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AETE1-E3

Avionics Electrical Technician

E-1 to E-3 (Junior Enlisted) · Coast Guard

E1–E3E-4E-5E-6E-7E8–E9
HEADS UP

You are not yet an AET — you are an Aviation Airman (AA) striking for the rating, living at an air station while the ATTC Mobile class date you need is somewhere on the distribution list. The pipeline is real: ~52 weeks at the Aviation Technical Training Center (ATTC) at Mobile, AL. Until you get there, your job is exactly one thing: be the airman the shop AET2 trusts to close a tool count without supervision. The rating remembers who earned it.

The Honest MOS Read
The AET non-rate experience is one of the most front-loaded learning environments in the Coast Guard enlisted force. You came out of TRACEN Cape May, received your Aviation Airman (AA) designation when you arrived at the air station, and you are now living inside a working aviation maintenance organization that does not have time to hold your hand — but it does have time to form an opinion about you. That opinion will be on your EER before you ever see a class date at Mobile. The Coast Guard operates roughly 25 air stations across the continental U.S., Alaska, Hawaii, and Puerto Rico. Most are small — 30 to 120 personnel, multiple aircraft types, a tight-knit maintenance community where the Aviation Maintenance Officer (AMO), the department AETC, and every AET1 in the building knows your name within a week. You were not assigned here to wait — you were assigned here to demonstrate that you earned the class date before it was awarded. Your days are structured around the maintenance department's needs: tool control accountability before the shop opens, cleaning avionics bays and electrical panels, moving ground support equipment, assisting qualified AETs on scheduled phase and periodic inspections under direct supervision, and standing duty section watches that rotate through the non-rated population. The maintenance work you touch today — pulling safety wire on a fastener, helping run a continuity check on a wire bundle, assisting an AET3 with a panel removal — is not glamorous. It is the substrate of airworthiness. You are learning that every step has a doctrinal basis and a logbook consequence, and your name exists in proximity to that consequence even before you are authorized to sign anything. The Aviation Maintenance Technician Performance Qualification Standard (PQS) is your job description. Every line in the qual book is a task you will eventually demonstrate to a qualified AET who has to sign it. The AETs watching you are doing the math: does this airman show up early, move with purpose, account for every tool, ask good questions during the AAR, and read the maintenance manual rather than asking what it says? The ones who do get the class date recommendation in the EER. The ones who don't wait through another cycle. The FAA Aviation Maintenance Technician (AMT) certificate pipeline under 14 CFR Part 65 is the career credential you are building toward — but it begins conceptually here, before ATTC, when you first handle the maintenance manual and understand that your signature on a logbook entry is a federal document. The HH-65 Dolphin, MH-60 Jayhawk, HC-144 Ocean Sentry, and HC-27J Spartan you are walking past every day carry search-and-rescue crews into some of the worst maritime conditions on the planet. The avionics and electrical systems on those aircraft have to work when it matters, and right now the people who sign for that work are the AETs teaching you how to do the boring things right. Pay attention.
Career Arc
  • 01Arrive at air station as AA (Aviation Airman) — complete check-in, read the unit's FOD program, tool-control program, and duty section bill the first week
  • 02Begin AET Rating PQS — every line item is something you demonstrate to a signed AET; progress is visible on the EER before a class date is awarded
  • 03Qualify on basic shop tasks under supervision — tool inventory, assist on phase/periodic inspections, flight line safety procedures, proper use of avionics test equipment at the familiarization level
  • 04EER cycle 1 — the OIC and the AETC rate your professional performance, military bearing, and PQS progress; this EER travels with you to ATTC and into the AET3 SWE cycle
  • 05ATTC Mobile class date awarded (competitive based on EER, PQS progress, OIC endorsement) — roughly 52-week avionics apprentice pipeline begins
  • 06Complete ATTC pipeline — return to air station as AET3 (PO3), rated, with FAA AMT knowledge exam eligibility anchored by the schoolhouse hours
Common Screwups
  • ×DUI or alcohol incident in the barracks or off base. Air stations are small communities with no ability to hide a late-night arrest — one DUI as an AA terminates the ATTC class date, may terminate the enlistment, and establishes a pattern-of-conduct finding that follows the record for years.
  • ×Any form of maintenance logbook or documentation falsification — signing off an action you did not witness, logging a tool as returned when it was not. COMDTINST M13020.1 makes logbook falsification a federal violation, not a paperwork error. Career-ending before AET3, and it destroys the trust that the entire air station maintenance culture runs on.
  • ×Social media OPSEC breach — posting the aircraft tail number, mission pattern, sensor configuration, or SAR case details. Air station OPSEC is real. One post that can be read by adversaries or that reveals operational posture gets you a security incident report and potentially a discharge, depending on the severity.
  • ×Integrity violation with the chain of command — lying to the AMO or the AETC about a tool count discrepancy, a missed PQS task, or the status of a qualification. The aviation maintenance community is small and built entirely on the assumption that you tell the truth about what you signed and what you did.
  • ×Pattern of NJP-equivalent conduct (insubordination, unauthorized absence, personal appearance failures). The ATTC class date competition involves the OIC's endorsement — an AA with an NJP history typically does not get the endorsement, and the rating does not reserve seats for members it cannot endorse.

