Az Tow Truck Inspection: Fill & Download for Free

Road Conditions in Northern Arizona.I only have experience with Arizona, not New Mexico. The Interstate system is great 99+ percent of the time. But winter storms develop quickly and hit hard. It is not unusual for a winter storm to hit northern AZ and close the Interstate road system for a night. Often I-40 east and west of Flagstaff and I-17 south of Flagstaff are closed because of multi-car accidents and jack-knifed semi rigs. About all you can do is find the nearest motel or special traveler’s shelter and wait for a day. The Arizona Department of Public Safety (“DPS”) usually has the roads open the next day. State Roads and secondary roads maintained by AZ Department of Transportation (“ADOT”) with significant commercial traffic get plowed out quickly. Some secondary roads and many Reservation roads get closed and don’t reopen until after spring thaw. Some secondary roads might get plowed out by the locals or ranchers, but unless you know the area you can’t really plan on it. The South Rim of the Grand Canyon usually gets opened up pretty quickly. 4WD helps, but even 4WD won't help when the DPS closes the Interstates. In places where you really need chains, you are also likely to need a chainsaw, so I don't think chains help much. A strong tow-strap is probably more helpful to get you or another traveler out of a situation.Watch the 7 day and 10 day weather forecasts. http://forecast.weather.gov/MapClick.php?CityName=Flagstaff&state=AZ&site=FGZ&textField1=35.1981&textField2=-111.651&e=0Watch the AZ Department of Transportation Road Condition Reports. http://www.az511.com/adot/files/traffic/One big problem is that snow will melt during the day and turn to ice overnight. Early morning travel can be particularly difficult because of ice patches – called “black ice – and icy bridges. Just go a little slower and be careful.Prepare for the worst and hope for the best.AAA has some good winter driving tips http://www.aaaexchange.com/main/default.asp?categoryid=3&subcategoryid=55http://www.aaaexchange.com/Assets/Files/200711281238140.HowtoGoonIceandSnow.pdfSevere weather can be both frightening and dangerous for automobile travel. Motorists should know the safety rules for dealing with winter road emergencies. AAA reminds motorists to be cautious while driving in adverse weather. For more information on winter driving, the association offers the How to Go on Ice and Snow brochure, available through most AAA offices. Contact your local AAA representative for more information.AAA recommends the following winter driving tips:Avoid driving while you're fatigued. Getting the proper amount of rest before taking on winter weather tasks reduces driving risks.Never warm up a vehicle in an enclosed area, such as a garage.Make certain your tires are properly inflated.Never mix radial tires with other tire types.Keep your gas tank at least half full to avoid gas line freeze-up.If possible, avoid using your parking brake in cold, rainy and snowy weather.Do not use cruise control when driving on any slippery surface (wet, ice, sand).Always look and steer where you want to go.Use your seat belt every time you get into your vehicle.Tips for long-distance winter trips:Watch weather reports prior to a long-distance drive or before driving in isolated areas. Delay trips when especially bad weather is expected. If you must leave, let others know your route, destination and estimated time of arrival.Always make sure your vehicle is in peak operating condition by having it inspected by a AAA Approved Auto Repair facility.Keep at least half a tank of gasoline in your vehicle at all times.Pack a cellular telephone with your local AAA's telephone number, plus blankets, gloves, hats, food, water and any needed medication in your vehicle.If you become snow-bound, stay with your vehicle. It provides temporary shelter and makes it easier for rescuers to locate you.Don't try to walk in a severe storm. It's easy to lose sight of your vehicle in blowing snow and become lost.Don't over exert yourself if you try to push or dig your vehicle out of the snow.Tie a brightly colored cloth to the antenna or place a cloth at the top of a rolled up window to signal distress. At night, keep the dome light on if possible. It only uses a small amount of electricity and will make it easier for rescuers to find you.Make sure the exhaust pipe isn't clogged with snow, ice or mud. A blocked exhaust could cause deadly carbon monoxide gas to leak into the passenger compartment with the engine running.Use whatever is available to insulate your body from the cold. This could include floor mats, newspapers or paper maps.If possible run the engine and heater just long enough to remove the chill and to conserve gasoline.Tips for driving in the snow:Accelerate and decelerate slowly. Applying the gas slowly to accelerate is the best method for regaining traction and avoiding skids.Don't try to get moving in a hurry. And take time to slow down for a stoplight.Remember: It takes longer to slow down on icy roads.Drive slowly. Everything takes longer on snow-covered roads. Accelerating, stopping, turning - nothing happens as quickly as on dry pavement. Give yourself time to maneuver by driving slowly.The normal dry pavement following distance of three to four seconds should be increased to eight to ten seconds. This increased margin of safety will provide the longer distance needed if you have to stop.Know your brakes. Whether you have antilock brakes or not, the best way to stop is threshold breaking. Keep the heel of your foot on the floor and use the ball of your foot to apply firm, steady pressure on the brake pedal.Don't stop if you can avoid it. There's a big difference in the amount of inertia it takes to start moving from a full stop versus how much it takes to get moving while still rolling. If you can slow down enough to keep rolling until a traffic light changes, do it.Don't power up hills. Applying extra gas on snow-covered roads just starts your wheels spinning.Try to get a little inertia going before you reach the hill and let that inertia carry you to the top.As you reach the crest of the hill, reduce your speed and proceed down hill as slowly as possible.Don't stop going up a hill. There's nothing worse than trying to get moving up a hill on an icy road. Get some inertia going on a flat roadway before you take on the hill.Stay home. If you really don't have to go out, don't. Even if you can drive well in the snow, not everyone else can. Don't tempt fate: If you don't have somewhere you have to be, watch the snow from indoors.Here are some items you should have in your car• Bag of abrasive material (sand, salt or cat litter)• Ice scraper• Cloth or paper towels• Small snow shovel• Booster cables• Snow brush• Blanket• Traction mats• Warning flares or triangles• Flashlight• Window-washing solvent• Cellular phone• Gloves or mittensI just got back from the Havasupai Reservation. Hualapai Indian Road 18 across the Reservation wasn't plowed but was opened by a couple of big ranch trucks creating a single-lane, double-wide track that I could follow in my 4WD truck.

