TECHNICAL EXHIBIT G - C-12 AQC CMP 10FEB22.pdf

- This training product has been reviewed by the training developers in coordination with the USAACE, Fort Rucker, AL. foreign disclosure officer. This training product can be used to instruct international military students from all approved countries without restrictions.

DATE

APPROVAL PAGE

COL BRIAN T. WATKINS, DIRECTOR OF TRAINING AND DOCTRINE DATE

APPROVAL: __________________________________________________________________________________________

Course #: 2B-SIE5/155E/ASIE5 (CP)

Course Title: C-12 A

Course Length: 10 Weeks/4 Days

Flight Hours: 33.7

Simulator Hours: 36.0

. A flight-line orientation briefing that includes the following topics will be conducted:

. Airfield orientation to include buildings, access point, and student parking.

. Building orientation to include access points, rooms, latrines, emergency egress plan, etc.

. Classroom orientation.

. Safety briefing, with an emphasis on risk management (RM) throughout the course of instruction, to include the following requirements:

Precautionary landings and crash notification procedures.

Flight safety clothing and equipment will be used in accordance with (IAW) appropriate regulations. All students will wear two metal ID tags on a chain around their neck or they will not be permitted to fly.

Tasks for training are only those specified in this CMP, or as briefed by the chain-of-command.

Other actions, IAW the approved crew briefing CL (flight control transfers, two-challenge rule, scan sectors, crew coordination, etc.).

Actions to be taken by a student unfit to fly.

Actions to be taken by a student observing an unsafe—or potentially unsafe—situation or action.

. Individual instructors will continue the orientation, as necessary, while completing the daily requirements to conduct flight operations. Such actions normally include:

Flight planning resources.

Flight operations.

Aircraft parking and flight-line foot movement.

Start, taxi, take-off, and recovery procedures.

Applicable portions of Fort Rucker flight publications (United States Army Aviation Center of Excelence [USAACE]

95-1, USAACE 95-2, etc.).

Procedures for operating under Visual Flight Rules (VFR) in deteriorating weather, local minimum safe altitudes, and recovery procedures.

Go-around procedures.

. RM will be IAW Fort Rucker Regulation (Reg) 350-10. Throughout training, all aircrews are expected to employ risk management by identifying hazards, assessing the impact of the hazards, making decisions regarding the risks and developing controls, implementing the control measures, and supervising the outcome. The process is continuous and self-sustaining.

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4.5 31.5 0.0

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: To preclude an unnecessarily long duty day, the majority of the simulator flight period pre-briefing may be conducted after the flight period for the earliest simulator periods.

. Daily grading will consist of an entry indicating one of the following for any task conducted that day: demonstration (DM), not to standard (N), or meets standards (with an indication of the degree of proficiency shown as a letter grade: C, B, or A). Once a maneuver has been demonstrated, student pilots are expected to progress along that continuum.

. Training days, flight periods, and flight conditions are outlined in the foldout spreadsheets for Stages I, II, and III.

. . This flight will be performed in a C-12 airplane with the assigned student at the controls.

During instrument flight training in the aircraft, the student, at the discretion of the IP, may wear a suitable visual restrictive device when the aircraft is not in instrument meteorological conditions, except for required visual tasks such as visual approach, landing, and ground operations.

. The minimum required flight tasks to be performed at night are 1029, 1034, 1035, 1045, 1104; 1145, 1148, 1177, and 1 00 IAW the current C-12 Series ATM. Emergency procedure training will not be conducted during night flight.

In the event an odd number of students are enrolled, the single student will receive sufficient instruction in pilot flying (P*) and P duties in both seats to ensure adequate aircrew coordination training is received.

The C-12 is divided into three stages of training: Stage I

Instructor pilots will briefly summarize the training of the previous period and discuss the tasks to be performed during the next flight period.

Demonstration and practice of pre flight, flight, and after-flight tasks.

Individual instructor pilot's debriefing of his students will include a critique of the student's performance.

. An operator’s manual examination shall be completed prior to the end of Stage III. See the ISAP section of this CMP for more information.

. Flight evaluations are discussed in the EVALUATION REQUIREMENTS section of this CMP.

A daily flight briefing is conducted by an instructor pilot each period prior to flight in an aircraft. The briefing includes:

Administrative announcements (class leader and instructors).

ID tag, hearing protection, and uniform check.

Evaluation of current and forecast weather/environmental conditions.

Syllabus and aircraft scheduled time.

Down time.

Notices to airmen (NOTAMs).

