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HAZARDOUS MATERIAL REPORT

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Changes or corrections to the Naval Air Training and Operating Procedures Standardization (NATOPS) manuals or tactical manuals are reported by using procedures found in OPNAVINST 3710.7 and NAVAIRINST 3710.10 using OPNAV 3710/6. Deficiencies resulting from incorrect preservation, packaging, marking and/or handling (when reported by supply activities) or deficiencies in shipment that are the result of overage, shortage, expired shelf life, or misidentified material are reported according to instructions found in NAVSUPINST 4440.179. Locally procured material found to be deficient by the procuring activity is reported according to instructions contained in NAVSUPINST 4440.189. Deficiencies in letter-type instructions and notices are reported by letter to the sponsor. Discrepancies in OPNAVINST 4790.2 are reported by naval letter to Naval Aviation Maintenance Office (NAMO) (Code 46), via the chain of command. Incorrect source, maintenance, and recover- ability (SM&R) codes are reported according to NAVAIRINST 4423.11. Recommendations for improvements in procedures that do not result from incorrect information contained in publications are reported by letter to Naval Air Technical Services Facility (NAVAIRTECH- SERVFAC). Explosive incidents, dangerous defects, and malfunctions or failures involving explosive systems, launch devices, and armament weapons support equipment are reported under OPNAVINST 8600.2 as an Explosive Mishap Report (EMR) or a Conventional Ordnance Deficiency Report (CODR). These reports still fall under the NAMDRP for accounting and monitoring purposes. A brief description of each of the programs of the NAMDRP is contained in the following paragraphs. HAZARDOUS MATERIAL REPORT.—This report provides a standard method for reporting material deficiencies that, if not corrected, could result in death or injury to personnel, or damage to or loss of aircraft, equipment, or facilities. Report such incidents regardless of how or when the discrepant condition was detected. Submit an HMR priority precedence message within 24 hours of discovery under one or more of the following conditions: Malfunction or failure of a component that, if not corrected, could result in death or injury to personnel, or damage to or loss of aircraft, equipment, or facilities. In case of a naval aircraft mishap, as defined in OPNAVINST 3750.6, submit required reports according to that instruction. The submission of reports required by OPNAVINST 3750.6 does not eliminate any of the requirements for submission of reports required by the NAMP. A configuration deficiency discovered in aeronautical equipment (aircraft, SE, components, etc.) that constitutes a safety hazard. An urgent action or assistance required and a corrective action completed at an early date because of an operational requirement. A system malfunction or failure may occur because of a part design, which might allow the part to be installed improperly. A potential or experienced in-flight or on-the-ground loss of aircraft parts in which maintenance or material factors are involved. Use the term things falling off aircraft (TFOA) when referring to such incidents. TFOA includes incidents generally categorized in other areas, such as a foreign object damaged engine, which sheds parts, or a helicopter rotor blade pocket failure. ENGINEERING INVESTIGATION.—EIs apply to all aircraft and weapons systems, their subsystems, equipment, components, related SE, special tools, fluids, and materials used in operating the equipment. The three types of EIs are (1) disassembly and inspection, (2) material analysis, and (3) engineering assistance. Submit EI requests under one or more of the following conditions: Safety is involved. This includes EI requests prepared in conjunction with aircraft mishaps, and HMRs when it is evident that an unsafe condition exists. Additional technical or engineering information is required to complete an aircraft mishap investigation. Aircraft readiness is seriously impaired due to poor material reliability (including SE). A component is rejected through the Joint Oil Analysis Program (JOAP) after authorized repairs are attempted and exhausted at the O and I levels of maintenance. 6-17



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