I’ll give you four, in the order that I owned them. The first three were as a teen-ager. I took one of them on a cross-country road-trip, alone, across the desert US west (Wyoming, Utah, Arizona) in the summer (yeah, a very foolish 17-year-old in the ‘70s).The first was a ’62 Chevrolet Corvair 95 Loadside pickup. “95” was it’s name because it had a 95″ wheelbase (the Corvair car had a 108″ wheelbase.For those that don’t know, the Corvair had a rear-mounted (behind the rear wheels) aluminum six’cylinder air-cooled engine (like a Volkswagen or Porsche).Typical Corvair engine in an early passenger car. It had two carburetors, one for each bank of cylinders (the one on the right is under the spare tire), and NO emission control equipment, except for a PCV (Positive Crankcase Ventilation) valve. The fan at the top pushed cooling air into a sealed engine enclosure around cylinders with individual cooling fins. It was exhausted out the bottom through two thermostat-controlled doors, which failed fully open (one door for each bank. The top was sealed from the bottom with a rubber gasket between the engine and the body. The spark-plug wires also had air seals. Unlike Volkswagen (which used heat-exchangers around the exhaust pipes), normal passenger heat was vented cooling air. Or (like in my pickup) there was an optional gasoline heater in the front.First Turbo Corvair engine (car was a Corvair Spyder). This was the first stock American turbo car (Olsmobile had one at about the same time). There were NO electronic controls. Boost was limited by the physical size of the turbo and design of the intake. Looking at the picture, intake air goes into a side-draft Carter carburetor, through the turbo, and then into the two intake ports that had two Rochester carbs on the naturally-aspirated engines. The turbine is fed from below (see the exhaust pipe ?). The chrome heat-shield protects the spare tire (supposedly). The heads have specially-designed exhaust valves to flow more exhaust to the turbo. Detonation under boost is mechanically controlled with a pressure-controlled ignition retard (naturally-aspirated cars of that era had a vacuum-advance. Later cars had a vacuum advance/retard mechanism for emission control.)A stock high-performance engine. the two extra carburetors act like the manual secondaries on a four-barrel Holly carb, with no chokes. The heads have larger valves with stronger valve seats.It (and two versions of van) was patterned after the VW mini-van.It was called a “loadside” because the other 95 pickup was a “rampside” that had a lowerable ramp on the right side, between the rear wheels and the cab.Rampside.Loadside.Because the engine was in the back, there was less cargo room. The big problem is that if you had any cargo above the engine, you couldn’t reach the engine if it broke down.This access door was above the rear bumper, below the tailgate, which allowed you to check the oil and add more, while loaded. The black funnel with chrome cap is on the right. There was a dip-stick attached to the chrome cap.The Bell companies (telephone monopoly before the AT&T break-up) bought many rampsides because a telephone line spool would easily roll up the ramp and fit.One feature I really liked was the fabulous visibility.Look at the angle of the wheel. It doesn’t need power steering, because there’s no engine weight on the front wheels. The angle makes turning the wheel easier and, if you’re stopped in traffic, leaning onto the wheel is pretty comfortable.The safety-conscious always prattle about getting injured in a collision. I believed it until I saw a photo of one that had run straight into a telephone pole. Looking at the outside, the bumper was squished in, and there was lots of damage to the front up towards the windshield. You would expect lots of damage on the inside, too, right?Wrong. There was NO visible damage on the inside. NONE. I wouldn’t worry much.Mine had a three-speed manual. You could also get an automatic transmission (Powerglide 2-speed). I bought a Rampside with an automatic later. The only problem with those was there was no “Park” position. Just Neutral. So, you HAD to have a working parking brake, or the truck would wander around after you left (kinda like a loose cat).Eventually, it blew a head gasket (I modified the timing advance mechanism and mis-adjusted it). I didn’t have the tools or money to fix it, so I traded it for the NEXT car I REALLY liked!A 1963 Pontiac Grand Prix. You could call it the luxury father of a Pontiac GTO muscle car.Note the stock 8-bolt wheels.For comparison, this is a ’65 GTO.The stock engine was the 389 police-interceptor engine, 10.5:1 compression, and a Carter 4-barrel carb. Yes, it REQUIRED Premium high-octane fuel, or it would destroy itself with pre-ignition. I modified my carb (the secondaries were mechanical, but had an extra set of vacuum-operated butterflies, for better fuel economy). I removed them, so I had nearly instant power. DANG that thing was thirsty! This was in the middle of the first OPEC gas crisis, so fuel economy was getting important. But, as a 16-year-old hot-rodder, I didn’t care.Optional engines were a 421-SD with a 4-barrel carb, or a 389 or 421-SD TriPower (three Rochester 2-barrel carbs). Here’s a 389 tri-power.Transmissions were either a Hydramatic 3-speed automatic, very different from the later, common Turbo-Hydramatic TH-350 or TH-400 used on later muscle-cars, or a Muncy 4-speed. The Hydramatic transmission had the infamous, STUPID, shift pattern of P-N-D-2-L-R. See where ‘R’ is? Right next to “L”, right. Which means that if you are down-shifting in a hurry, there’s a good chance of skipping “L” and going into “R” by mistake. OUCH!!! They correctly changed it for the TH series, to P-R-N-D-2-L. It also had a bad habit of suddenly shifting to neutral. It did it to me, once, during a full-throttle run down a freeway un-ramp. Before I had a chance to take my foot off the gas, it over-revved and threw a rod.This car came with standard bucket seats and a center console (another industry first!). The