Current flight products such as mission planning products, flight information p (FLIP ), etc.

questions.

Module-A

Module-B

Module-B

Module-B

Module-B

Module-B

Module-B

Module-B

Module-B

Module-B

Module-C

Fixed Wing Flight ining011-FWNG0400

This course is structured using the following modules and lessons:

Module-A: Flight Training

Module-C:

Administrative

011-FWNG0406 Administrative

Module-B: Academics

U3004509 Altitude Chamber Orientation and Exposure

U 004504 Gravitational Forces

U3004495 Spatial Disorientation Review (CBI)

U 00449 Stress and Fatigue Review (CBI)

U 005361 Altitude Physiology Review

011-FWNG0404 C-12 System Academics

011-FWNG0408 Academic Written Examinations

011-FWNG0405 C-12 Operational Academics

011-FWNG0407 Single Engine Academics

: Students will begin training with the Administrative Lesson 011-FWNG0406 (In-Processing) and complete the remainder of the lessons by completing all Learning Step Activities (LSAs) which are ordered IAW the Training Sequence.

Upon successful completion of all LSAs and concluding with Stage III, Multi-Engine Flight Evaluation lesson 011-FWNG0400, students will continue the Administrative Lesson 011-FWNG0406 for Student Out-Processing.

This course map shows the mandatory training sequence for this course. Each lesson that is shown as a prerequisite for another lesson must be taught before the follow-on lesson is presented. The mandatory training sequence can not be violated.

Single Engine

011-FWNG0400

Stage I, Single-Engine Flight Evaluation

C/70% S or U

011-FWNG0400

Stage II, Instrument Flight Evaluation

C/70% S or U

011-FWNG0400

Stage III, Multi-Engine Flight Evaluation

C/70% S or U

011-FWNG0400 Operator's Manual Examination 90% GO/NO GO

011-FWNG0400 Chapters 5 and 9 Examination 90% GO/NO GO

011-FWNG0408 Written Examination I 70% GO/NO GO

011-FWNG0408 Written Examination II 70% GO/NO GO

011-FWNG0408 Written Examination III 70% GO/NO GO

011-FWNG0408 Written Examination IV 70% GO/NO GO

C-12 Academics011-FWNG0404

. . All examinations will be evaluated by the module as indicated in the EXAMINATION MODULE TABLE below:

C-12 Flight Training

011-FWNG0400

. . Academic subject matter is tested on a " " basis for each Criterion Test (CT) IAW USAACE Reg 350-15, Academic Criterion Testing. Students are required to pass each CT, practical exercise(s), and other assignments to the established standard in order to graduate. CTs should be graded as " " for each scorable unit. Each CT will consist of one or more scorable units. Each scorable unit will have one or several test items, scenarios, or performance requirements derived from the actions, conditions, and standards of the Terminal Learning Objective/Enabling Learning Objective (TLO/ELO).

. The standards for the scorable units are derived from the TLO/ELO standards of each lesson evaluated per scorable unit. In order to receive an overall " " on a CT, the student must receive a " " on each scorable unit. The minimum grade of each scorable unit is fixed between 70 and 100 percent (%) as specified in the examination and assessment instructions.

Remedial academic instruction and academic re-evaluation will be administered IAW USAACE Reg 350-15.

Administrative elimination for academic failures will be administered IAW USAACE Reg 350-20.

. . Grading and evaluations will be conducted IAW USAACE Reg 350-16, The Uniform Flight Grading System. The standard for each task selected to be evaluated is established in the Singe Engine Crewmember Tasks Annex (Stage I) or the current C-12 Series ATM (Stage II and III). Flight deficiency eliminations will be administered IAW USAACE Reg 350-20.

Academic instructors must adhere to the instructor certification requirements imposed by the applicable contract. Instructor Pilots (IPs) are qualified to instruct a POI when they graduate from the appropriate IP course and certified when they have passed a Government administered acceptance flight. In the case of contractor owned aircraft operated under this POI, contractor IPs are qualified when they complete their company administered qualification program and certified by the Government Flight Representative.

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Flight evaluations: Will be conducted IAW this CMP. The evaluation determines the examinee's ability to perform the duties of pilot in the C-12 aircraft. The recommended procedure for conducting the evaluation is for the evaluator to assume the role of copilot, while allowing the examinee to function as pilot. The evaluation sequence contains tasks/procedures used in the various operational areas of aviation missions. The mandatory tasks/procedures to be evaluated are listed under the flight performance test; however, any task listed as an optional task may be selected at the discretion of the evaluator.

