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6132E1-E3
Helicopter/Tiltrotor Dynamic Components Mechanic
E-1 to E-3 (Junior Enlisted) · Marines
HEADS UP
6132 is the hardest enlisted aviation maintenance MOS school in Marine Corps aviation. The rotating systems — rotor heads, gearboxes, proprotor hubs, driveshafts — are the highest-consequence components on every platform you will work. A proprotor gearbox that leaves your hands with an undetected defect does not produce a nuisance discrepancy in flight. It produces an accident investigation. You will spend your first two years proving to CDIs, QA representatives, and senior mechanics that you can be trusted with the components everyone else refers to the dynamic components shop for. Start building that trust on day one of the in-processing brief, not after you have been found wanting. The cross-platform nature of this MOS — CH-53, UH-1Y/AH-1Z, and MV-22 — is a feature that will not feel like one until you have been in the Marine Corps long enough to appreciate the comparative knowledge. At your first assignment you are working one platform at depth. Read about the others on your own time.
The Honest MOS Read
You completed NATTC Pensacola with the 6132 Dynamic Components school MOS designation and PCS'd to your first unit — either an HMH squadron (CH-53 series), an HMLA squadron (UH-1Y/AH-1Z), a VMM squadron (MV-22), or HMX-1 at Quantico if you drew the elite first assignment. What the schoolhouse prepared you for was the theoretical understanding of rotating systems dynamics — how rotor heads create lift, how gearboxes transfer torque, how vibration propagates through drive systems. What the first assignment requires is component-level knowledge to disassemble, inspect, and reassemble specific rotating system components on specific aircraft models, following NAVAIR technical manual procedures to the letter, under CDI supervision, without improvising.
The 6132 work center is the dynamic components shop — called the rotor and drive shop or the dynamic components shop depending on the squadron's SOP. It is a dedicated maintenance space where component-level overhaul and inspection work is performed in a controlled environment. Cleanliness discipline is higher here than anywhere else on the flight line because particulate contamination in gearbox assemblies produces bearing failures that appear weeks after the overhaul, under load, in flight. You will spend time cleaning. Not as a working-party assignment — as a maintenance prerequisite. The shop that does not enforce cleanliness discipline on its dynamic components work is the shop that generates unexplained gearbox failures two hundred flight hours after overhaul.
Chip detectors are the mechanism by which the gearbox tells you it is dying. Every gearbox in Marine Corps aviation — intermediate gearboxes, combining gearboxes, tail rotor gearboxes, proprotor gearboxes on the V-22 — has chip detectors mounted in the sump: magnetic plugs that collect ferrous metal particles shed by bearing and gear wear. The chip detector pull is the routine maintenance action; the chip analysis is the diagnostic. A fresh chip detector with no debris is a healthy gearbox. A chip detector with fine granular gray fuzz is a gearbox generating friction wear at a level within normal limits. A chip detector with bright silver flakes, bronze granules, or irregular metallic debris is a gearbox being removed from the aircraft and sent to the overhaul shop. You will learn to read chip detectors by color, texture, quantity, and shape before you have been in the 6132 shop for three months. This knowledge is not in the schoolhouse curriculum at the operational level; it is transmitted from senior to junior mechanic in the shop.
The proprotor gearbox (PGB) on the MV-22 is the component that senior 6132 Marines at VMM squadrons describe as the most maintenance-intensive component in Marine aviation. It operates at the interface between helicopter-mode proprotor loads and fixed-wing-mode propeller loads — a mechanical stress environment with no analog in the rest of the fleet. TBO limits are strict; PGB chip detector pulls happen at defined flight-hour intervals and are not deferrable. PGB removal and reinstallation is a multi-mechanic, multi-CDI evolution that generates a yellow-sheet package thick enough that the QA shop schedules a dedicated review when it comes in. Junior 6132 Marines assist on PGB evolutions before they perform any element of them independently. This is correct.
Track and balance (T&B) procedures are the vibration analysis tool that 6132 applies to in-service rotor systems. After any rotor head maintenance — blade replacement, grip assembly replacement, pitch-change link replacement — the rotor system needs to be track-and-balanced to verify that the blade disc is tracking correctly and that the vibration signature is within the published limits. A 6132 Marine who understands T&B at the junior tier — knowing what the procedure is measuring, what an out-of-track blade indication looks like, and why the correction sequence follows the documented procedure — is significantly ahead of the baseline for his tier. Senior mechanics are not universally patient teachers; the junior mechanic who arrives at the T&B rig with a working conceptual understanding is the one who gets taught at the practitioner level rather than the overview level.