A Day in the Life

  • 0530-0600Wake, dress in uniform, prepare for morning quarters — boots shined, uniform inspection-ready. Air station morning quarters is a real formation with real inspection criteria; the non-rate who shows up with a uniform discrepancy on Monday sets the tone for the week.
  • 0600-0630Morning quarters formation — muster, uniform inspection, pass-down from the AETC or duty petty officer on the day's maintenance schedule. Pay attention to which aircraft have open write-ups and which inspections are due today — you will be assisting on at least one package.
  • 0630-0730Shop opening — open the tool crib, run the initial tool inventory with the AET3 on duty, sweep and inspect the avionics bay floor for FOD, stage the GSE needed for the first maintenance package of the day. Log the opening inventory in the tool control record.
  • 0730-1000Morning maintenance window — assist a qualified AET2 or AET3 on the day's primary maintenance package (phase inspection segment, corrective action on a logbook write-up, or avionics systems operational check). Watch the procedure, document what you observe in your PQS, ask questions during the AAR — never during the maintenance sequence itself.
  • 1000-1015Mid-morning FOD walk — ramp and hangar floor swept and cleared before any aircraft movement. Sign the FOD walk log.
  • 1015-1130Secondary maintenance tasks assigned by the AET3 — tool calibration records, GSE service checks, cleaning and inspection of avionics bays on an aircraft not currently in maintenance, assist with a ground run preparation if one is scheduled.
  • 1130-1230Lunch — eat in the galley or the duty station. Air stations are small enough that the AETC sees who eats with the shop and who disappears. Eat with the shop.
  • 1230-1430Afternoon maintenance window — PQS task pursuit if the schedule allows. Ask the AET2 specifically: 'Is there a phase task I can observe this afternoon to sign PQS line X?' They will either say yes or redirect you to something more useful. Either answer is the right answer.
  • 1430-1600Parts run, ground support equipment return, avionics bay cleaning, maintenance paperwork assistance for the AET2 or AET3 wrapping up an afternoon package. Learn the Aviation Maintenance Management System (AMMS) by watching every entry the AET3 makes and understanding why it is structured that way.
  • 1600-1630End-of-day tool inventory — every tool signed out is physically accounted for and returned to the crib before liberty is called. Sign the close-out log with the AET3. Do not assume a tool is somewhere — prove it is somewhere.
  • 1630-1700Evening quarters / pass-down — debrief from the AETC on any carry-over maintenance, upcoming inspection schedules, and duty section assignments for the week. Write down what you need to follow up on tomorrow.
  • 1900-2100Study — maintenance manual familiarization (read the chapter covering the avionics system the shop worked on today), PQS review, COMDTINST M13020.1 logbook records requirements, 14 CFR Part 65 AMT eligibility sections. The ATTC pipeline is competitive; the AA who shows up already understanding the regulatory framework compresses the learning curve.

Weekly Cadence

Monday and Tuesday are typically the heaviest scheduled-maintenance days at most air stations — phase inspection packages are opened, weekly operational checks are run, and the maintenance department is running at full tempo around the duty aircraft rotation. As an AA you are the shop's extra set of hands, and the demand on those hands is highest during peak inspection windows. Expect to arrive early on Monday and stay until the tool count is clean. Wednesday and Thursday tend to be the administrative midpoint — corrective maintenance packages are running, parts orders are being tracked, and there may be a ground run or functional check scheduled for an aircraft coming out of a maintenance package. Training events (safety stand-downs, mandatory unit training, fire/damage control drills) often fall midweek, and the non-rate population is expected to show up, pay attention, and be useful during these events — not to use them as a break from shop work. Friday is typically when the week's maintenance closeouts are finalized, the weekend duty schedule is published, and the shop does a comprehensive tool inventory and GSE check. Weekend duty rotations for non-rates are real — air stations operate 24/7, and the AA who has earned the trust of the shop by Friday is the one who gets the calls that matter during the weekend duty section. Study time (for PQS and eventually ATTC prerequisites) is your own time to manage; the shop day does not formally include it.

