Status codes indicate the classification of the employment or condition of an aircraft. These codes are used to indicate the administrative and/or material status of aircraft at any point in their service life. Codes are used to indicate the status of the aircraft. Generally, an aircraft status code will indicate that an aircraft is either IN, AWAITING, or EN ROUTE TO one of the basic processes, which include operating, SDLM, special rework, bailment, reserve/retention, retirement and strike, and on loan. Each of these basic processes is further broken down into associated subdivisions. For example, the primary uses of aircraft in the operating process are combat, combat support, and student pilot training.

The status code is a three-character code. Its structure "is determined by the function it is designed to perform. The first character is a letter (except for stricken aircraft, then it is a number) and indicates the basic status. For example, an aircraft in the process of SDLM is indicated by the D series. CNO and controlling custodians require additional detail regarding the situation of aircraft; therefore, most status codes contain one or two more characters for the purpose of providing this detail. These additional characters of the status code are dictated by such factors as material condition and/or deficiencies, specific purpose of assignment, specific rework process, preservation applied, and physical/reporting custody.

The status codes most often used by the AZ are those pertaining to the three basic processes- operating (A series), SDLM (D series), and special rework (G series). The following chart lists these three basic processes with their conditions (IN, AWAITING, and EN ROUTE TO). This alphabetical sequence serves as an aid in recalling the basic status.

The PED reflects the current projected period end date of the aircraft. The EXT block is used for recording an extension to the present aircraft service period. Extensions are granted in increments of 3 months each and do not change the PED previously established for that aircraft. Upon expiration of an extension, reporting custodians must either induct the aircraft into SDLM or request another extension.

NOTE: Aircraft that are eligible for the Aircraft Service Period Adjustment (ASPA) program, which screens aircraft for SDLM induction based on material condition, must be inspected by a depot team within the 6 months prior to the PED. The results will be either a recommendation that the aircraft be inducted into SDLM prior to PED plus 90 days, or that the aircraft PED be adjusted 12 months (or equivalent flight hours) beyond the current PED. Aircraft failing ASPA and not inducted into SDLM prior to PED are received at a NAVAVNDEPOT and grounded.

The reason or authority for submission of the OPNAV XRAY report is entered in the REASON OR AUTHORITY space located adjacent to the STATUS CODE boxes. This is usually the date-time group (DTG) of a message or the number of an aircraft transfer order directing the reportable action.

The remaining spaces on the front side of the "A" card are used to record monthly flight data. The most available source of flight information will vary with the reporting custodian's situation. For units supported by a data services facility (DSF), the data is available in tabulated form while the aircraft logbook provides the information for units not supported by a DSF. In either case, the information on the "A" card and in the aircraft logbook should agree.

Upon receipt of an aircraft, the flying hours IN PERIOD and IN LIFE blocks should be filled in. The monthly flight data should be recorded to the nearest tenth of an hour so as to agree with information recorded on the monthly flight summary form maintained in the aircraft logbook. This data is added to the hours listed in the previous IN PERIOD and IN LIFE spaces to provide a cumulative total of aircraft flight data. The MO (month) and YR (year) spaces are completed to show when the indicated hours were flown.

The reverse side of the "A" card is used to record the monthly flight activity data and is maintained like the monthly flight summary section of the aircraft logbook.

OPNAV XRAY REPORT

In order for the Chief of Naval Operations, the Naval Air Systems Command, and controlling