console included a large vacuum gauge in the middle. For the 4-speed, they added a tach to the left of the speedometer, next to the wing window. The dashboard layout included three small round gauges in the center, above the console and radio, unless it had air conditioning (very rare in the ‘60s). Then, two of the three gauges were replaced with an AC vent, and the temperature gauge was put next to the speedometer, on the right (looking just like the fuel gauge to the left). If it was a 4-speed, two of the gauges were moved to the console, instaed of the vacuum gauge. For an automatic, you could optionally order a tach for the left side.The heater/AC controls were to the left of the radio, hard for the passenger to reach. As they used to say, “The heater belongs to the driver.” There were no stereo radios in cars then, But this one had another radio speaker in the back, in the back cushion between the passengers, above a fold-down arm rest. This was stock. A mono FM radio was optional. Like I said, this was a luxury muscle-car.There were no head-rests, because they weren’t required by the government until ‘68.Options included a power driver’s seat, power windows and power door locks. With power windows, the wing windows were still manual, with a hand-crank (which, itself, was a luxury feature. Most wing windows had to be moved by hand.When I sat down the first time, I remember one thing. HOOD!!! It was humongous!But, for a large American car of the period, it handled great! Especially since it had radial tires, instead of the standard bias-ply with inner tubes.I loved driving it, when I could afford the gas.I sold it after it threw a rod, to a cousin who was Army active-duty.The next summer, I bought my third “favorite” car, from an uncle in Utah. At the time, I was working a summer job in Wyoming, working at the same Junior High school I attended in the 8th grade. The boss was the same jerk vice principle. I assisted the janitor cleaning the classrooms and hallways. Lots of old chewing gum under the desks, and all sort of doodles and stuff on the insides.My uncle found two junk cars in the desert, and put the pieces together for one running car. It started-out as a 1948 Chrysler Windsor sedan.The rear bodies of both were trash, so he converted it into a pickup. If I remember correctly, it had the bed of a Ford and the rear fenders of a Chevy. He used thin metal to form a cab, put the gas tank under the front of the bed, and made a rear window out of plexiglass. It was UG-LY! But kinda endearing, too. It looked a lot like an old Studebaker pickup, like this.It had an inline flathead six engine, a fluid coupling/clutch and three speed manual.It ran very well. I bought it for $100. In June ‘75, I took a Greyhound bus from Cody WY to Ogden UT, bought the truck, and started my road trip. I drove it to Mesa AZ (an old friend’s house), and the only trouble was a sudden flat tire (it had 16.5″ split-rim wheels that didn’t hold pressure very well). I had two spares (one on each side, between the cab and rear wheels. I also ran out of gas, twice. The first, while on the Navajo Indian Reservation, I was driving overnight, and the gas station I came to was closed until 8:00. I didn’t want to wait, so I headed for the next one. After I crested a big hill, I saw the gas station in the distance. That’s when the engine started to sputter. I sped up as fast as I could before it died, and coasted to the gas pumps!The second time, I ran out just before the crest of the last mountain range before the valley Mesa was in. Unfortunately, I ran out of money at the same time. I was able to get a ride from the Arizona version of the State Patrol to the next gas station, where I called my friend.I stayed there for a while, then (after getting some money) I headed back to Cody. I got there on the 4th of July. I worked a while longer, then headed home to Tacoma WA, via Yellowstone National Park. In the process, I had two more flat tires (traded them for 15″ standard rim from my uncle), accidentally destroyed the emergency brake (it’s on the transmission tail-shaft), had complete brake failure in Salt Lake City on a Sunday (the whole city was closed), and had a major oil leak through the engine rear main oil seal.About six weeks after arriving home in Tacoma, the oil seal opened completely, dumped a bunch of oil, and the lack of oil caused the engine to seize.It was fun to drive, but darned uncomfortable in the heat of AZ UT and WY. There was a large hole in the firewall that let all the heat from the flathead engine jump inside.It had a really nice stock AM (tube) radio.The big grill hid a VERY good speaker. It was a Windsor, so it had the best radio of the era.NOW, my absolutely FAVORITE car, EVER. I bought it new, in 1986, without taking it for a test drive.1986 Dodge Daytona Turbo-Z with T-Tops. It had EVERY option except for power door locks, electronic navigator, and lift-gate window wiper. It was special-ordered (not by me) and then refused by the man who ordered it.Mine was not a C/S (Carrol Shelby), but the interior was the same. Mine also had black fuzzy dice. The back seats fold down, and there was an optional tonneau cover. There was also a pair of sun visors in the back, for the passengers to shield the backs of their necks from the sun.It had a nice, full dashboard.The 6-way power seat was extraordinary, and included a pump-up lumbar support (hand pump like a blood-pressure cuff). It was one of the reasons I bought it, because it made it possible for my 4′9″ wife to drive without a slew of pillows. Later, while reading a car-magazine review, the author said it was the best stock seat he had ever sat in, better than many after-market seats.It had a 5-speed transmission, and a turbo 2.2l 4-cyl engine.Later reports I read said the turbo had lots of problems, but mine never did. One of it’s features was that the turbo bearings were water-cooled, rather than relying on just the oil to keep things cool.The primary reason I instantly liked the car? It was because of the problems I alway had with my previous car, a 1983 Honda Civic with the 1.5l CVCC engine. Changing the oil filter was a royal bitch, and I did all of my own maintenance and repair. The Navy base I was on had a fantastic auto hobby shop, and so did the nearby Air Force Base.So, when I popped the hood the first time, what was the first thing I saw? An OIL FILTER!. Right out there in the open! The only person who couldn’t change it, easily, would be a paraplegic!That’s the white thing under the radiator hose. This pic of one doesn’t have an AC compressor. Here’s a pic of one that does, but the oil filter is harder to see.The only mechanical failing I experienced was a water pump that fails. I had two failures. The 2nd time, unfortunately, was when my wife was driving, alone. She’s one of those people who don’t understand anything about cars, including what the gauges and indicator lights mean. The only thing she understands are the speedometer and the fuel gauge.So, she drove it home hot. Very hot. Really, really, REALLY hot!