Performance tests are based on ideal situations. Grading is based on meeting the minimum standards. The evaluator must consider deviations from the ideal during the evaluation and make appropriate adjustments to the standards if other than ideal conditions exist.

To prevent the forming of biased opinions, evaluators will not be allowed to review the student's grade sheet prior to an evaluation.

The Four Phase Flight Evaluation Sequence:

Phase 1: Introduction.

Phase 2: evaluation.

Phase 3: Flight evaluation.

Phase 4: Debriefing.

. In this phase, the evaluator will:

Verify that the examinee meets all prerequisites for the evaluation and has a current DD form 2992 (Medical

Recommendation for Flying Duty or Special Operation Duty).

Confirm the purpose of the evaluation, explain the evaluation procedure, and discuss the evaluation standards and criteria to be used.

. Students will be held responsible for previously completed training stages. For example, at the completion of the instrument stage, the examinee is responsible for all topics of the prior stage evaluation subject areas. The evaluator will select at least two topics from the subject areas for evaluation (exception: Tactical and mission operations subject area).

. AR 95-1, Department of the Army Pamphlet DA Pam 738-751, D D FLIP, TC 3-04.11, current C-12 Series ATM, operator’s manual, applicable major Army command (MACOM) supplements, and local and unit SOPs

Fuel requirements.

Risk management.

Crew endurance.

V F R /Instrument flight rules (IFR) minimums and procedures.

FPLN preparation.

Position Reports.

D D FLIP symbology.

Fuel requirements.

Opening and closing FPLNs.

Airspace–Types, dimensions, and requirements to operate in.

VFR requirements.

Holding Procedures.

Arrival procedures.

Servicing, parking and mooring.

Electrical system.

Heating, ventilation, and environmental control system.

Ice protection.

Pneumatic system.

Pressurization.

Required weather for takeoff, en route, destination, and alternate.

Weather hazards.

Automatic dependent surveillance - broadcast (ADS-B).

Transponder requirements.

Departure procedures.

NOTAM.

Terminal aerodrome forecasts, aviation routine weather reports, en route weather services, and Meteorological Aerodrome reports (METARs).

Instrument planning and procedures. (Instrument planning and procedures (AR 95-1, AR 95-10, DoD NOTAM System, aeronautical information manual [AIM], DoD FLIP, current [model] operator’s manual, TC 3-04.4, Fundamentals of Flight, and TC 3-04.5, Instrument Flight for Army Aviators).

Evaluation Sequence CONT)

Aircraft systems, avionics, and mission equipment description and operation. (operator’s manual)

Transponder.

Navigation equipment.

Landing gear.

Engines and related systems.

Emergency equipment.

Propeller systems.

Two way radio failure procedures.

Fuel system.

Flight instruments.

Loss of pressurization.

Low oil pressure.

Auto-pilot malfunctions.

Duct over-temp caution light illuminated.

Engine bleed air malfunction.

Chip detectors.

Fuel system malfunctions.

Electrical system malfunctions/emergencies.

Emergency exits and equipment.

Emergency terms and definitions.

Engine malfunctions.

Flight control malfunctions.

Hydraulic system malfunctions.

Single-engine service ceiling.

. (Current [model] operator’s manual)

Propeller limitations.

Weather/environmental limitations/restrictions.

Autopilot (AP) limitations.

Fuel system limitations.

Landing gear cycling

Brake de-ice limitations.

Engine limitations.

Engine over-temp and over-speed limitations.

Generator limits.

Pitot heat limitations.

Altitude limitations.

Crosswind limitations.

Cracked cabin window/windshield.

Intentional engine out speed.

Loading limitations.

Starter limitations.

Airspeed limits, minimum, and maximum (MAX).

Maneuvering limits.

Icing limitations.

Oxygen requirements.

MAX Design sink rate.

Required equipment listing (REL).

Aircraft emergency procedures and malfunction analysis. (Current [model] operator’s manual, chapter 9).

Evaluation Sequence (CONT)

. (AR 40-8, Temporary flying Restrictions Due to Exogenous Factors, TC 3-04.93, Aero Medical Training for Flight Personnel, and TC 3-04.4)

. (TC 3-04.4)

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Decompression sickness.

Principles and problems of vision.

Flight restrictions due to exogenous factors.

Hypoxia.

Middle ear discomfort.

Spatial disorientation.

Stress and fatigue.

Asymmetrical thrust.

Elements of the lift equation.

Types of drag, the drag curve and VG diagram.

VMCA - Causes and prevention.