Career Arc
NATTC Pensacola Dynamic Components school complete; orders to HMH, HMLA, VMM, or HMX-1. In-processing at the gaining squadron: tool-control orientation, NAMP ground training brief, 6132 shop NCOIC introduction, and platform-specific orientation. The shop NCOIC's first assessment of the new mechanic happens within the first two weeks — not formally, but observationally. Does the Marine follow the existing shop cleanliness standard or need to be reminded? Does the Marine read the applicable T.O. before asking a question or after? Does the Marine count tools before asking the CDI to sign?
From in-processing through month twelve, the work is supervised component-level maintenance under CDI eye on the section's assigned platform — whether CH-53, UH-1Y/AH-1Z, or MV-22. Every chip detector pull is observed and analyzed with a senior mechanic before the results are documented. Every gearbox inspection is run from the NAVAIR technical manual procedure with a CDI checking each step. Oral evaluations with the shop NCOIC build the qualification record that supports CDI candidacy at Cpl. PFC (E-2) at 6 months TIS; LCpl (E-3) at 9 months TIS / 8 months TIG — the Pro/Con marks from the shop NCOIC seed the composite.
By month eighteen at a well-managed dynamic components shop, the LCpl has observed enough chip detector pulls across multiple gearboxes to have calibrated his own visual assessment against the senior mechanics' calls. He has assisted on at least one major rotor head removal and reinstallation under CDI supervision. He has run T&B under senior guidance. He has a section NCOIC who can describe specific technical contributions rather than generic performance. The CDI candidacy conversation happens at Cpl — the groundwork is built here.
Common Screwups
The most dangerous error junior 6132 Marines make is performing a chip detector analysis without the calibrated judgment to distinguish normal wear debris from incipient failure debris, and documenting the analysis as normal without consulting a senior mechanic. Chip detector results exist on a spectrum from clearly normal to clearly abnormal with a wide band of ambiguous presentations in between. A junior Marine who sees a chip detector with moderate granular debris and writes it up as within-limits because the debris is not the large-flake presentation described in the NAVAIR manual's condemnation criteria has made a technical call that the schoolhouse did not train him to make independently. Every ambiguous chip detector result goes to the shop NCOIC or a senior CDI before the documentation entry is written. Every time. This is not excessive caution; it is the correct application of the qualification hierarchy.
Improvising during gearbox disassembly because the step-by-step NAVAIR technical manual procedure seems unnecessarily detailed for a straightforward task is the second common error. Gearbox disassembly and inspection sequences exist because the assembly sequence matters — bearing seating surfaces not cleaned and inspected in the documented order can produce false-negative inspection results, and bearing pre-loads not set in the documented sequence can produce installation stress that shortens the gearbox's service life. The junior mechanic who skips steps because they seem redundant has introduced an undetected error into a rotating system that will be flying within 48 hours.
Assuming that platform-specific knowledge acquired on the first assignment transfers directly to a second-assignment platform without additional study is the third common error. The CH-53 tail rotor and the UH-1Y tail rotor look superficially similar, but the inspection criteria, the blade damage tolerance limits, the pitch-change mechanism geometry, and the gearbox characteristics are all different. A 6132 Marine who transfers from HMH to HMLA and performs UH-1Y tail rotor maintenance from CH-53 mental models is the mechanic who misses the UH-1Y-specific inspection item that is not on the CH-53 checklist. Read the new platform's NATOPS and NAVAIR manuals before the in-processing brief at the new unit.
T&B data recording sloppiness — failing to record the before-maintenance baseline vibration signature, failing to document the specific correction applied and its magnitude, or failing to record the post-correction vibration signature in the format the applicable NAVAIR manual requires — is the fourth error. T&B records are the historical evidence base the dynamic components shop uses to trend a rotor system's vibration history across maintenance cycles. A shop that records T&B results informally, or only when the result is outside limits, cannot reconstruct whether an in-flight vibration complaint is a new development or a continuation of a documented trend.
A Day in the Life
The 6132 shop starts before the flight line does. Gearbox chip detector pulls are often scheduled in the early maintenance window, before the first launch, because the chip detector results have to be documented and cleared before the aircraft is released to the flight schedule. The junior 6132 Marine who is in the shop at 0700 to assist the CDI with the scheduled chip detector pulls on the first-launch aircraft is in the right place — the CDI who finds him staged and ready uses the pull as a teaching moment rather than a task to be executed around an unprepared assistant.
