TECHNICAL EXHIBIT I - C-12 IPC CMP 21JAN22.pdf

C-12 INSTRUCTOR PILOT (IP) - FUTURE FIXED WING CONTRACT

2B-F27/SQIC (CP)

COURSE MANAGEMENT PLAN

EFFECTIVE WITH FUTURE FIXED WING CONTRACT

UNITED STATES ARMY AVIATION

CENTER OF EXCELLENCE

Fort Rucker, Alabama

Date TBD

Foreign Disclosure: FD1 - 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.

JOHN S. ARNOLD, DIRECTOR OF USAACE G3 DATE

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

APPROVAL: __________________________________________________________________________________________

CONCUR: ___________________________________________________________________________________________

C-12 INSTRUCTOR PILOT (IP) - FUTURE FIXED WING CONTRACT

2B-F27/SQIC (CP)

COURSE MANAGEMENT PLAN

APPROVAL PAGE

Page Program of Instruction (POI) Information 4 Required References 4

Safety

Description of Training 5 Flight Periods 6 Course Structure 6 Course Map (Mandatory Training Sequence) 7 Instructor Certification Requirements 8 Individual Student Assessment Plan (ISAP)/Student Guidance 8 Assessment Administration Guidance 9

C-12 INSTRUCTOR PILOT (IP) - FUTURE FIXED WING CONTRACT

2B-F27/SQIC (CP)

COURSE MANAGEMENT PLAN

TABLE OF CONTENTS

Student Binder Material Issued at Flight Line

C-12 Instructor Pilot Course (IPC) Flight Training Evaluation Sequence (All Stages) Instructor Training Guidance Supplemental Flight Task Information Training Sequence 20

1.

2.

3.

4.

5.

6.

7.

8.

9.

1.

2.

3.

4.

5.

Safety

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

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

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

3. Classroom orientation.

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

(a) Precautionary landings and crash notification procedures.

(b) 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.

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

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

(e) Actions to be taken by a student unfit to fly.

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

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

(a) Flight planning resources.

(b) Flight operations.

(c) Aircraft parking and flight-line foot movement.

(d) Start, taxi, take-off, and recovery procedures.

(e) Applicable portions of Fort Rucker flight publications (United States Army Aviation Center Excellence [USAACE] 95-1, USAACE 95-2, etc.).

(f) Go-around procedures.

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

b. Risk management 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.

Course Management Plan (CMP) Daily questions and selected aircraft info End-of-course critique form Operator’s manual exam answer form Points-of-contact roster

Student Binder Material Issued at Flight Line

Flight Hours: 27.4 Simulator Hours: 12.0

Course Title: C-12 IP - FFWC AR 95-1 Course Length: 5 Weeks/3 Days C-12 Series Aircrew Training Manual (ATM)

DoD FLIPs required for flight Training Circular (TC) 3-04.4

TC 3-04.5

TC 3-04.11

TC 3-04.93

TM 1-1510-259-10 (Current Operator's Manual) TM 1-1510-259-CL (Checklist)

Program of Instruction (POI) Information Required References Course #: 2B-F27/SQIC (CP) Army Regulation (AR) 40-8

10.

11. TM 55-1500-342-23

12. Aviation Instructor's Handbook (FAA-H-8083-9)

13. Department of the Army Pamphlet (DA Pam)

738-751

Description of Training

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

a. All flight training will be conducted in a single engine aerobatic aircraft, C-12, and C-12 flight simulator.

b. This course consists of a total of 39.4 flight hours (27.4 aircraft hours and 12.0 flight simulator hours). Average daily block time for flight periods is 5.5 hours for aircraft and 5.0 hours for simulator periods.

c. Consistent with effective training, every effort will be made to exceed the allocated syllabus flight time to minimize the effects of flight periods lost due to weather, maintenance, training holidays, and other administrative factors, thus ensuring training is completed within the allocated course length.

d. As with all graduate-level programs-of-instruction, there is no requirement to fly every allocated hour within the course.

However, due to the complexity of the material being taught, only those students demonstrating superior skill will be recommended for an early flight evaluation. Most students should expect to receive all authorized hours of flight training prior to the conduct of an end-of-stage evaluation. Refer to the course contract award documents for detailed information on the minimum required hours for student flight training.

e. The School of Army Aviation Medicine (SAAM) ROBD Orientation and Exposure training lessons (U3005361, U3005362 are listed on the Training Sequence as a training day (TD) 1 training event, this training must be conducted prior to pressurized flight (if uncurrent). The lessons must be conducted in the same order as shown on the Training Sequence and on the same training day.

f. Proficiency progression points (P3) are used in accordance with USAACE Reg 350-16, The Uniform Flight Grading System, to gauge student progress throughout training. Students may be administered a progress evaluation any time they fail to demonstrate satisfactory progress. A progress evaluation will also be administered to students who receive three unsatisfactory daily grades within five consecutively graded periods.

g. Proficiency progression is as follows:

1. To allow for the advanced student, flight task instruction may be completed prior to the flight period indicated; however, all flight tasks will be performed.