Torque (TQ) and P factor.

Hydroplaning.

Turning performance.

Crosswind landings.

Stall and stall characteristics.

Wake turbulence.

Spins and spin recovery.

Slow flight.

Distance estimation and depth perception.

Dark adaptation, night vision protection and central night blind spot.

Types of vision.

Use of internal and external light.

Night vision limitations and techniques.

Unaided night flight.

Visual illusions.

. The evaluator will explain the flight evaluation procedure and tell the examinee which tasks will be evaluated. Additionally, the evaluator will conduct or have the student conduct a crew briefing IAW the Single Engine Crewmember Tasks Annex (Task 1000.01) (Stage I) or the current C-12 Series ATM (Task 1000) (Stages II and III). At a minimum, the following elements will be discussed:

Mission.

Weather.

Flight route.

Performance data.

Transfer of flight controls.

Simulated engine failure procedures.

Crew duties, to include emergency duties.

Evaluate the examinee's use of the aircraft CL.

Require the examinee to properly identify at least two aircraft components and discuss their functions.

Mandatory tasks shall be evaluated, as annotated.

Optional evaluation tasks may be selected from the current stage and any previous stage.

. During this phase, the evaluator will:

Discuss the examinee's strengths and weaknesses.

Offer the examinee recommendations for improvement.

Tell the examinee whether he or she passed or failed the evaluation.

Complete ARTS.

Ensure the examinee reviews and .

. Return to a level (or climb) attitude and accelerate to normal cruise airspeed.

: Other than during stall recognition and recovery training, stall recovery should always be initiated at the first audible or physical indication of a stall. The P* should always announce when the stall warning system is audible. Physical indications may include uncontrollable pitching, buffeting, rapid decay of control effectiveness, any uncontrollable altitude loss, or the application of full elevator without producing a change in pitch attitude.

: The pilot’s ability to establish a precise stall entry situation in training is not a requirement; thus, he may be coached or assisted in setting up the required stall situations.

: Stalls may be performed straight ahead or in a turn (up to a maximum of 20 degree angle of bank) as directed by the instructor.

. Procedures. Stall recovery procedure is as follows:

. Positively reduce angle of attack (pitch) to either prevent or break the stall while simultaneously and smoothly adding power to maximum available, avoiding asymmetrical power applications that can result in undesirable yawing tendencies, and level the wings.

Buffeting;

Lack of pitch authority (such as full aft elevator);

Lack of roll control;

. Depending on which maneuver is being practiced, stall recovery will be initiated by the P* at one of the following conditions as directed by the IP:

At the sounding of the stall warning horn.

At the evidence of entering a full stall as discussed above.

. After the stall has been broken, adjust pitch and power as required to minimize the altitude loss.

: In an approved flight simulator .

: Appropriate common standards and the following additions/modifications:

. Purpose. The practice of stall recovery and the development of awareness of imminent stalls are of primary importance in training. The objectives in performing imminent stalls are to familiarize the pilot with the conditions that produce stalls, to assist in recognizing an approaching stall, and to develop the habit of taking prompt preventative or corrective action.

Stalls and approaches to stalls are practiced. It is critical for a pilot of fixed wing aircraft to understand and master both maneuvers.

. In the full stall maneuver, the pilot intentionally delays recovery while allowing the aircraft to continue decelerating after the stall warning horn has sounded. As the angle of attack increases further, boundary layer separation will cause a noticeable buffeting of the airframe at the onset of the stall. Normally the pilot will initiate recovery at this time.

For demonstration purposes, the instructor may allow the airspeed to decay and AOA to increase even more, resulting in a full aerodynamic stall, as characterized by one or more of the following indications:

. Correctly recognize impending stall and stall indications.

. Correctly perform recovery.

. Recover by regaining control from the stall first by immediately reducing the airplane’s AOA, managing of thrust, and then minimizing altitude loss.

. An approach-to-stall is a flight condition bordered by the stall warning (stall horn) and the aerodynamic stall. An approach-to-stall maneuver is where the pilot sets up the aircraft to stall, but initiates recovery procedures before actual stall occurs. The pilot initiates recovery at first indication of a stall (usually the sounding of the stall warning horn), thus preventing the actual stall from occurring. This procedure depends upon having a properly functioning stall warning system and a wing that is not affected by ice accumulations, damage, or maintenance errors. The approach to stall task is primarily for practice in retaining (or regaining) full control of the airplane immediately upon recognizing that a full stall is likely to occur if timely preventative action is not taken. At the first indication of a stall (usually the stall horn), immediately reduce the angle of attack.

