AFTO Form 350, the Reparable Item Processing Tag, is the two-part paper tag an Air Force maintenance technician attaches to a component removed from a weapon system for shop repair, bench check, or supply turn-in. Part I stays with the part; Part II goes to the production office. The block-by-block instructions live in Technical Order 00-20-2, Chapter 8, and the routing rules live in TO 00-20-3.
Fill it out at the bench, the moment the part comes off. Waiting invites transcription errors and missed job control numbers.
Where to Get a Blank Tag
Blank tags are stocked through base supply and are also available for download from AF e-Publishing at e-publishing.af.mil, the official repository for Air Force forms. Most shops keep a pre-printed stack on hand so a tag can be started the second a reparable component is removed. If your shop is out, contact your unit publications monitor or order through your supply activity.
Filling Out Part I at Removal
Part I captures the identification data that ties the removed component to the aircraft, the maintenance task, and the supply system. The technician who removes the part completes Blocks 1 through 14 and Block 15A at the time of removal. Block 13 gets filled in later, once a replacement demand is placed with supply.
- Block 1, JCN. The Job Control Number from the IMDS or G081 maintenance record. If more than one reparable comes off under the same JCN, every tag carries that same number.
- Block 2, Serial Number. The end-item or weapon system serial exactly as it appears on the data plate, including alpha characters, special characters, and leading zeroes.
- Block 3, TM. Type maintenance code.
- Block 3A, SRD. The Supply Reporting Designator from the REMIS SRD table in IMDS or REMIS. Use the applicable engine SRD for engine items.
- Block 4, When Disc. When Discovered Code for the phase of maintenance in which the problem was found.
- Block 5, How Malfunction. How Malfunctioned Code describing the failure.
- Block 6, MDS. Mission Design Series of the aircraft or equipment.
- Block 7, WUC. Work Unit Code for the specific subsystem or component.
- Block 8, Item Operating Time. Operating time accumulated on the removed item.
- Block 9, Qty. Quantity being processed.
- Block 10, FSC. Four-digit Federal Supply Class, which forms the first four digits of the NSN.
- Block 11, Part Number. Manufacturer’s part number of the removed component.
- Block 12, Serial Number. Serial number of the removed item itself, distinct from the end-item serial in Block 2.
- Block 13, Supply Document Number. Obtained from the supply activity when a replacement demand is submitted.
- Block 14, Discrepancy. A description of what is wrong with the item. Enough for a depot technician to understand the failure without guessing. Describe the symptom, the test that revealed it, and the suspected cause. Vague language like “failed to operate” or “internal failure” is prohibited by TO 00-20-3 on NRTS items.
- Block 15, Shop Use Only. Reserved for shop findings. If the item is NRTS, print or stamp “NRTS” here with the applicable NRTS code. Warranty items get “WARRANTY ITEM” in bold. Items enrolled in Condition Based Maintenance Plus get a “CBM+” stamp.
- Block 15A, CMD/ACT ID. Two-character owning command code, used for cryptologic equipment removed from an aircraft when no ID number appears in Block 2.
- Block 15B, Shop Action Taken. Final Action Taken Code, entered by the shop technician before the item is returned to the scheduler, or when the item is declared NRTS or condemned.
Verify every entry against the actual hardware. Check the part number against the data plate, any number stamped or stenciled on the item, and the parts catalog. A wrong serial or part number forces reprocessing and throws off stock-level reporting downstream.
Filling Out Part II in the Shop
Part II holds the administrative and scheduling data the maintenance production office uses to credit the shop for completed work. When the repair shop receives the tagged item, the technician detaches Part II along the perforation and verifies the Block 11 part number against the data plate, the markings on the item, and the parts catalog. If the part number is wrong, correct it and note the correct number in Block 18.
- Block 16, Supply Document Number. Mirrors the document number from Part I so the cross-reference holds.
- Block 18, Remarks. Part number corrections and any supplemental information about the item.
- Block 29, Date Removed / AWP Days. Date the item was removed and, if applicable, the Awaiting Parts days accumulated.
- Base Repair Cycle Data Block. Date the item was scheduled or received into the shop.
The detached Part II goes to the maintenance production office as the formal record that the shop has completed its required actions. Without that delivery, the unit does not get credit for the labor hours, and unit performance metrics take a hit.
Attaching the Tag to the Part
Once Part I is filled out, secure it to the component with wire or high-strength twine through the tag’s reinforced eyelet. Attach it to a non-functional surface so the tag will not interfere with mechanical movement or damage the part. The tag stays with the component through the entire repair cycle, from your bench to the depot and back.
After Part II comes off for the production office, move the tagged item to a designated LRS pickup point. Maintenance commanders establish those pickup points and pickup schedules in coordination with the LRS commander. Leaving a tagged part on a shelf instead of moving it to the pickup point stalls the repair cycle and distorts DIFM tracking.