Key Skills — How to Drill Each

  1. 01
    FOD accountability — every tool signed out, counted, returned before a maintenance package closes
    Start every shift with a complete tool crib inventory before you touch anything. Build the habit of counting twice: once when you check out and once at close-out. Never assume a tool is somewhere reasonable — assume it is in an engine intake until you can physically show it to the AET2. The AETs grading your EER are not checking whether you found the tool; they are checking whether the count was ever in question.
  2. 02
    Read and use the Aircraft Logbook, Maintenance Action Form (MAF), and Maintenance Procedure Cards (MPCs) under signed supervision
    Read the relevant MPC before the work begins, not during. Ask the AET2 to walk you through what a completed logbook entry looks like, then find a completed entry on the aircraft's maintenance record and read it against the standard in COMDTINST M13020.1 Chapter 2. The goal is to understand what your eventual signature certifies, so you understand why every step matters before you are authorized to certify anything.
  3. 03
    Identify avionics, electrical, and search/rescue system black boxes by platform — HH-65, MH-60, HC-144, HC-27J
    Ask the AET3 to walk you through the avionics bay access points on your station's primary aircraft, then go back and replicate the walk with a copy of the aircraft's maintenance manual open. Match every box to a label in the manual. The ATTC pipeline teaches the function; the air station teaches the physical layout. Starting that map now puts you weeks ahead in Mobile.
  4. 04
    Operate basic avionics test equipment — digital multimeter, hi-pot tester, wire strippers, crimping tools, calibrated GSE
    Handle nothing you have not been shown. When an AET2 demonstrates a test procedure, watch the setup, the zero reference, the probe placement, and the reading interpretation — then ask to repeat it under supervision before you are alone with the equipment. Avionics test equipment on calibration cycles is signed out to a person; damage to calibrated equipment is a shop-level incident, not a broken-tool inconvenience.
  5. 05
    Flight line safety — rotor arc awareness, proper approach to running aircraft, communication with aircrew
    Memorize the tail rotor danger arc on the HH-65 and MH-60 in your first week. Practice the hand signal vocabulary with the posted card until it is automatic. Never approach a running or tied-down-and-powered aircraft without a qualified AET escort — this is the rule, not a suggestion, and there are no second chances with a main rotor at idle.
  6. 06
    OPSEC discipline on air station information — mission sortie details, aircraft discrepancy posture, sensor configuration
    The default is: nothing you see in the avionics bay or on the ops board goes on your phone. Not the tail number you fixed, not the SAR case you heard about in the shop, not the sensor configuration the AET1 briefed the crew on. Air station OPSEC is enforced at the unit level, and the standard is applied to the most junior member because the most junior member has the least situational awareness about what is sensitive.

Manuals & References — What Chapters Matter

  • COMDTINST M13020.1 — Coast Guard Aircraft Maintenance Manual
    The doctrinal spine of everything. Read Chapter 1 (general maintenance policies and responsibilities) and Chapter 2 (maintenance records) before ATTC. You do not need to memorize the aircraft-specific chapters yet — that is ATTC's job — but understanding what a logbook entry certifies and what the consequences of a falsified entry are will reframe everything you do in the shop.
  • 14 CFR Part 65 — Certification: Airmen Other Than Flight Crewmembers
    This is the FAA regulation governing the AMT certificate you are working toward. Read the eligibility requirements for Airframe and Powerplant ratings under Subpart D. The experience hours your ATTC pipeline is building toward have a specific regulatory definition; understanding the definition early prevents surprises when you are eligible to test.
  • FAA Part 43 — Maintenance, Preventive Maintenance, Rebuilding, and Alteration
    Part 43.9 (maintenance records) and 43.13 (methods, techniques, practices) are the regulatory backbone of every maintenance entry a Coast Guard AET signs. Read 43.9 and 43.11 now, before ATTC, to understand what a 'return to service' entry actually certifies under federal law.
  • AET Rating Performance Qualification Standard (PQS) — current version from the CG Institute
    This is your job description until ATTC. Pull the current version from the Coast Guard Institute, read every task line, and identify which tasks you can observe and assist on at your current station's aircraft. Progress by signature — partial work does not count, and the AET2 who signs your PQS is putting their name behind your demonstrated performance.
  • COMDTINST M1000-series — Coast Guard Personnel Manual
    Sections on leave, liberty, advancement eligibility, conduct, and the EER process. You are being evaluated on EER criteria before you know what those criteria are. Read the section on EER marks so you understand what 'Exceeds Standards' requires in observable terms.
  • FAA Aeronautical Information Manual (AIM) — current edition
    Chapters 2 and 7 cover aerodrome operations and safety — the flight line context you are working inside. The AIM is not the maintenance manual, but it gives you the operational picture of why the safety rules on the ramp and flight line are written the way they are.

