintenance activities it is necessary to retain certain records.The period for which these records are to be retained is dependent on the category of thedocument. Military Aviation Engineering Documentation (MAED) is categorized according tothe relevance of the information to the continuing airworthiness of the aircraft to which itrelates: it also provides an aid to engineering investigations. Additionally, with theintroduction of electronic work recording and/or asset management, a large amount of theinformation recorded previously on MAED is now entered directly into the relevant logisticinformation system (LIS). Therefore, in this chapter, any reference to forms or documentsincludes their electronic equivalents that are entered directly into, and subsequently stored by,an LIS.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.6Page 1 of 5

JAP 100A-01UNCONTROLLED COPY WHEN PRINTEDJSP 553 Appendix 2 Annex J describes that part of the aircraft Release to Service documentthat lists the documentation and data that must be retained by PTs as part of an auditableand traceable Airworthiness and Safety Case management system. In the context ofretention categories as described in this chapter, all PT documentation that relates toairworthiness or the Safety Case, eg Service Modification forms and Special Instructions(Technical), is to be classed as Category A documentation.This chapter defines the retention categories applicable to MAED and the equivalentelectronic data entered directly into, and subsequently stored by, an LIS. It also defines howthe categories are selected and provides the generic retention/disposal instructions for theform/data. Chapter 7.6.1 details the policy for scanning and electronically storing hard copyMAED such that the original documents will be able to be safely destroyed.1.2 ApplicabilityThis policy is applicable both to paper and electronic aircraft documentation.This chapter applies to MOD Forms/Formats that are within the scope of JAP 100A-02Chapter 1. The chapter’s policies are not to be applied to forms and publications not listed inJAP 100A-02 Chapter 1: in particular, those that comprise the Aircraft Document Set (ADS);see JSP 553 Chap 2. Publication sponsors will separately define the retention policy forforms/formats that are outside the scope of JAP 100A-02 Chapter 1.2 Policy on Military Aviation Engineering Documentation(MAED) retention categoriesAll MAED is to be categorized by its sponsor according to the relevance of its content to eitherthe maintenance of airworthiness or support of airworthiness investigations. Completeddocumentation should be retained only if the information it contains continues to be relevant toeither the maintenance of airworthiness or support of airworthiness investigations. The periodis to be determined by the form’s sponsor in consultation with the Military Air EnvironmentEngineering Documentation Committee (MAEEDC) and, if appropriate, the relevant PT.Electronic work orders and records are to be retained for the same period as the MOD Formequivalent.3 Promulgation of categorization and retention periodMAED is to be categorized into one of the seven categories detailed in paragraph 4.Sponsors of forms are to identify the appropriate category and retention period of the formand, together with any specific-to-document disposal and/or retention instructions, ensure thatthis information is detailed on the appropriate Instructions for Use, under the title ‘Retentionand Disposal Instructions’. If no instructions are issued, Table 1 details the minimum retentionperiods for each documentation category, together with the location at which the documentsare to be retained.4 MAED categories4.1 Category ACategory A documents contain information that is required to maintain an audit trail of keyevents that could affect the airworthiness of the aircraft through its life. The documents are tobe retained for the life of the individual aircraft or equipment in MOD service, plus 5 years,unless additional arrangements are made. An example of this document category is theAirframe Record Card (MOD F744), which contains details, amongst other data, of all aircrafttransfers.4.2 Category BCategory B documents contain airworthiness information that is to be retained to maintainan audit trail of key events for the period that the documented work could affect theairworthiness of the aircraft or inform airworthiness investigations. The documentation is to beChapter 7.6Page 2 of 5UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-01retained until the work it records has