Inability to arrest the descent rate.

. Crew Actions. The IP will brief stall characteristics and correct recovery procedures. The P* will acknowledge the brief.

During all recoveries related to this task, initial power application will be made by the P* with minor power adjustments performed by the P when called for by the P*.

: Appropriate common references and the CMP.

This maneuver can be performed in the take-off configuration, (gear down) or the departure configuration (gear up).

Typical configurations:

Power off - Clean Configuration: (gear up, flaps up).

Confirm appropriate propeller RPM and entry airspeed ( KIAS ).

Reduce power, slow to entry airspeed (KIAS). Maintain altitude and heading (unless banking stall) throughout the maneuver until stalled.

At the specified stall indication, recover by performing a stall recovery and return to the pre-briefed altitude and airspeed (KIAS).

Complete the go-around CL.

Power off - Gear Down and Approach Flaps: (approach configuration).

Set propellers to HIGH RPM, extend flaps to approach, lower the landing gear, and complete the before landing check.

Reduce power, slow to entry airspeed (KIAS).

Start a descent to a least 200 feet below the entry altitude.

While reducing power to idle, initiate an increasing pitch attitude, not to exceed a landing attitude, to the stall indication specified by the instructor.

At the specified stall indication, recover by performing a stall recovery and return to the pre-briefed altitude and airspeed (KIAS).

Complete the go-around CL.

Power off - Gear Down and Full-Flaps: (landing configuration).

Set propellers to HIGH RPM, extend flaps to approach, lower the landing gear, and complete the before landing check.

Reduce power, slow to entry airspeed (KIAS).

Extend flaps to full and complete the landing check.

Start a descent to at least 200 feet below entry altitude.

While reducing power to idle, initiate an increasing pitch attitude, not to exceed a landing attitude, to the stall indication specified by the instructor.

At the specified stall indication, recover by performing a stall recovery and return to the pre-briefed altitude and airspeed (KIAS).

Complete the go-around CL.

Power on - Take off or departure configuration.

Set propellers to High RPM and reduce power to slow the aircraft to the computed Vr speed.

At Vr, set power to a minimum of 65% of available power and slowly increase pitch attitude up to, but not exceeding, 20 degrees and bank the aircraft up to a maximum of 20 degrees

At the specified stall indication, recover by performing a stall recovery and return to the pre-briefed altitude and airspeed (KIAS).

Complete the go-around CL.

BLD 6621 011-FWNG0406 In-Processing 4.0 4.0 C CO, 1-14TH

08:00 09:00 BLD 6621 011-FWNG0406 Commander's Brief 1.0 1.0 C CO, 1-14TH

09:00 10:00 Lyster U 005361 *Altitude Physiology Review 1.0 1.0 SAAM

1 10:00 11:00 Lyster U 004504 *Gravitational Forces 1.0 1.0 SAAM

12:00 15:30 Lyster U3004509 *Altitude Chamber Orientation and Exposure 3.5 3.5 SAAM

Tech Library U3004495 Spatial Disorientation Review (CBI) 1.0 1.0 SAAM

Tech Library U 004496 Stress and Fatigue Review (CBI) 1.0 1.0 SAAM

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2 09:00 12:00 KDHN 011-FWNG0407 SE Aircraft Systems 3.0 3.0 Contractor

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C-12 U.S Army and Federal Regulations

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10 06:00 11:30 KDHN 011-FWNG0400 SE Flight 5 75.5 5.5 Contractor

11 06:00 11:30 KDHN 011-FWNG0400 SE Flight 6 75.5 5.5 Contractor

12 06:00 11:30 KDHN 011-FWNG0400 SE Flight 7 75.5 5.5 Contractor

13 06:00 12:00 KDHN 6.0 6.0 Contractor

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20 10:00 12:00 KDHN 011-FWNG0404 C-12 Fuel System 2.0 2.0 Contractor

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Self Study

Self Study

: The School of Army Aviation Medicine (SAAM) Altitude Chamber training lessons (U30005361, U3004504, E3004509) are listed on the Training Sequence as a TD 1 training event, this training must be conducted prior to pressurized flight. The lessons must be conducted in the same order as shown on the Training Sequence and on the same training day.

Self scheduled

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48 18:00 23:30 KDHN 011-FWNG0400 C-12 Flight Training 10 77.0 5.5 Contractor

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54 BLD 6621 011-FWNG0406 Out-Processing 4.0 4.0 C CO, 1-14THSelf cheduled