 and has some of the Navy's finest officers. But I suppose the last junior officer I'd want to part with would be Lieutenant Will Brown. He's one of a new breed, the aeronautical maintenance duty officer, the AMDO. As soon as they get done with that section, they'll get the strut on, the brakes, the wheels, and get the air fat off the jacks. Get it down so we can get the stabilizer on and go through there. And we got, you see we got one engine. Yeah, we need one more. Brackets right here. Have we got enough screws for them? Do they think it's special bolts? No, it's a regular standard 1032. OK, any problems in the BLC here, bracket there? Right, due to our engine voice, all the time. High performance jets are wonderful machines. But they've grown so complex, along with their electronics and weapons, that it takes a real expert just to coordinate the repair and maintenance effort. I count myself lucky to have a young man like Will Brown in my squadron. Our record of flying hours is his record of careful, hard work. Aeronautical maintenance duty officers receive a basic course at Memphis, which prepares them for their first assignment. The emphasis is on practical subject matter that can be put right to work. There are other forces that work or impose a load on these propeller blades, one of them being aerodynamic twisting moment. We have a flat surface on the bottom and a cambered surface on the top of the airfoil. Because it is a airfoil design, it attempts to take an increase in bite or an increase in angle. This angle is our lift, which produces your power. You have your power turbine section, which is from here aft, which extracts the power and provides power to your main transmission in your helicopter. It's a very light engine, weighs approximately 294 pounds, which is good for helicopters. Simulated maintenance control problems, using a fast clock, put the pressure on the students. AMDO is a pressure job. Mayness, be advised, your event six is on the deck, 1,600. You ready to copy? All right, both aircraft had one field, 404 had a reference of 8, which is hydraulically in the flap area, 410 had a reference of 42, which is an aileron flood or dabbler leak. After Memphis comes Athens, Georgia, supply corps school. No specialty in the Navy works closer with supply than AMDO, included as learning to work with computers. Computers have entered just about every facet of supply and aviation maintenance. Making sure that an operator won't inadvertently ride over some data you want to save. And the method that we use for that is a physical device, which is known as the ride-enable ring. Go ahead and mount this tape on tape cabinet number three. And the main thing is to make sure, as you start out, that you do get that tape flush with this hub in the back, pushing all the way back against the tape cabinet. Most career officers receive graduate school, either some major university, or the Navy's own fine postgraduate school, Monterey, where I did PG work. AMDO could, for example, study noise suppression. This could lead to staff duty helping solve noise pollution problems. Just one of many interesting future assignments. To answer your question, the primary impact in this area is the FCLP pattern. When you have a full pattern, five aircraft ends up with an interval of about 30 seconds going around the pattern. This chart now shows the areas where you receive complaints, either by telephone or by letters, petitions, and a group of letters in this area. If you'll notice in sound zones two, the greatest predominance of the complaints. Even in areas outside of zone one in Miramesa, we've had several complaints. We've had justification for establishing the zones recorded by actual complaints from citizens. But the place where the AMDO really performs is at sea on a carrier. It's a demanding job, from the solitude of paperwork to dueling with the ship's chief petty officers, who, incidentally, are master duelers. The AMDO has to be able to handle pressure. Chief, to support about $600 a month in the F4J, we've been using an average of about two UHFs a day, a TACN, three radar altimeters, and an IFF. How are you fixed up to keep this our support up? No problem on the TACN and radar altimeters. However, I think you've got some antenna problems in your birds. We're getting a high A799 rate with the radios coming in. On the radios, OK. I'll take care of that. Chief, to support us with AOLon Fax, Brother Fax, Servos, MagnaFlex, a couple of struts, and Stabilator support, how are you fixed? Outstanding on your outside support, the only problem we have is your men are removing accessories and parts from the components before they send them into the AIMD. Consequently, it doubles our waiting parts time. OK, we'll take care of that. I'll look into some. Hey, Chief, you've got 24% of my people, TAD to you. And we're set OK on avionics and airframes people, but I could light some of my cues back. Forties, too, if you can afford it. Sure, we can give you some of them back as soon as we get this new avionics bench put together and set in, all that you have, a couple of them back. But the onus people, since you didn't bring it up in the first place, I don't think we can let you have them. Yeah, OK. I'd also like my radars. So this is the wheel you're going to BCM. Yes, sir. What are you finding with it? Well, we had a curtain, and we found a crack. And this is the third one, we found like this. Just on this side right here, or both flanges? Both flanges. Both flanges? Yes, sir. Our miniature module component repair can replace these with no problem whatsoever. Have we got corrosion problems on these boards here? Yes, sir. We have a problem right in this area. However, it can be cleaned off right away, as long as we catch it in time, and then we just put a covering over the module so it doesn't. What did you find them on, actually, there, Chief? Well, sir, the contamination patch test is definitely beyond that is true, except dual standards. As you can see, in comparison tests, it's way above a five level. I guess you want me to dial my airplane, huh? Yes, sir. I would recommend that we don't fly the aircraft until we do know for sure that we have got a good bird. Andler, my 101 just went down for a fuel leak, and you have to burn a fuel pump. I'm going to need to change that, and I'm going to need it for a high-powered turn afterwards. I won't be able to make this launch with this bird. What else have you got available? Well, the only other radar I got is 112. Boom, back way down there. Hang on, boy. Yes, Chief. All right, all right. OK, here's the problem right here. We've got two awaiting maintenance to await you. We've got one in worm on the board, and we've got three AWP here, and the problem here is we just don't have anybody else to put on them. If I gave you another man, would that help you get some of these and the waiting maintenance all on the bench? We could take another and put another one on the board. The computer shows three ARC-50 ones available in a rollable pool. I only see a couple of them here. Do you know where the rest of them are? They're in the AIMD shack being repaired. They should be back shortly. OK, I need three of them tonight. Can you help me? Definitely. They'll be back tonight. I told you, Chief, I wanted this bird for a high-powered turn. Now, what the hell is it doing back there in the corner still? How about doing something for me? Look, weapons came down here and told us that they had to have that hatch open back here in order to get the ordinance after the flight. To get it open, I had to shove your plane back into the corner. I've got three and a half hours to do this. Can you have it up topside in half an hour? It looks like I can probably have it up there in a half an hour. OK. If that bird isn't topside in 30 minutes, we'll be down here again. Some of the Navy's finest officers. But the last one I'd partner with would be Will Brown, my AMDO.