The mid-morning work block in the dynamic components shop is scheduled component maintenance — phase card items requiring component removal, inspection, and reinstallation, or gearbox overhaul evolutions timed to the aircraft's TBO calendar. These evolutions are planned in advance: the correct NAVAIR manual procedure is pulled before the aircraft is opened, the clean-work surface is prepared, the tools are staged and counted from the tool board, and the CDI is identified before the first access panel is opened. A 6132 junior Marine who arrives at a scheduled gearbox removal without having read the removal procedure is a Marine the CDI will send to read it before allowing the first fastener to be broken.
Afternoon work is documentation and pending-parts status. If a component was removed in the morning and the inspection found a discrepancy requiring a part not in stock, the afternoon yellow-sheet entry documents the discrepancy condition and the parts requisition initiates. The T&B data from any morning rotor system maintenance is reviewed against the baseline and the published limits; the record is completed and filed in the aircraft's maintenance history before end of day.
Weekly Cadence
The 6132 shop's weekly rhythm is driven by the aircraft's scheduled maintenance calendar, not the flight schedule. Chip detector pulls are calendar-driven at defined flight-hour intervals per MRC. Gearbox fluid samples are SOAP program-driven at defined calendar intervals per each gearbox serial number's sampling schedule. T&B checks are event-driven after any rotor head maintenance. The shop NCOIC builds the weekly work plan around these scheduled events plus any unscheduled discrepancy work from the preceding week's chip detector results.
Mid-week is typically the T&B event window, because T&B checks require flight-testing after ground-setup adjustments and the flight schedule must accommodate the test profile. A junior 6132 Marine who is not on a T&B qualification card yet but who consistently stages and assists the T&B run is accumulating the observed proficiency record that the shop NCOIC will later use to sign the qualification card.
Fridays are the end-of-week documentation review and tools inventory. The shop NCOIC accounts for every tool on the shop's tool board and every piece of consumable material against the stock record. The junior Marine who has maintained discipline on the personal tool count throughout the week is the Marine whose tool count is clean on Friday without drama.
Key Skills — How to Drill Each
Chip detector analysis is the foundational diagnostic skill of the 6132 MOS — the tool that makes the 6132 Marine the gearbox health monitor for the entire fleet. The physical procedure — removing the detector plug, examining the collection element under magnification if ambiguous, cleaning the element and reinstalling or replacing per the maintenance requirements card — is straightforward. The analytical skill — distinguishing normal wear fuzz from incipient spalling, bronze debris from aluminum debris, and fresh metallic particles from accumulated residue — is calibrated over hundreds of pulls with senior mechanics who narrate their reasoning. The 6132 junior Marine who asks the NCOIC to walk through every ambiguous chip detector result, rather than making independent calls he is not qualified to make, builds the calibrated judgment faster than the Marine who avoids asking.
NAVAIR technical manual procedure execution — reading the procedure, executing each step in sequence, verifying each step's completion before proceeding to the next — is the quality discipline that distinguishes 6132 from other maintenance MOS codes. Component-level maintenance involves step sequences where steps 1 through 8 create the preconditions for step 9 to produce the correct result. A mechanic who reads steps 1, 3, and 5 from the manual and interpolates the rest from experience will eventually produce a component installation that looks correct but is not. The NAVAIR manual procedure is the technical truth. Read it, follow it, and do not improvise.
Gearbox fluid analysis — understanding what the chip detector pull tells you, what the fluid sample tells the spectrometric oil analysis program (SOAP) when it is sent to the laboratory, and how to cross-reference chip detector findings against SOAP results — is the third pillar of 6132 diagnostic competency. SOAP analysis results are returned from the laboratory within days and compared against baseline and historical results for the specific gearbox serial number. A 6132 junior Marine who understands how to read a SOAP report — which elements indicate which types of bearing wear, which elevation thresholds trigger a gearbox removal, and how a recent chip detector finding should be interpreted in light of SOAP trend data — is operating at a diagnostic level most other maintenance MOS codes do not access.