2. Flight Tasks and Maneuvers will be introduced by the instructor at an hour level appropriate to permit sufficient practice by the student to achieve proficiency prior to evaluation (flight tasks only). A flight period outline is provided in the C-12 IPC Flight Training flight period spreadsheet, as a guide to the sequence in which tasks are to be demonstrated and practiced;

however, flight instructors maintain discretion to deviate from the training outline to accommodate individual student needs.

h. Flight tasks are selected from the current C-12 Series ATM or the Single Engine Crewmember Tasks Annex. Each task is annotated in the C-12 IPC Flight Training period spreadsheet with an “I” (introduction), “P” (P3), "F" (familiarization), and an indication of evaluation requirements using an “E” (evaluation mandatory) or “O” (optional evaluation).

i. All aircraft maneuvers will be conducted with the student acting as the instructor (Role Reversal). Each task/maneuver will be graded IAW tasks listed in the C-12 IPC Flight Training period spreadsheet. Role reversal consists of the student IP demonstrating, teaching, and evaluating academic topics and flight maneuvers. During role reversal, the instructor pilot ultimately maintains responsibility and control of the aircraft.

j. During instrument flight training, 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.

k. 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.

l. An operator’s manual examination shall be completed prior to TD 26. See the ISAP section of this CMP for more

One hour of night flight in a C-12 aircraft is the minimum required for qualification. The minimum required flight tasks to be performed at night are 1029, 1034, 1035, 1045, 1104; 1145, 1148, 1177, and 1353 IAW the current C-12 Series ATM.

n.

DAY

0.0

AIRCRAFT, C-12 21.0

3.9

FLT EVAL, C-12 1.5

TOT FLT TIME 26.4

Module-A Module-B Module-B Module-B Module-B Module-B Module-B Module-B Module-B Module-B Module-B

Module-B

Module-C

871-UF004494 Stress and Fatigue Review (CBI)

011-FWNG0509 Fundamentals of Instruction (FOI)

Course Structure

Module-A: Flight Training C-12 IPC Flight Training011-FWNG0500

C-12 INSTRUCTOR PILOT - FUTURE FIXED WING CONTRACT, 2B-F27/SQIC (CP)

This course is structured using the following modules and lessons:

011-FWNG0508

C-12 Aircrew Coordination Training (ACT) 011-FWNG0506 Aircrew Training Program (ATP)

081-U3004495 Spatial Disorientation Review (CBI)

SIMULATOR

39.4

3.9

CUMULATIVE FLIGHT TIME

1.0

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

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

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

SE/UPRT

NIGHT SIMULATOR TOTAL

1.0 0.0 22.0

0.0 12.0 12.0

Module-C: Administrative

Module-B: Academics

011-FWNG0507 Aerodynamics I

011-FWNG0504 C-12 System Academics

011-FWNG0505

Aerodynamics II

871-UF005361 Altitude Physiology Review

011-FWNG0512 Administrative

871-UF004504 Gravitational Forces

871-UF005362 Reduced Oxygen Breathing Device (ROBD) Orientation and Exposure

Flight Periods

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

1. Administrative announcements (class leader and instructors).

2. ID tag, hearing protection, and uniform check.

3. Evaluation of current and forecast weather/environmental conditions.

4. Syllabus and aircraft scheduled time.

5. Down time.

6. Notices to airmen (NOTAMs).

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

8. Safety tips.

9. Daily questions.

10. Student questions.

0.0 0.0 1.5

p. Training days, flight periods, and flight conditions are outlined in the foldout C-12 IPC Flight Training spreadsheet.

q. Training tasks are selected from the current C-12 Series ATM and are listed in the C-12 IPC Flight Training spreadsheet.

Each task/maneuver is annotated in each stage with an “I” (introduction), “P” (P3), or "F" (familiarization) and indication of evaluation requirements using an “E” (evaluation mandatory) or “O” (optional evaluation).

Description of Training (CONT)

o. The C-12 IPC consists of a single stage of flight training - C-12 IPC - Future Fixed Wing Contract (FFWC) Flight Training.

0.0 0.0

12.0

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

NOTE: Students will begin training with the Administrative Lesson 011-FWNG0512 (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 the C-12 IPC Flight Evaluation lesson 011-FWNG0500, students will complete an End-of-Course Critique and then continue to the Administrative Lesson 011-FWNG0512 for Student Out- Processing. Examination/Evaluation lessons cover the LSAs indicated.