been invalidated by documented work carried outsubsequently. This may be managed by linking retention to a Scheduled Base Maintenance(SBM), Major or equivalent Depth Maintenance if the work carried out at SBM, Major or Depthinvalidates previous work. An example of this document category would be MaintenanceWork Orders containing details of work carried out since the last SBM, Major or DepthMaintenance was commenced.Where a platform’s Depth Maintenance does not invalidate previous work (or cannot beconfirmed to invalidate previous work) Team Leaders are to specify, in their platform’s Topic2(N/A/R)1, the retention requirements peculiar to their platform’s circumstance.4.3 Category CCategory C documents contain airworthiness information that is to be retained until it can nolonger affect the aircraft. Such information is only required to maintain an audit trail of eventsthat could affect, or have affected, the airworthiness of the aircraft until a further check of thesame system is carried out. An example of this document category is the Helicopter GroundRunning Flight Servicing Certificate (MOD F705B(H)).4.4 Category DCategory D documents contain airworthiness information that, once replaced, transferred orcleared, is no longer of any airworthiness value. Such documents, providing all informationhas been replaced, transferred or cleared, may be disposed of. An example of this documentcategory is an Acceptable Deferred Faults Log (MOD F704), which, once all entries arecleared or transferred to another page, is of no airworthiness value and may be discarded.4.5 Category ECategory E documents do not contain airworthiness information required to maintain an audittrail, but may contain information required for later reference. These documents may beretained at the discretion of the authority level K of the parent Stn/Ship/Unit.4.6 Category ICategory I documents contain specific retention and disposal instruction detailed on theappropriate Instructions for Use.4.7 Category MCategory M (Miscellaneous) documents do not neatly fall within the above categories.Additional information/disposal instructions are contained within the comments field of JAP100A-02 Chapter 1 for the associated form.5 Retention periodsMinimum document retention period categories are listed in JAP 100A-02 Chapter 1 for theassociated form. Completed forms are to be treated as unclassified unless the publicationsponsor has specified a higher grading.Table 1 details the minimum retention periods for each documentation category, together withthe location at which the documents are to be retained. However, when necessary, longerperiods of retention and specific retention locations may be determined by the documentsponsor and promulgated on the appropriate Instructions for Use.Table 1. Minimum Retention Period for MAED.Category Minimum Retention Period Retention Location Example FormA Retain for the life of the individual aircraft orequipment in MOD service, plus 5 years unlessadditional arrangements are made. (Note 1)Service-dependent(Note 2)Airframe Record Card(MOD F744)BRetain until completion of the next SBM/Majoror invalidated by subsequent work. (Note 3)Service-dependent(Note 2)Aircraft MaintenanceLog (MOD F707A)RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTED Chapter 7.6Page 3 of 5

JAP 100A-01UNCONTROLLED COPY WHEN PRINTEDCategory Minimum Retention Period Retention Location Example FormC May be disposed of when the informationcontained no longer has any bearing on theairworthiness of the aircraft. They are to beretained for a minimum of 28 days, or as specifiedon the relevant Instructions for Use.Flt/Sqn(Note 4)Helicopter GroundRunning FlightServicing Certificate(MOD F705B(H))DMay be disposed of when the informationcontained is replaced, transferred or cleared andis therefore no longer of any airworthiness value.Flt/SqnE Retain at the discretion of the authority level K. Service-dependent(Note 2)I Retain as per specific retention and disposalDetailed oninstructions detailed on the appropriate Instruction appropriatefor Use.Instructions for UseMRetain as per additional information/disposalinstructions contained within the comments field ofJAP 100A-02 Chapter 1 pending inclusion of thisinformation in the associated Instructions for Use.Notes:1 When an aircraft is disposed of, refer to JSP 886.Service-dependent(Note 2)Limitations Log(MOD F703)JARTS Task Folder(MOD F767L)RTC AdjustmentRecord Card(MOD F701A(VC10))Fuel Leak LocationChart (MOD F704C(Dominie))2 Non-Off Aircraft: retain at user section unless specified in local orders. On