Track and balance conceptual foundation — understanding what the T&B procedure is measuring, why the correction sequence follows the documented adjustment sequence, and what an acceptable vibration spectrum looks like on the specific platform's vibration limits chart — is the fourth skill area. At the junior tier the 6132 Marine assists on T&B rather than leading it, but the assistant who understands what the instrument is measuring is the assistant who becomes a T&B technician at Cpl rather than at SSgt.
Platform-specific rotor head and blade inspection knowledge — running the visual and dimensional inspections of the main rotor head grip assemblies, the blade spar, the leading-edge abrasion strip, and the blade tip weights on the assigned platform against the published damage tolerance limits — is the fifth competency area at the junior tier. The damage tolerance limits for helicopter and tiltrotor rotor blades are published in platform-specific NAVAIR structural limit documents. A 6132 junior Marine who has memorized the leading-edge nick depth limit for the CH-53E main rotor blade and who can demonstrate that he measures discrepancies against that limit with a depth gauge before writing the discrepancy is the Marine the shop NCOIC endorses for CDI candidacy when the Cpl rank arrives.
Manuals & References — What Chapters Matter
The platform-specific NAVAIR component maintenance manuals (CMMs) for each rotating system — the CH-53 main rotor head CMM, the MV-22 PGB CMM, the UH-1Y/AH-1Z transmission CMM series — are the primary technical references for 6132 maintenance work. The CMMs specify exact inspection procedures, inspection criteria, damage tolerance limits, torque values, and assembly sequences for every field-level maintenance action. A 6132 junior Marine who has read the CMM for the gearbox he works on most frequently is operating from primary sources rather than shop oral tradition. Ask the shop NCOIC for the applicable CMM document number and access it through the squadron's IETM system.
COMNAVAIRFORINST 4790.2 governs every NAMP yellow-sheet entry, CDI qualification, and QA audit in the 6132 shop. The dynamic components shop adds an additional layer: the progressive discard list and the controlled exchange authorization system, which govern when a gearbox can be repaired in the field versus when it must be sent to the overhaul facility. A junior 6132 Marine who understands the progressive discard/controlled exchange matrix for his platform's gearboxes is operating with the disposition authority knowledge that the section NCOIC uses to make scheduled maintenance decisions.
NAVMC 3500.15 (Aviation T&R Manual) provides the individual task list for the 6132 MOS at the 1000-level individual event category. Print the applicable task list during in-processing, review it with the shop NCOIC, and track your completion status independently. The signed-off task list is the documentation portfolio the NCOIC uses for CDI candidacy endorsement.
The platform-specific NATOPS Flight Manuals — CH-53E, MV-22B, UH-1Y, AH-1Z — contain the emergency procedures sections the 6132 Marine needs to understand from the maintainer's perspective: what happens in the cockpit when a gearbox chip detector illuminates, what the flight crew demands from the aircraft in a degraded rotor-head condition, and why the maintenance actions the 6132 shop performs are consequential to the aircraft's flight envelope.
Standards — How to Hit Each
Zero chip detector analysis errors — zero instances of documenting an ambiguous chip detector result as within-limits without consulting the shop NCOIC or a senior CDI. The junior Marine who consistently brings ambiguous results to senior mechanics is building the consultation reflex that protects the aircraft. The one who makes silent calls on ambiguous results is the one the NCOIC eventually catches making the wrong call — and the conversation that follows is not about the specific result; it is about the pattern.
Pass the Ground Training Program oral and written evaluations on the squadron timeline without a repeat. In a dynamic components shop the oral evaluations frequently go deeper into rotating system physics than they do in other maintenance MOS shops — the shop NCOIC understands the systems deeply and uses the oral evaluation to distinguish the Marine who memorized the answer from the Marine who understands the mechanism. Study the conceptual foundation, not just the procedural answer.
LCpl (E-3) on the first look with the section NCOIC's Pro/Con input describing specific, observable technical performance — not generic conduct statements. The dynamic components shop is a technical environment where specific performance is observable: this Marine identified a suspicious chip detector result that the previous Marine had cleared; this Marine ran the first ten steps of the combining gearbox disassembly sequence without a procedure lookup; this Marine's T&B data recording is consistently complete and legible.
First-Class PFT and CFT from the first scheduled test. The fitness scores are the same composite-score inputs regardless of platform specialization. A 2nd-Class PFT from a 6132 Marine who spends his working day doing physically demanding component maintenance is not explained by the job.
