ATM (31JAN22) Study Guide Flashcards
Are RC-12N/X considered similar aircraft?
Yes
Can NRCMs may maintain aircraft currency in similar aircraft?
Yes
What are your Semi-Annual Flying Hour Requirements for RC12X aircrew FAC 1 aviators?
55 Total
1 Night
3 Weather/Hood
T/F
There is no provision for FAC 3 Fixed Wing aviators
True
T/F
During an operational
deployment, O-6 Commanders and State Army Aviation Officers are authorized unit
waiver approval for Synthetic Flight Training Systems (SFTS) requirements.
True
IAW AR 95-1.
What is the purpose of simulator recurrent training?
provide fixed wing aviators the
training necessary to enhance their ability to perform in adverse weather, environmental
conditions, complete simulator only tasks and correctly respond to emergency situations
that cannot or should not be attempted in the aircraft.
Why is it is recommended that units schedule aviators attending recurrent training to be crewed with another Army Aviator?
This allows RCMs to implement the crew
coordination elements, basic qualities, and objectives as found in the Army Aircrew
Coordination.
What is Foundational Knowledge?
This knowledge forms the foundation of all professional aviation knowledge.
Application of knowledge learned in this domain will be evaluated during RL progression, annual unit academics, and on the annual written exam.
What is Operational Knowledge?
This knowledge is specific to the mission and unit mission essential task list (METL),
addressing both tactical and technical subjects and includes the application of Foundational Knowledge topics. It is
knowledge required to train, fight and win in all phases of Unified Land Operations (ULO), Large Scale Combat
Operations against peer/near-peer, and emerging threats. Each crewmember should continue to increase competence in all the subject areas below. These topics will be evaluated for designation to RL1 as well as on the annual APART evaluation.
FW aviators serving in RC-12 assignments will complete an approved FS refresher/recurrent training within____________ after completing the RC-12 Aircraft Qualification Course (AQC).
12 to 18 months
12 months max per IINSCOM memo
What is the P* is responsible for in the aircraft?
Fly the aircraft. If the AP is coupled, the P* is responsible
for ensuring that the AP correctly captures and maintains selected altitudes and courses. Unless required by a
safety consideration, the P* shall avoid tasks that distract from the primary responsibility of flying the aircraft by directing the P to accomplish these tasks. As a general rule, if the P can do it, the P should do it, particularly during the departure and arrival phases. It is the P*’s responsibility to manage the workload by tasking the P during periods of high cockpit workload.
What is The P is responsible for?
The P is responsible for cross-monitoring the P* and for accomplishingtasks that may
distract the P* from his or her duties. The primary duty of the P is to keep the P* free to simply fly the aircraft.
Basic P duties include thefollowing:
(1) Radio communications.
(2) Change NAVAID and communications radio frequencies.
(3) Change transponder codes.
(4) Prepare and review copy clearances, local weather broadcast, automated terminal information services,
and other flight information.
(5) Read and complete CL items asrequired.
(6) Set/adjust pages, switches, and systems as required.
(7) Operate the FMS/GPS/on-board navigational system at the direction of theP.
(8) Change the aircraft configuration at the direction of the P, suchas—
(a) Power and propeller settings.
(b) Flap selection.
(9) Operate the weather avoidance equipment.
(10) Set and arm the altitude on the altitude pre-selector (if installed) and cabincontroller.
(11) During IFR operations—
(a) Note takeoff time.
(b) Calculate and monitor times for holding and approaches.
(c) When on approach, watch for the runway environment.
(d) Be prepared to direct and assist the P* with the missed approach procedure, if required.
In normal flight situations, only the P* should disengage
the AP and announce _________________________________
“AUTOPILOT ENGAGED or AUTOPILOT DISENGAGED”.
T/F
When flight is conducted with the AP engaged, the P* may select or direct the P to select FD modes and NAV sources.
True
T/F
When manually flying the aircraft the P* should select the FD modes and NAV sources whenever possible.
False
the P* should direct the P select FD
modes and NAV sources whenever possible.
T/F
The underlined items are “DO” items followed by verification with the CL, when time and
altitude permits.
True
What is Critical Action Coordination?
Flight critical/irreversible actions should always be confirmed by two
crewmembers. These actions include, but are not limited to, pulling the engine fire pull handle or moving a
propeller or condition lever. The crewmember performing the action points to the affected switch/handle
and verbally seeks confirmation from an opposite crewmember (for example “CONFIRM No.1 PROP LEVER”). The crewmember confirming the action looks at the affected switch/handle and acknowledges
“No.1 PROP LEVER CONFIRMED”.
T/F
The term “STANDARD BRIEF” may be used during the departure briefingto indicate
crew duties and callouts remain the same IAW the unit SOP.
True.
The term “STANDARD BRIEF” may be used during the departure briefingto indicate
crew duties and callouts remain the same IAW the unit SOP.
During the takeoff roll, what does the, “Normal” call mean?
Sixty-five-knot check on the takeoff roll indicating the airspeed indicators are alive,
autofeather lights are illuminated, and instrument indications are within limits.
Statement that the P* is taking positive action to correct an out of tolerance flight
parameter; for example, drift, altitude, etc.
“Correcting”
Either pilot will announce what when Primary focus of attention is inside the aircraft.
“Inside”
T/F
Climb, cruise, and descent (table 3-3). If passing the 1,000-foot prior point and ATC communications is
preventing the callout, either crew member may indicate the 1,000-foot prior point by raising the index finger
in the view of the other crew member.
True
T/F
Task 1215 Perform Precision Approach, while the aircraft is being operated single-engine, must be evaluated by an IP during the standardization evaluation.
True
T/F
If a high cockpit workload exists, essential cockpit procedures may be performed from memory.
True
Crew will prioritize tasks and verify with the CL as time/crew workload permit.
Final approach Descent rates greater than ____ FPM are prohibited unless briefed and concurred by each
crewmember.
Final approach Descent rates greater than 1,000 FPM are prohibited unless briefed and concurred by each
crewmember.
What are the common standards for Taxi operations.?
(1) Comply with taxi clearance.
(2) Follow taxi lines with minimum deviation.
(3) Maintain a safe taxi speed commensurate with conditions.
(4) Correctly use controls as required for wind conditions.
(5) Appropriate airport diagrams out and available.
(6) Complicated or unexpected clearances shall be written down.
(7) No intersection will be entered without clearing in all directions.
(8) Traversing runways and hotspots requires extra vigilance. Completing checklists (CLs) is prohibited in these areas.
What are the appropriate common standards for In Flight?
(1) Maintain heading ±10 degrees.
(2) Maintain altitude ±100 feet.
(3) Maintain airspeed ±10 knots indicated airspeed (KIAS).
(4) Maintain rate of climb or descent ±100 feet per minute (FPM).
(5) Maintain the aircraft in trim ±1/4 ball width.
(6) Maintain ±1 nautical mile (NM) when tracking distance measuring equipment (DME) arcs.