“There’s something wrong with the car!” “What?” “I don’t know, but it won’t go up into the driveway, and it smells AW-ful!”I went out the door, and I could smell it nearly 100′ away! Coolant. Hot coolant. Really, really REALY HOT coolant!Naturally, the engine wouldn’t start, so she helped me push it off the street.Then, I sat her down in the driver’s seat, and turned the ignition on. Thus starts the lesson. I’m going from 30-year-old memory, and it might not match other times I’ve told this story, including here, on Quora.“Look at that gauge, that has “C” and “H”. See the symbol? It looks like a thermometer, doesn’t it? ““Yeah”“That’s the engine temperature gauge. ‘C’ means it’s cold, ‘H’ means it’s hot. After it warms up, the needle is usually somewhere in the middle.”“OK”“When it starts creeping up, the engine is getting too hot, and you need to start worrying, and get home. If it get’s close to the ‘H’ you need to pull over and let it cool down.”“OK”“See that bright red light in the corner?” “What does it look like”“I don’t know!!!” (Yeah, she’s getting exasperated)“Doesn’t it look like a thermometer?”“I guess so.”“When it comes on, it means the engine is really really hot.”“OK”“When it comes on, you need to pull over immediately and call for help. See the CB radio? My REACT Team will here you on channel nine, and reply. We have good coverage, and it might even be me. OK?”“I guess so.” “Are you mad at me?”“No.” “After it cools off, I’ll see if it’s been damaged.”“OK.”A couple of hours later, I went back and removed the radiator cap. The water was brown. Oh, oh. Oil in the water? Then I checked the oil. It was brown. Oh, oh. Water in the oil. Blown head gasket? Probably. It wouldn’t start. Definitely.The water pump failed again. That was recoverable. Driving 25 miles without a water pump? Not so much.I rented a tow bar and pickup from the Auto Hobby Shop, and took the car to the ER. After I removed and examined the top end, is saw the heat heat had warped the aluminum head. The watery oil and excess heat trashed the cam and cam bearings. The pistons and rings looked ok. I inspected the bottom end, and the crank and rod bearings looked ok.After stripping and cleaning the head, a machine shop was able to mill the head straight again. Milling the head increased my compression ratio a little (break my hot-rodding heart!). I perused the Direct Connection Catalog (Chrysler’s high-performance parts catalog) and bought a purple cam (better-than-stock cam, designed for street/track performance).It took me about three weeks of work, two hours a day, M-F, six on Sat/Sun, with loads of advice from the hobby shop people.When I started it the first time, it RAN! WELL! This was the first time I had ever done more than rebuild a 4-barrel carb, and I did it all right!I don’t have any comparison numbers, but it felt like it performed better, and it never got warm under extended boost (it did, before.I took it on a one-week road trip, pulling a travel trailer (rented) like this.I drove it under continuous 7–1/2 pounds of boost (about 70 MPH) for six hours, only stopping for gas and to stretch, and the engine temperature only went up slightly.I kept the car for a bit over seven years, 145,000 miles without leaving the state (WA), and I lived less than two miles from work (Navy Housing). The main reason I sold it was for insurance and driving temptation reasons (I couldn’t afford it any more, economically, because I wasn’t in the Navy any more.)It scooted around corners (no oversteer, because it was FWD) and had phenomenal pick-up. I’m sorry I sold it.

Another civilian clueless as to what the U.S. military does.Take a look at the some of job offers just for the Navy. Granted not all military jobs will cross to a civilian job.InsigniaGeneral ratingAbbreviationService ratingAbbreviationAviation boatswain's mateAB[I](Launching & Recovery)(Fuels)(Aircraft Handling)ABEABFABHAviation Boatswain's Mates are responsible for aircraft catapults, arresting gear and barricades. They operate fuel and lube oil transfer systems, as well as direct aircraft on the flight deck and in hangar bays before launch and after recovery. They use tow tractors to position planes and operate support equipment used to start aircraft.[15]Air traffic controllerACAir traffic controllers assist with the speedy flow of air traffic by directing and controlling aircraft. They operate field lighting systems and communicate with aircraft. They furnish pilots with information regarding traffic, navigation, and weather conditions, as well as operate and adjust ground-controlled approach (GCA) systems and interpret targets on radar screens and plot aircraft positions.[15]Air traffic controllerACAir traffic controllers assist with the speedy flow of air traffic by directing and controlling aircraft. They operate field lighting systems and communicate with aircraft. They furnish pilots with information regarding traffic, navigation, and weather conditions, as well as operate and adjust ground-controlled approach (GCA) systems and interpret targets on radar screens and plot aircraft positions.[15]Aviation machinist's mateAD[II]Aviation machinist's mates are usually assigned to billets concerned with the maintenance of turbo-jet aircraft engines and associated equipment. They are responsible for the maintenance and replacement of aircraft engines and accessories, as well as performing the duties of flight engineers.[15]Aviation Electrician's MateAE[III]Aviation Electrician's Mates are responsible for aircraft electrical power generating and converting systems. They maintain lighting, control, and indicating systems and can install as well as maintain flight and engine instrument systems.[15]Aerographer's mateAGAerographer's mates are the U.S. Navy's weather forecasters. They are trained in meteorology and the use of aerological instruments that monitor air pressure, temperature, humidity, wind speed, and direction. They prepare weather maps and forecasts and can analyze atmospheric conditions to determine the best flight levels for aircraft. An AG can measure wind and air density to aid the accuracy of anti-aircraft firing, shore bombardment and delivery of weapons by aircraft.