Technical Mistakes — Concrete Consequences
The highest-consequence technical error in 6132 is installing a gearbox with an undetected defect — a bearing not properly seated, a gear mesh not verified against the published clearance specification, a shaft coupling torqued to the wrong value — because the NAVAIR manual procedure was not followed in full sequence. Gearbox defects originating in the installation process do not produce immediate symptoms. They produce failure signatures in flight, at operating loads and RPMs, in conditions the ground inspection cannot replicate.
Chip detector false-negative documentation — writing a chip detector result as within-limits when the presentation was ambiguous and the Marine did not consult a senior mechanic — is the error that produces the most serious delayed consequences. A chip detector result called within-limits because the debris quantity was small but the debris morphology indicated incipient spalling goes into the aircraft records as a cleared health check. The gearbox flies for another 50 hours before the spalling progresses to catastrophic bearing failure. The investigation pulls the last five chip detector log entries. The name on the within-limits call is on the investigation report.
Cleanliness contamination during component overhaul — allowing particulate debris to enter a gearbox housing during inspection or assembly because the shop's cleanliness standard was not enforced — is the third category. Gearbox overhaul requires lint-free rags, clean solvent, and a designated clean-work surface that is decontaminated before and after every overhaul action. A junior Marine who sets an inspected bearing race down on an uncleaned shop bench, or who uses a rag with embedded metal particles to wipe an internal gear surface, has introduced contamination the final inspection will not detect.
T&B over-correction — making more aggressive balance corrections than the vibration data supports because the Marine wants the vibration signature as far below the published limit as possible rather than within it — is the fourth technical error. T&B corrections are not iterative optimization runs; they are restorative actions. Each correction changes the rotor system's balance state. The mechanic who continues adjusting blade balance weights after the rotor system is already within published vibration limits has introduced a new imbalance condition. Follow the published correction sequence, verify against the limit, and stop when within-limits.
Career Decisions at This Rank
The FAA A&P certificate is the most important career investment decision for the 6132 junior Marine. The Dynamic Components specialty is the most technically demanding enlisted aviation maintenance MOS in Marine Corps aviation, and the combination of the A&P certificate with three years of documented rotating systems maintenance is the strongest civilian aviation maintenance credential available to a young mechanic. Starting the FAA written examinations at LCpl means arriving at the re-enlistment decision with the three writtens complete and only the practical examination remaining.
The HMX-1 assignment decision is the prestige-posting career decision in 6132. HMX-1 at Quantico operates all Marine Corps aviation platforms — CH-53E/K, MV-22B, UH-1Y, AH-1Z, and VH-3D/VH-60N for Presidential transport — and the 6132 Marine assigned there works across platforms at the highest-scrutiny maintenance standard in Marine Corps aviation. HMX-1 assignment is competitive, requires an enhanced security clearance, and produces a maintenance credential recognized throughout Marine aviation and the NAVAIR contractor community. It is not a first-assignment billet; it is a second-assignment competitive selection for Marines who performed exceptionally at their first fleet assignment.
The MOS retention decision at the re-enlistment window should be made with an honest assessment of whether the 6132 specialty is deepening or plateauing. A 6132 Marine who is still performing routine chip detector pulls at the 36-month mark without having been offered CDI candidacy, T&B qualification, or advanced component maintenance opportunities should have an honest conversation with the shop NCOIC about whether the career trajectory in the current unit is realistic.
How the Seat Varies by Unit Type
The HMH assignment (CH-53 series at New River or Miramar) gives the 6132 Marine deep experience in the most mechanically complex main rotor head system in Marine aviation — the CH-53 six-bladed system with its blade fold mechanism, multi-element swashplate, and spherical elastomeric main rotor head design. The CH-53 combining gearbox overhaul work generates the highest CDI workload of any 6132 assignment. The HMH assignment builds depth on a single complex platform.
The HMLA assignment (UH-1Y/AH-1Z at Pendleton, New River, or Camp Lejeune) gives the 6132 Marine a different rotor head geometry experience. The two-bladed teetering system of the UH-1Y and the four-bladed hingeless system of the AH-1Z are mechanically different from the CH-53 in ways that matter for dynamic balance and vibration analysis. The HMLA shop works both airframes simultaneously, giving the 6132 Marine early cross-platform exposure that informs the multi-platform judgment the senior 6132 career demands.
HMX-1 at Quantico is the multi-platform assignment and the quality ceiling. A 6132 Marine at HMX-1 works rotating systems on CH-53E, MV-22B, UH-1Y, AH-1Z, and potentially VH-60 depending on assignment scope. The scrutiny level for Presidential transport aircraft maintenance is the highest in Marine aviation — every chip detector call, every gearbox overhaul, and every T&B result is reviewed at a level that fleet squadrons approach only on pre-deployment inspections.