Standards — How to Hit Each

  • ATTC Mobile class date obtained — competitive selection based on EER, PQS progress, and OIC endorsement
    Treat the EER like a test you study for. The components that gate the class date are PQS progress (visible to the chain), professional performance (show up early, do not leave before the shop closes, finish what the AET2 gave you), and the OIC's endorsement (which reflects what the AETC and the AMO told the OIC about you). The aviation community does not give class dates to people it is unsure about.
  • Zero FOD/tool discrepancies across your entire non-rate tour
    Treat zero discrepancies not as an aspirational goal but as the floor. The expectation is that the count is clean every time — not 'usually clean.' The one time it is not is the time the aircraft is grounded, the shop is on hold, and the AMO is writing your name on an incident log. That record travels to ATTC with your endorsement.
  • Coast Guard PFT passed every cycle per current COMDTINST M1020.8 standards
    Air station duty involves confined-space maintenance, repetitive lifting, and ramp work in all weather conditions. The physical standard is not a bureaucratic hurdle — it is a baseline for doing the job. Build a PT routine in the first 30 days, not the month before the assessment.
  • EER marks on the OIC's first evaluation cycle consistent with 'Meets Standards' or above in all marked categories
    Read the EER criteria. Then behave as if the AETC is watching you write a maintenance procedure — because the AETC is the person briefing the OIC on what 'Meets Standards' means for your shop work. The marks on the first EER are the baseline the next EER has to beat.
  • PQS lines signed consistently across the non-rate tour — no stalled progress visible on the qual book
    Work the PQS deliberately. Every two weeks, sit with the qual book and identify which tasks you can complete given what the shop is currently working on. Ask an AET2 specifically for access to the observations you need — they will say yes if you have earned the ask by doing the unglamorous work without being told.

Technical Mistakes — Concrete Consequences

  • Signing off a maintenance log entry for work you did not perform or did not fully witness
    Under COMDTINST M13020.1 and the FAA regulatory framework it operates within, a falsified maintenance entry is a federal violation — not a counseling event. The aircraft is grounded pending investigation, your chain initiates a formal inquiry, and the investigation finding becomes a permanent part of your service record. Career over as an AA. The rate does not recover from this.
  • Unresolved tool or hardware discrepancy at shop close-out
    One unaccounted tool triggers a maintenance hold on every aircraft the shop touched that shift. The AMO suspends maintenance release authority pending the inventory resolution, the flight schedule is broken, and every AET in the building spends time on the search. The account of the discrepancy lives in the shop log with your name. The ATTC class date recommendation is reconsidered.
  • Touching an energized avionics circuit or live bus without authorization or supervision
    Avionics bays on Coast Guard aircraft carry bus voltage even with both engines off. An arc or a zap from a live connector generates a mishap report, a safety investigation, and a medical evaluation. If the current is significant, it generates a casualty report. The near-miss is still a reportable event under the Coast Guard Aviation Safety program, and your name is in the report.
  • Inadequate or skipped FOD walk on the ramp or in the maintenance bay before maintenance is declared complete
    A foreign object ingested by a turbine on takeoff causes, at minimum, an engine inspection and shutdown, and at worst a catastrophic engine failure. The FOD walk sign-off has your name. The accident investigation begins with the last person who certified the area clean.
  • Discussing mission details, aircraft discrepancy status, or SAR case information on social media or unofficial channels
    An OPSEC incident at the unit level generates a security investigation, a formal counseling on the record, and — depending on what was posted — a potential administrative separation finding. Air stations are small and the ops-sec community is tight. One post is never one post; it is a pattern-of-judgment finding on the EER.