Cross-Referencing With the Issue Document
Before the item leaves your hands, reconcile the tag with the issue document, which will be either a Standard Asset Tracking System (SATS) label or DD Form 1348-1A, copy 3. Block 23 on Part I of the AFTO Form 350 must show the National Stock Number, and Block 24 must show the Stock Record Account Number (SRAN). The document number on the DD Form 1348-1A (Block 24 of that form) must match the supply document number on the tag. This is what keeps the physical item, the paper tag, and the electronic DIFM record in sync. If the shop uses a DD Form 1348-1A instead of SATS, retain copy 3 in the shop file.
Get the LRS representative’s signature on AF Form 2520, Repair Cycle Control Log, or on a local equivalent such as a shop logbook or the customer copy of the DD Form 1348-1A. That signature is your proof of custody transfer.
Assets with historical records, including engines, time-change items, and landing gear, must have their AFTO Form 95 accompany them to LRS. Plans, scheduling, and documentation can provide the form if you do not have it in hand.
Marking NRTS Items
When the shop cannot restore an item to serviceable condition, stamp “NRTS” in Block 15 of Part I with one of the following codes. Each code tells supply why the item is coming back unrepaired.
- Code 0. Warranty item; repair is not authorized because the item is under warranty.
- Code 1. Repair specifically prohibited by current technical directives. Do not use this code when the real problem is missing tools, skills, or parts; it means the TO explicitly forbids base-level repair beyond a certain point.
- Code 2. Lack of equipment, tools, or facilities. Block 15 must identify the specific resource that is missing.
- Code 3. Lack of technical skills. Block 15 must identify the gap.
- Code 5. Excessive shop backlog. Only use after the MAJCOM or item manager disapproves a formal request to defer maintenance.
- Code 6. Lack of technical data. Block 15 must identify what is missing.
- Code 7. Lack of authorization to obtain required resources.
- Code 8. Return to depot by direction of the Program Manager or Item Manager. Block 15 must include the name, phone number, and authorization of the individual who directed the return.
- Code 9. Condemned. The item cannot be repaired and will be processed for condemnation, reclamation, or salvage. Also applies when a condemned condition is discovered during disassembly.
Do not use Code 8 to mask conditions that Codes 2 through 7 would describe more accurately. Do not use Code 9 if one of Codes 2 through 7 is the real reason you cannot fix the item. On NRTS items, Blocks 14 and 15 must carry complete descriptive information about the discrepancy.
Turn-In Condition Codes
The tag drives the condition code the item carries into the supply system. The ones you will see most often on reparables:
- Code A, Serviceable. Ready for issue without restriction.
- Code B, Serviceable with Qualification. Serviceable but restricted to specific units or areas, often because of limited remaining shelf life of three to six months.
- Code D, Serviceable, Test/Modification. Needs testing, modification, or conversion before issue.
- Code F, Unserviceable, Reparable. Needs repair, overhaul, or reconditioning but is economically worth fixing. This is the code most reparables carry when tagged and turned in for depot work.
- Code G, Unserviceable, Incomplete. Needs additional parts or components before it can be issued.
- Code H, Unserviceable, Condemned. Cannot be repaired and does not meet repair criteria.
- Code M, Suspended, In Work. Currently undergoing maintenance at an organic or contractor facility.
- Code S, Unserviceable, Scrap. No value except for its raw material content.
The full list is published by the Defense Logistics Agency and applies across all DoD services.
Common Documentation Errors
The mistakes that cause the most pain in the repair cycle are simple documentation failures, not complex technical problems.
- Wrong part number. If the part number on the tag does not match the data plate, the stamped markings on the item, and the parts catalog, the item has to be reprocessed. Verify against all three references before the item leaves your bench. If the data plate itself is wrong, notify the work center so it can be updated.
- Vague discrepancy description. Block 14 needs enough detail for depot technicians to understand the failure. “Internal failure” tells no one anything useful.
- Missed turnaround (TRN) transactions. When a repaired item goes back to supply and the TRN is not processed, stock levels become inaccurate. AFMC uses those numbers to make buy, repair, and distribution decisions.
- Slow return to LRS. Every day a DIFM asset sits in your shop after work is complete, the D23 shows an inflated repair cycle time. Move it to the pickup point as soon as the final Action Taken Code is entered in Block 15B.
- Missing AFTO Form 95. Historical records must travel with the asset. Get the form from plans, scheduling, and documentation before turn-in.
Accuracy and Article 107
Supervisors and quality assurance inspectors verify every AFTO Form 350 before it enters the supply system, checking that each entry matches the physical part and the corresponding electronic work order. A mismatch between the paper tag and the electronic record can delay the part’s movement through the repair cycle or result in the wrong component being installed on an aircraft.
Knowingly entering false information on the tag is not just an administrative problem. Because the form is an official military document, deliberate falsification can be prosecuted under UCMJ Article 107, which covers false official statements made with intent to deceive. The statute provides that anyone subject to the UCMJ who signs a false official document or makes a false official statement knowing it to be false “shall be punished as a court-martial may direct,” which leaves sentencing to the discretion of the court.