What Good Looks Like at This Rank
The good junior 6132 Marine is the one the senior mechanics in the shop choose for chip detector pulls on their CDI work because his consultation behavior is consistent and his documentation is reliable. Not because he has the right answer every time — he does not, at 8 months in — but because when he does not have the right answer, he knows he does not have it and he says so. Senior mechanics in dynamic components shops have a specific reading on consultation behavior: the junior Marine who says "I think this is within limits but I want your eyes on it" is the junior Marine they trust.
His NAVAIR manual procedure execution is exact — not because the CDI is standing over his shoulder checking each step, but because he built the habit of using the procedure as a working document before he ever worked on a component without supervision. He marks each step complete on his personal copy before moving to the next. The CDI who counterchecks his assembly work finds the torque values applied in the correct sequence, the bearing pre-loads set to the published specification, and the quality documentation completed before the CDI was called for the inspection.
By month fifteen he is the LCpl the shop NCOIC points to when a new mechanic needs to be shown how a chip detector pull is documented. Not because he is the most senior, but because his documentation is specific enough to demonstrate the standard. The shop NCOIC has already identified him for CDI candidacy at Cpl.
Preview — The Next Rank
Corporal in 6132 is the CDI certification rank — the rank where the signature authority matches the technical competency that three years of supervised dynamic components maintenance has built. The CDI-certified Cpl in the 6132 shop signs for chip detector analyses, gearbox overhaul inspections, rotor head disassembly and assembly steps, and T&B data documentation within his CDI scope. That scope is defined by the QA representative's evaluation of demonstrated proficiency — and in a dynamic components shop, the QA representative takes the evaluation seriously because the consequence architecture of the components is unforgiving.
The promotion math to Sgt from Cpl in 6132 follows the composite score system under MCO P1400.32D with the same structure as other aviation maintenance MOS codes. The distinguishing variable is the Pro/Con input from the shop NCOIC, which in the 6132 specialty has more technical specificity available to it than most other MOS codes. A Cpl who caught a chip detector presentation that the previous maintenance cycle had cleared, correctly flagged it for gearbox removal, and prevented an in-flight failure is a Cpl whose Pro/Con input writes itself if the NCOIC has been paying attention.
FAQ
6132 E1-E3 — Frequently Asked Questions
Q01What does a E1-E3 6132 (Helicopter/Tiltrotor Dynamic Components Mechanic) actually do?
You came out of NATTC Pensacola with a 6132 C-school completion and landed at a squadron — VMM-261 or VMM-365 at New River for tiltrotor, HMH-361 or HMH-462 at Miramar for heavy lift, or HMX-1 at Quantico if you drew the assignment that works both.
Q02What's the most important thing to know as a E1-E3 6132?
6132 is the hardest enlisted aviation maintenance MOS school in Marine Corps aviation.
Q03What mistakes get E1-E3 6132 soldiers fired or relieved?
The most dangerous error junior 6132 Marines make is performing a chip detector analysis without the calibrated judgment to distinguish normal wear debris from incipient failure debris, and documenting the analysis as normal without consulting a senior mechanic. Chip detector results exist on a spectrum from clearly normal to clearly abnormal with a wide band of ambiguous presentations in between.…
Q04What's next after E1-E3 for a 6132 (Helicopter/Tiltrotor Dynamic Components Mechanic) in the Marines?
Corporal in 6132 is the CDI certification rank — the rank where the signature authority matches the technical competency that three years of supervised dynamic components maintenance has built.
Q05What manuals and regulations does a E1-E3 6132 need to know cold?
COMNAVAIRFORINST 4790.2 — Naval Aviation Maintenance Program (NAMP): the governing instruction for every task card, ADB entry, and CDI signature in your daily work.; NAVAIR 01-H53E-2 and CH-53K equivalents — Maintenance Instructions for CH-53 series: the manual you work from on heavy-lift dynamic components.; NAVAIR 01-V22AB-2 — Maintenance Instructions for MV-22B: the primary reference for proprotor gearbox, interconnect drive system, and nacelle conversion system maintenance.
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Published by the Honest MOS Editorial DeskVerified against DoD/.gov sourcesUpdated May 2026Editorial standards