Career Decisions at This Rank

  • Pursue AET rating versus striking for a different rating at a different unit
    The AET rating is one of the most technically demanding in the Coast Guard enlisted structure, and the payoff — FAA AMT certificate, specialized avionics training, assignment to the small and prestigious aviation maintenance community — is real. But the pipeline is 52 weeks of sustained technical training after a 12-18 month non-rate period, and the community is small enough that there is limited flexibility in assignment. If you are at a well-run air station with mentors who are investing in you, stay the course. If the air station experience is making you miserable and the work genuinely does not interest you, a reclass before ATTC is the honest choice — the rating does not benefit from members who are enduring it.
  • How aggressively to pursue ATTC prerequisites versus waiting for the chain to manage the timeline
    This is not a wait-and-see situation. The ATTC class date is allocated to the air station based on community need and your unit's billet count — but the endorsement for that date belongs to the OIC, who is briefed by the AETC, who is watching your PQS and your EER. AAs who self-initiate on prerequisites — working the qual book proactively, asking for phase inspection access, reading the maintenance manual on their own time — are the ones who get the early endorsements when a class date opens. The ones who wait for someone to tell them it's time get the dates that are left.
  • First enlistment reenlistment decision — serve through ATTC pipeline or evaluate at the end of first enlistment
    The ATTC pipeline is typically completed well within a standard 4-year enlistment, but the return on the investment — both the FAA AMT eligibility and the PO3 advancement — does not materialize until after graduation and assignment. Members who separate before completing ATTC leave with Cape May completion and some unit experience, but without the rated credential that makes the CG investment worth carrying into the civilian market. If you are considering separation, do it before ATTC starts or commit through AET3. The half-measure — attending ATTC, not completing — is the worst outcome for both you and the Coast Guard.

How the Seat Varies by Unit Type

  • Air Station (rotary-wing primary — HH-65 / MH-60)
    Most AET non-rates are assigned to rotary-wing air stations. The HH-65 and MH-60 avionics shops are the training foundation for the rating. FOD discipline on a helicopter ramp is more demanding than on a fixed-wing ramp because the tail rotor and main rotor downwash creates active FOD migration on every start. The avionics bays are tighter and more complex than fixed-wing platforms. This is the baseline experience.
  • Air Station (fixed-wing — HC-144 / HC-27J)
    Stations operating the HC-144 Ocean Sentry or HC-27J Spartan have a different maintenance rhythm — longer planned sorties, different avionics architectures (glass cockpit integration versus conventional instrumentation, advanced SAR system suites), and a different ops tempo than the SAR-response rotary-wing stations. Fixed-wing AET experience is valuable, but it is narrower on the platform-diversity side unless your career includes both.
  • Multi-mission station (HH-65 + HC-144)
    A small number of air stations operate both rotary and fixed-wing assets. For an AA, this is an advantage — PQS exposure to multiple airframes at the same unit, broader familiarization with avionics system architectures, and more maintenance packages per week to shadow. The broader the exposure as a non-rate, the more prepared you are for the ATTC pipeline.
  • Sector or Air Facility (detachment, limited aircraft)
    Some non-rates are attached to smaller detachments or sector aviation elements with fewer aircraft and a smaller AET shop. The maintenance tempo is lower, the PQS exposure is narrower, and the mentorship is more dependent on the specific AET1 or AET2 assigned to the detachment. A motivated non-rate can still earn a class date from this assignment, but it requires more self-initiation on the PQS and more clarity with the chain about the timeline expectations.

What Good Looks Like at This Rank

The good AET striker is invisible the right way. The shop doesn't have to check his tool count because it has never been wrong. His PQS book is three lines ahead of where the AET2 expected it to be, and the tasks he has signed have been demonstrated — actually demonstrated, in front of a qualified technician, not asked for as a favor. He shows up before muster. He stays after liberty call when the package is not closed. He reads the maintenance manual on his own time rather than asking the AET2 to summarize it. What the AETC notices is simpler: this is the AA the shop moves to the front of the class date queue when the slot opens, because the OIC endorsement writes itself. The kid hasn't done anything dramatic — there are no dramatic moments at this paygrade, and drama is usually a negative sign. What he has done is the boring thing right, consistently, under observation, across a year of duty that included every unglamorous task the shop generates. The FAA AMT certificate this member will carry for the next 20 years of their career — through the CG rating, into the airline industry, into the DoD contractor market, or into the FAA itself — starts with the credibility built in these first 12-18 months. Every qualified AET at every air station they will serve at for the rest of their career will ask 'where did you come up?' The air station you are at right now is the answer.