Aircraft:Service-specific arrangements:2.1 RN – Retained by the raising unit for a minimum of six months. With agreement ofthe AEO of the parent air station, documents may be stored at the parent airstation for the remainder of their retention period.2.2 Army – Category A retained by the relevant Depth support organization. All othercategories remain with the aircraft.2.3 RAF – Retained by Stn Engineering Records department.3 PTs are to define retention where a Depth Maintenance may not invalidate previouswork. FLCs are to define in mid-level aviation engineering policy the high-frequencyactivities recorded on a Maintenance Work Order (MWO), where the minimum retentionperiod may be relaxed to 28 days, ie blade folding, tool control, ejection seat pins, etc.The minimum retention period for MOD F707MC, F707MP and F707MS is untilcompletion of the next like maintenance activity that includes the same work content,plus 28 days.4 A fully completed Flight Servicing Certificate (MOD F705(XXX)) series form may bediscarded before the 28-day period stated within Table 1 for a Cat C Form, once theAF/TFS information has been replaced by the details of the next like servicing on asubsequent Flight Servicing Certificate.6 Specific criteria for electronic data retained on logisticinformation systems (LIS)6.1 Retention of dataThe period of retention for data on an LIS’s main storage area is at the discretion of theplatform PT, but is to meet the minimum defined in this chapter.Note:Chapter 7.3.2 details criteria for archiving data somewhere other than on the main storagearea.6.2 Data blocksData within an LIS may be stored in blocks containing a mixture of categorizations. Wherethis is the case, data is to be retained according to the most restrictive applicable category.Chapter 7.6Page 4 of 5UNCONTROLLED COPY WHEN PRINTEDRN, Army, RAFAL 22Jul 10

UNCONTROLLED COPY WHEN PRINTED JAP 100A-016.3 Data held discrete from the main storage areaData held on stand-alone processing units (ie laptop computers) discrete from the mainstorage area is to be regarded as secondary to that held on the main storage area and neednot be retained once the main storage area has been updated. PTs are to provideinstructions in the platform Topic 2(N/A/R)1 to control transfer of data between stand-aloneunits and the main storage area.6.4 Data disposalData disposal is to be carried out using a structured and controlled process to maintain anauditable record for the life of the system. For a Main Operating Base with more than onestorage/processing unit, the disposal is to be carried out centrally to maintain a consistentstandard of data information across the units. PTs are to ensure that all stakeholders areconsulted before permanent disposal of data is carried out.7 Aircraft written off chargeWhen an aircraft is written off, the applicable platform PT is responsible for authorizingthe disposal of maintenance documentation peculiar to the aircraft serial number. Where thiswrite-off action follows an aircraft accident, to safeguard the MOD's interests in claims forcompensation in the case of a fatality or injury, or to maintain the MOD’s overall reputation,maintenance documentation may need to be retained for a period not normally exceeding 5years from write-off. The actual period will be a matter for the FLC to judge, based on thelegal circumstances and media interest in the accident. The PT is to consult with the FLCbefore disposing of any documentation.8 Aircraft consigned to Ground Instruction or to a MuseumWhen an aircraft is re-categorized for Ground Instruction or is consigned to a museum, themaintenance documentation is to be transferred as detailed in Chapter 7.2.1. The receivingunit/museum may then dispose of the documentation if required after a minimum of 2 years.9 Transfer of aircraft and equipment to civilian register orforeign governmentWhen aircraft are sold and are to continue to fly on the civilian register or with a foreigngovernment, the current MOD Form 700 as detailed in Chapter 7.2.1 is to be transferred intotal, with the exception of any classified documentation where further guidance should beobtained from JSP 440.10 ReferencesThis chapter refers to the following publications:1 JAP 100A-02 – Military Aviation Engineering Documentation Procedures.2 JSP 440 - The Defence Manual of Security3 JSP 553 - Military Airworthiness Regulations4 JSP 886 - The Defence Logistics Support Chain Manual5 Topic 2(N/A/R)1 – General Orders and Special Instructions.RN, Army, RAFAL 22Jul 10UNCONTROLLED COPY WHEN PRINTEDEnd of Data ModuleChapter 7.6Page 5 of 5