[15]Aviation structural mechanicAM[II](Safety Equipment)(Hydraulics and Structures)AMEAMAviation structural mechanics are responsible for the maintenance of many aircraft parts such as wings, fuselage, tail, control surfaces, landing gear, and hydraulic systems. AME's maintain and repair oxygen, cockpit and cabin pressurization, and ejection seat systems.[15]Aviation ordnancemanAOAviation ordnancemen operate and handle aviation ordnance equipment. They are responsible for the maintenance of guns, bombs, torpedoes, rockets, and missiles. Their duties include the stowing, issuing, and loading of munitions and small arms.[15]Aviation support equipment technicianASAviation support equipment technicians perform intermediate maintenance on aviation accessory equipment at naval air stations and aboard aircraft carriers. They maintain gasoline and diesel engines, gas turbine compressor units and electrical systems.[15]Aviation electronics technicianAT[III]Aviation electronics technicians are responsible for the maintenance of radars, avionics, and navigation systems at all times. They do checks on equipment, and calibration of many aviation electronics systems on a regular basis.[15]Naval aircrewmanAW(Operator)(Mechanical)(Avionics)(Helicopter)(Tactical Helicopter)AWOAWFAWVAWSAWRNaval aircrewman operate airborne radar and electronic equipment used in detecting, locating, and tracking submarines. They provide information for aircraft and surface navigation and act as helicopter-rescue crewmen, and function as part of the flight crew on long-range and intermediate-range aircraft. Beginning in 2009, other enlisted aviation ratings that perform flight engineer or loadmaster duties in Navy aircraft will convert to the AW rating.[15]Aviation maintenance administrationmanAZAviation maintenance administrationmen perform clerical, administrative, and managerial duties necessary to keep aircraft maintenance activities running smoothly. They schedule and coordinated the maintenance workload, including inspections and modifications to aircraft and equipment.[15]Aircrew survival equipmentmanPRAircrew survival equipmentmen are responsible for the packing and care of parachutes. They maintain flight clothing, rubber life rafts, life jackets, oxygen-breathing apparatus, protective clothing, and air-sea rescue equipment.[15]The abbreviation comes from the former official title (still used informally) of parachute rigger.[16]Notes[edit]I^ : ABE, ABF, and ABH combine at paygrade E-9 to the rate of Master chief aviation boatswain's mate (ABCM).[17]II^ : AM, AME, and AD combine at paygrade E-9 to the rate of Master chief aircraft maintenanceman (AFCM).III^ : AE and AT combine at paygrade E-9 to the rate of Master chief avionics technician (AVCM).IV^ : 2009 AW rating merged with all other aircrew NEC's and changed their title from aviation warfare system operators to naval aircrewman.Construction ratings[edit]InsigniaGeneral ratingAbbreviationService ratingAbbreviationBuilderBU[I]Navy builders are like civilian construction workers. They are skilled carpenters, plasterers, roofers, cement finishers, asphalt workers, masons, and painters. They build and repair all types of structures including: piers, bridges, towers, schools, offices, houses, and other buildings.[15]Construction electricianCE[II]Construction electricians are responsible for the power production and electrical work required to build and operate airfields, roads, barracks, and hospitals. The work of a CE is equivalent to civilian construction electricians, telephone and electrical repairmen, lineman, and others.[15]Construction mechanicCM[III]Construction mechanics maintain many types of construction machinery including; buses, dump trucks, bulldozers, rollers, cranes, backhoes, and pile drivers. They work on gasoline and diesel engines and transmissions. They also repair electrical, hydraulic, pneumatic and steering systems.[15]Engineering aideEA[I]Engineering aides provide construction engineers with information needed to develop final construction plans. They conduct surveys for roads, airfields, buildings, etc. They perform soil tests, prepare topographic and hydrographic maps. They also survey for sewers, water lines, drainage systems and underwater excavations.[15]Equipment operatorEO[III]Equipment operators work with heavy machinery such as bulldozers, power shovels, pile drivers, etc. They use this machinery to dig ditches, excavate for building foundations, break up old concrete or asphalt paving and pour new paving. They grade and remove debris from construction sites, raise girders, and move and set in place other pieces of equipment or materials needed for the job.[15]SteelworkerSW[I]Steelworkers rig and operate all special equipment used to move or hoist structural steel, structural shapes and similar material. They erect and dismantle steel bridges, piers, buildings, storage tanks, etc. They work with steel shapes, plates and built-up sections used in the construction of overseas facilities. They are skilled in arc welding, MIG welding, TIG welding, and gas welding.[15]UtilitiesmanUT[II]Utilitiesmen supervise and perform tasks involved in the installation and maintenance of plumbing, steam, compressed air and fuel storage and distribution systems. They maintain air conditioning and refrigeration equipment, as well as sewage collecting and disposal facilities.[15]Notes[edit]I^ : BU, EA, and SW combine, as follows:at paygrade E-8 to the rating of Senior chief constructionman (CUCS)at paygrade E-9 to the rating of Master chief constructionman (CUCM).[18]II^ : CE and UT combine at paygrade E-9 to the rating of Master chief utilitiesman (UCCM).[18]III^ : CM and EO combine at paygrade E-9 to the rating of Master chief equipmentman (EQCM).[18]Medical[edit]InsigniaGeneral ratingAbbreviationService ratingAbbreviationHospital corpsmanHMHospital corpsmen are medical professionals who provide health care to service people and their families. They serve as pharmacy technicians, medical technicians, nurse's aides, physician's or dentist's assistants, battlefield medics, and more. All work falls into several categories: first aid and minor surgery, patient transportation, patient care, prescriptions and laboratory work, food service inspections, and clerical duties.