Preview — The Next Rank

AET3 (PO3) is where the job actually starts. You come back from ~52 weeks at ATTC Mobile with the rating badge sewn on, the initial avionics training complete, and FAA AMT knowledge exam eligibility anchored by the schoolhouse hours you logged. The first thing you will notice is that the air station assigns you work with an expectation — not a supervision requirement, but an expectation that the maintenance you sign is the maintenance that was performed. The immediate weight of AET3 is the signature. Your first maintenance action form close-out is the first time your name is on a federal document certifying airworthiness work on a Coast Guard aircraft. ATTC taught you the technical content. The air station will now teach you whether you actually know what you are certifying. The FAA AMT exam preparation — both Airframe and Powerplant written exams, and eventually the oral and practical under 14 CFR Part 65 — begins immediately after ATTC graduation, when your training hours are fresh. AET3s who treat the A&P exam as something to handle 'after the next SWE cycle' lose the preparedness window. Start the prep before the first SWE cycle closes. The Servicewide Exam (SWE) for AET2 is now the advancement gate. It is competitive, cutoff-driven, and it will not wait for your schedule. The rating bibliography, the study plan, and the AET2 SWE cycle need to be in your awareness from the day you pin AET3.
FAQ

AET E1-E3 — Frequently Asked Questions

Q01What does a E1-E3 AET (Avionics Electrical Technician) actually do?
You came out of TRACEN Cape May after eight weeks and reported to an Air Station as a non-rated Coast Guardsman striking for AET.
Q02What's the most important thing to know as a E1-E3 AET?
You are not yet an AET — you are an Aviation Airman (AA) striking for the rating, living at an air station while the ATTC Mobile class date you need is somewhere on the distribution list.
Q03What does a typical day look like for a E1-E3 AET?
Time-blocked day at the E1-E3 AET rank tier: 0530-0600 Wake, dress in uniform, prepare for morning quarters — boots shined, uniform inspection-ready. Air station morning quarters is a real formation with real inspection criteria; the non-rate who shows up with a uniform discrepancy on Monday sets the tone for the week, 0600-0630 Morning quarters formation — muster, uniform inspection, pass-down from the AETC or duty petty officer on the day's maintenance schedule.…
Q04What mistakes get E1-E3 AET soldiers fired or relieved?
DUI or alcohol incident in the barracks or off base. Air stations are small communities with no ability to hide a late-night arrest — one DUI as an AA terminates the ATTC class date, may terminate the enlistment, and establishes a pattern-of-conduct finding that follows the record for years; Any form of maintenance logbook or documentation falsification — signing off an action you did not witness, logging a tool as returned when it was not.…
Q05What career decisions matter most at the E1-E3 AET rank tier?
Pursue AET rating versus striking for a different rating at a different unit — The AET rating is one of the most technically demanding in the Coast Guard enlisted structure, and the payoff — FAA AMT certificate, specialized avionics training, assignment to the small and prestigious aviation maintenance community — is real. But the pipeline is 52 weeks of sustained technical training after a 12-18 month non-rate period, and the community is small enough that there is limited flexibility in assignment. If you are at a well-run air station with mentors who are investing in you, stay the course.…
Q06What's next after E1-E3 for a AET (Avionics Electrical Technician) in the Coast Guard?
AET3 (PO3) is where the job actually starts.
Q07What manuals and regulations does a E1-E3 AET need to know cold?
COMDTINST M13020.1 (Coast Guard Aircraft Maintenance Manual) — the doctrinal source for every maintenance action, logbook entry, and inspection procedure on Coast Guard aviation platforms. Read before you touch anything.; COMDTINST M1000-series — Coast Guard Personnel Manual (the umbrella for leave, liberty, advancement, conduct, and everything else on you as a member).; COMDTINST M1020.8 (current revision) — Coast Guard Weight and Body Fat Standards.

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Published by the Honest MOS Editorial DeskVerified against DoD/.gov sourcesUpdated May 2026Editorial standards