[15]Administration, deck, technical, and weapons specialty ratings[edit]InsigniaGeneral ratingAbbreviationService ratingAbbreviationBoatswain's mateBMBoatswain's mates train and supervise personnel in all activities relating to marlinspike, deck, and boat seamanship, and oversee the maintenance of the ship's external structure and deck equipment. They act as petty officers in charge of small craft and may perform duties as master-at-arms, serve in or take charge of gun crews, and damage control parties.Boatswain's mates are also responsible for the "deck side" watch. In port, three of the crew are on deck watch 24/7 (in hazardous areas such as war zones there are more than three, depending on ship's size). They are the Officer of the Deck, Boatswain's Mate of the watch, and Messenger of the Watch (usually a Seaman or Seaman Apprentice). They are stationed very close to the gangway and monitor all the comings and goings of persons to and from the ship. At sea the boatswain's mate of the watch is within ear shot of the conning officer (on the bridge). The boatswain's mate of the watch supervises the rest of the enlisted watch standers on deck. They include helmsman, messenger of the watch, and all the look outs. In port or at sea the boatswain's mate of the watch is charged with the responsibility of making all announcements to the crew; everything from chow call to general quarters (battle stations).[15]Culinary specialistCS(Surface)(Subsurface)CSCSSCulinary specialists prepare menus and order food items. They operate galley and dining facilities, manage large facilities, keep records for food supplies and financial budgets, and can even serve as flight attendant aircrewmen. They can also serve as a personal food service specialist, household/estate manager or chef for an admiral, the First Family, President of the United States at Camp David and the White House, to the Vice President at Number One Observatory Circle or for a commanding officer aboard ship or at shore bases. Ashore, Culinary Specialists often manage and maintain clubs, TAD hotels and Permanent Party naval barracks.[19]Cryptologic technicianCT[I](Interpretive)(Maintenance)(Networks)(Collection)(Technical)CTICTMCTNCTRCTTCryptologic technicians control the flow of messages and information and also conduct electronic warfare. Their work depends on their specific branch: CTAs or administration cryptologic technicians (as of 01 OCT 07 CTA merged with the YN rating) perform administrative and clerical duties that control access to classified material. CTIs or interpretive cryptologic technicians handle radiotelephone communications and foreign language translation. CTMs or maintenance cryptologic technicians maintain electronic and electromechanical equipment. CTNs or networking cryptologic technicians handle computer communication. CTRs or collection cryptologic technicians handle all Morse code communications and operate radio direction-finding equipment. Finally, CTTs or technical cryptologic technicians deal with electronic warfare. CTTs are the first line of defense against inbound threats and anti-ship missiles. They also collect, analyze, and provide electronic intelligence support to commands throughout the world.[15]Explosive ordnance disposalEODExplosive ordnance disposal technicians locate, identify, render safe and dispose of all forms of ordnance (conventional, nuclear, chemical, biological, military, and improvised) both U.S. and foreign made. Parachute or Helicopter insertion and deep-sea diving capabilities are sometimes necessary to perform this mission. In addition to working closely with other military services, EOD technicians occasionally assist civilian law enforcement agencies.[20]Electronics technicianETSurfaceNuclear PowerSubmarine, NavigationSubmarine, CommunicationsETETN[21]ETV[21]ETR[21]Electronics technicians are responsible for electronic equipment used to send and receive messages, detect enemy planes and ships, and determine target distances. They maintain, repair, and calibrate all electronic equipment used for communications, detection tracking, identification, and navigation. Specially qualified electronics technicians are employed onboard nuclear-powered ships to operate the nuclear reactor and maintain its control subsystems.[15]Fire controlmanFCConventionalNon-Conventional (Aegis)FCFCAFire controlmen (FC's) maintain the control mechanism used in weapons systems on combat ships. Complex electronic, electrical and hydraulic equipment is required to ensure the accuracy of Navy guided-missile and surface gunfire-control systems. They are responsible for the operation, routine care and repair of this equipment, which includes radars, computers, weapons direction equipment, target designation systems, gyroscopes and rangefinders.[15]Fire controlman - Aegis (FCA's) maintain the Aegis Combat System, an integrated naval weapons system on the Ticonderoga-class cruiser and the Arleigh Burke-class destroyer.Fire control technicianFTFire control technicians maintain the electronic equipment used in submarine weapons systems. They are responsible for the operation and maintenance of the complex electronic, electrical and mechanical equipment required to ensure the accuracy of Navy guided-missile systems and underwater weapons. They are responsible for ship safety by recognizing and analyzing data from several critical systems including sonar, radar, periscope, radio, and torpedo inputs.[15]Gunner's mateGMGunner's mates operate and maintain all gunnery equipment, guided-missile launching systems, rocket launchers, guns, turrets, and associated equipment. They repair electrical, electronic, hydraulic and mechanical systems, and make detailed casualty analysis. They test ammunition, missiles and their ordnance components. GMs train and supervise personnel in the handling and stowage of ammunition, missiles, and assigned ordnance equipment.[15]Intelligence specialistISIntelligence specialists are involved in collecting and interpreting intelligence especially secret information about enemies or potential enemies. They analyze photographs and prepare charts, maps, and reports that describe in detail the strategic situation all over the world.[15]Information systems technician (Surface)Information Systems Technician Submarines (Submarine)IT[II]ITSInformation systems technicians design, install, operate, and maintain state-of-the-art informations systems. This technology includes local and wide area networks, mainframe, mini and microcomputer systems and associated peripheral devices. They also write programs to handle the collection, manipulation and distribution of data for a wide variety of applications and requirements. They perform the functions of a computer system analyst, operate telecommunications systems including automated networks and the full spectrum of data links and circuits.[22]LegalmanLNLegalmen are the Navy's paralegals. They assist Staff Judge Advocates in the proper administration of military justice and administrative law, such as courts-martial, nonjudicial punishment, and administrative separation. They work in Region Legal Service Offices (RLSO), Defense Service Offices, aboard aircraft carriers and large amphibious ships, and at various independent duty locations. Legalmen assist service members, retirees, and their family members with powers of attorney, wills, tax returns, voter registration procedures, immigration and customs regulations, Social Security regulations, and veterans' benefits.[15]Logistics specialistLS(Surface)(Subsurface)LSLSSLogistics specialists manage inventories and issuance of repair parts/general supplies and specialized supplies (e.g., personal flight gear for naval aircrews or specialized combat equipment for Navy SEALs or Naval Military Construction Battalion "Seabees"), as well as distribute mail for naval ships, submarines, aviation squadrons, and shore-based activities. They procure, receive, store and issue material and repair selected components. They utilize financial accounting and database systems to perform inventory and financial management functions. Additionally, they sort and distribute all official and personal mail, manage money order and stamp inventories, and maintain financial and inventory reports.[15]Master-at-armsMAMasters-at-arms uphold law and order aboard ships, shore stations, control access to naval installations, and deploy overseas with expeditionary forces and squadrons performing antiterrorism/force protection (AT/FP) duties. The basic duty of an MA is to enforce rules and regulations, maintain good order and discipline, and protect life and property. Some other duties include conducting criminal investigations, personal protective services, take part in correctional and rehabilitative programs, military working dog (MWD) handlers, small arms instruction, lethal and non-lethal weapons training, and organize and train sailors assigned to shore patrol police duty. Their equivalents in the civilian world are detectives, security guards, and policemen.[15]Mass communication specialistMCMass communication specialists are public affairs and visual information experts. They present the U.S. Navy story to audiences in the Navy and to the rest of the world through a variety of media. Mass communication specialists write and produce print and broadcast journalism, news, and feature stories for military and civilian newspapers, magazines, television and radio broadcast stations. They record still and video photography of military operations, exercises, and other Navy events.[15]MinemanMNMinemen test, maintain, and repair mines and their components. They are responsible for assembling, testing, and delivering mines to the planting agent. They maintain minehandling and minelaying equipment.[15]At sea, minemen primarily man Avenger Class mine countermeasures ships as well the new Independence Class littoral combat ships as a part of the MCM module. Their duties at sea include but are not limited to: operating mine hunting sonar, operating remote controlled submersibles in prosecuting mine-like contacts, rigging and deploying minesweeping gear as well as standing normal underway deck and combat information center watches.[23]Missile technicianMTMissile technicians operate and maintain the UGM-133 Trident II D5 missile Strategic Weapon System (SWS) carried aboard ballistic missile submarines and at strategic weapons facilities. Missile technicians operate and maintain electronic, mechanical, hydraulic and pneumatic strategic weapon subsystems, test and operate the MK98 fire-control system and MK 6 guidance system, perform classified targeting operations, and provide physical security to nuclear weapon systems.[15]MusicianMUMusicians play in official Navy bands and special groups such as jazz bands, dance bands and small ensembles. They give concerts and provide music for military ceremonies, religious services, parades, receptions and dances. Official unit bands usually do not include stringed instruments, but each musician must be able to play at least one brass, woodwind or percussion instrument. Sailors are selected for this rating through auditions.[15]Navy counselorNC(Career)(Recruiter)NC(C)NC(R)Navy counselors offer vocational guidance to Navy personnel — individually and in groups — aboard ships and at shore facilities. They assess the interests, aptitudes, abilities and personalities of individuals and assist them in reaching their full potential. They are responsible directly to the command triumvirate (CO, XO, CMC) and report on many items such as retention, attrition, advancement, testing and various other facets of the career development program. Additionally, it is their keen eye and attention to detail that ensure personnel throughout the command are updated on current Navy policies in regards to career management, off duty education and administrative procedures, among various other responsibilities.[15]Operations specialistOSOperations specialists operate radar, navigation and communications equipment in the shipboard combat information centers (CICs) or bridges. They detect and track ships, planes, and missiles. They operate and maintain identification friend or foe (IFF) systems, electronic countermeasures (ECM) equipment and radio-telephones.[15]They control and assist aircraft.Personnel specialistPSPersonnel specialists provide enlisted personnel with information and counseling about Navy jobs, opportunities for general education and training, and promotion requirements. They assist enlisted members' families with legal aid or reassignments in hardship situations. Personnel Specialists keep records up to date, prepare reports, type letters and maintain files.[15]QuartermasterQM[III]Quartermasters assist the navigator and officer of the deck (OOD), steer the ship, take radar bearings and ranges, make depth soundings and celestial observations, plot courses and command small craft.[15]Religious program specialistRPReligious program specialists assist Navy chaplains with administrative and budgetary tasks. They serve as custodians of chapel funds, keep religious documents and stay in contact with religious and community agencies. They prepare devotional and religious educational materials, set up volunteer programs, operate shipboard libraries, supervise chaplains' offices and perform administrative, clerical and secretarial duties. They train personnel in religious programs and publicize religious activities.[15]Special warfare boat operatorSBSpecial warfare boat operators (SWCC - special warfare combatant-craft crewmen) drive fast speedboats down narrow, winding rivers, or the open ocean while performing high speed, medium range, or all weather insertion/extraction of special operations forces. They participate in maritime interdiction operations, tactical swimmer operations, intelligence collection, operation deception, and coastal patrol.[24]Retail Services SpecialistRSRetail Services Specialists manage barber shops, tailor shops, ships' uniform stores, laundries, dry cleaning plants and cobbler shops. They serve as clerks in exchanges, gas stations, warehouses, and commissary stores. Some RSs function as Navy club managers.[25][26]Special warfare operatorSOSpecial warfare operators are Navy SEALs, which are the Navy's primary unconventional warfare units that conduct warfare at SEa, in the Air, and on Land (SEAL). A SEAL's core skills consist of: sniper, breacher, communicator, maritime/engineering, close air support, corpsman, driver, navigator (rural/urban/protective security), heavy weapons operator, sensitive site exploitation, air operations (parachuting/helicopter insertion, etc.), climber, interrogator, technical surveillance, and advanced special operations. SEALs oversee ocean-borne mine disposal, carry out direct action raids against military targets, conduct reconnaissance, and secure beachheads for invading amphibious forces.[24]Sonar technicianST(Surface)(Subsurface)STGSTSSonar technicians are responsible for underwater surveillance. They assist in safe navigation and aid in search and rescue and attack operations. They operate and repair sonar equipment and jam enemy sonars. Sonar Technicians operate, maintain and repair sonar systems, antisubmarine warfare fire control equipment and other various equipment associated with underwater detection, counter-detection, warfare and communications.[15]YeomanYN(Surface)(Subsurface)YNYNSYeomen perform administrative and clerical work. They deal with visitors, coordinate worldwide travel, submit passport applications, telephone calls and incoming mail, and assist various ships, squadrons, staff commands, and special warfare teams around the world with administrative tasks. They write and type business and social letters, notices, directives, forms and reports.[15]Notes[edit]I^ : Cryptologic technician now includes former rating of electronic warfare technician (EW).[27]II^ : Information systems technician now includes former rating of cryptologic technician – communications (CTO).[27]III^ : Quartermaster QM now exists as electronics technician (navigation) ETV on submarines.[27]Engineering and hull ratings[edit]InsigniaGeneral ratingAbbreviationService ratingAbbreviationDamage controlmanDC[I]Damage controlmen perform the work necessary for damage control, ship stability, fire-fighting. They also prepare defenses against chemical, biological and radiological (CBR) warfare attacks. They instruct personnel in damage control and CBR defense and repair damage-control equipment and systems.[15]Electrician's mateEM(Nuclear)EMNElectrician's mates are responsible for the operation and repair of a ship's or station's electrical power plant and electrical equipment. They also maintain and repair power and lighting circuits, distribution switchboards, generators, motors and other electrical equipment. Specially qualified electrician's mates are employed onboard nuclear-powered ships to maintain the control subsystems in nuclear reactors.[15]EnginemanENEnginemen are responsible for internal diesel and gasoline engines. They also maintain refrigeration, air-conditioning, distilling-plant engines and compressors.[15]Gas turbine system technicianGS(Electrical)(Mechanical)GSEGSMGas turbine system technicians are responsible for all gas turbine engines. They maintain propulsion machinery, including gears, shafting and controllable pitch propellers, assigned auxiliary equipment propulsion control systems, electrical and electronic circuitry up to the printed circuit module, and alarm and warning circuitry. They handle administrative tasks related to gas turbine propulsion system operation and maintenance.[15]Hull maintenance technicianHT[I]Hull maintenance technicians are responsible for maintaining ships' hulls, fittings, piping systems and machinery. They install and maintain all shipboard and shore based plumbing and piping systems. They look after a vessel's safety and survival equipment and perform many tasks related to damage control.[15]Interior communications electricianIC[II]Interior communications electricians operate and repair electronic devices used in the ship's interior communications systems, SITE TV systems, 1MC (public address system), electronic megaphones and other announcing equipment. They are responsible for the gyrocompass systems.[15]Machinist's mateMM(Nuclear)submarine (Weapons)submarine (Auxiliary)MMNMMAMachinist's mates are responsible for the continuous operation of the many engines, compressors, gears, refrigeration, and air-conditioning equipment along with other types of machinery onboard ships and shore installations. They are responsible for the ship's steam propulsion and auxiliary equipment and the outside (deck) machinery. Specially trained and qualified machinist's mates are deployed onboard nuclear-powered ships to maintain the machinery and piping in nuclear reactors. Some nuclear machinists mates (engineering laboratory technicians) receive additional specialization in health physics and maintaining reactor chemistry.[15]Torpedoman's mateTMsubmarine (Weapons, not SLBMS)TMs are responsible for all phases of weapons loading, unloading and storage on all classes of submarines. This includes torpedoes, Tomahawk missiles and countermeasure devices. A TM works on high pressure air and hydraulic systems to maintain loading and launching capabilities for torpedo and vertical launch tubes.[28]Machinery repairmanMR[I]Machinery repairmen are skilled machine tool operators. They make replacement parts and repair or overhaul a ship's engine auxiliary equipment, such as evaporators, air compressors and pumps. They repair deck equipment, including winches, hoists, condensers, and heat exchange devices. Shipboard machinery repairmen frequently operate main propulsion machinery, besides performing machine shop and repair duties.Navy diverNDNavy divers are responsible for a wide variety of tasks like underwater ship maintenance, construction, and underwater rescue. They are assigned to Naval Special Warfare Units to provide diving technical expertise and supervisory support to all submersible operations.[29]