Course Map (Mandatory Training Sequence) 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.

C-12 INSTRUCTOR PILOT (IP) - FUTURE FIXED WING CONTRACT, 2B-F27/SQIC (CP)

011-FWNG0512

Administrative (in-Processing)

011-FWNG0504

C-12 Systems

Academics

011-FWNG0504

C-12 Systems

Academics Examination

011-FWNG0507

Aerodynamics I

011-FWNG0506

Aircrew Training

Program

011-FWNG0509

Fundamentals of

Instruction

011-FWNG0505

Aircrew

Coordination Training (ACT)

011-FWNG0508

Aerodynamics II

011-FWNG0506

Aircrew Training Program Pratical

Exercise

011-FWNG0505

ACT Examination

011-FWNG0509

Fundamentals of

Instruction Examination

011-FWNG0500

C-12 IPC Flight

Training

011-FWNG0500

C-12 IPC Flight

Evaluation

011-FWNG0500

Course Critique

011-FWNG0512

Administrative

(Out-Processing)

871-UF005362

ROBD

Orientation and Exposure

871-UF005361

Altitude

Physiology Review

871-UF004504

Gravitational

Forces

081-U3004495 Spatial

Disorentation Review (CBI)

871-UF004494

Stress and

Fatigue (CBI)

M O D

LESSON ID TITLE EXAM ID TITLE

Min

Score or Grade

TYPE

A 011-FWNG0500 C-12 IPC Flight Training 011-FWNG0500 C-12 IPC Flight Evaluation C/70% S or U

B 011-FWNG0504 C-12 System Academics 011-FWNG0504 C-12 Academics Examination 70% GO/NO GO

011-FWNG0505 ACT Examination 70% GO/NO GO

011-FWNG0505 Aircrew Training Program Practical Exercise/Exam 70% GO/NO GO

011-FWNG0505 Fundamentals of Instruction Examination 70% GO/NO GO

b. Written examination or Flight evaluations. All examinations will be evaluated by the module as indicated in the EXAMINATION MODULE TABLE below:

EXAMINATION MODULE TABLE

B 011-FWNG0505 Graduate Academics

1. Academic training. Academic subject matter is tested on a "GO/NO GO" basis for each Criterion Test (CT) IAW USAACE 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 "GO/NO GO" 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). Students must correctly perform and/or answer a predetermined number of actions and/or questions to receive a "GO" on each scorable unit. 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 "GO" on a CT, the student must receive a "GO" 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.

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

(b) Administrative elimination for academic failures will be administered IAW USAACE Reg 350-20, Resident Student Administration.

2. Flight training. 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 current C-12 Series ATM and supplemented in this CMP. Flight deficiency eliminations will be administered IAW USAACE Reg 350-20.

Individual Student Assessment Plan (ISAP)/Student Guidance

a. Grading and Evaluation plan.

Instructor Certification Requirements 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.

(d) Upon completion and submission of answer sheets, students will leave the examination area and will not return to the area until the termination of the examination.

2. Training absences will be administered IAW USAACE Reg 350-20.

3. Student conduct at training will be administered IAW USAACE Reg 350-20.

Assessment Administration Guidance Administer assessments IAW Training and Doctrine Command (TRADOC) Reg 350-70; TRADOC Pamphlet 350-70-5, Systems Approach to Training: Testing; USAACE Reg 350-15; and any assessment administration instructions written for any given examination/evaluation/assessment.

5. Student conduct off duty will be administered IAW USAACE Reg 350-20.

e. Challenging training. Students may not challenge any of the required training.

f. Graduation requirements. The student must receive a "GO" on all evaluations and examinations in order to graduate from this course.

4. Student conduct, as it applies to class management, will be IAW USAACE Reg 350-4, Classroom Management.

(b) The instructor administering the first examination to a class will instruct the class on the Honor Code prior to the examination.

(c) Students will not communicate with each other by any means during an examination.

(a) The Honor Code is in effect for all formal and informal examinations and evaluations.

Individual Student Assessment Plan (ISAP)/Student Guidance (CONT)

1. Module-A - Flight training. The flight evaluation is a performance-based test and is a scorable unit for this course. The individual tasks selected for evaluation will be graded with an A (90-100), B (80-89), C (70-79) or N.

Overall grade for the evaluation will be given an S or U (Satisfactory or Unsatisfactory).

2. Module-B - Academics. All examinations are closed book performance-based written tests. Students must answer a series of multiple-choice questions covering material presented as depicted in the preceding

EXAMINATION MODULE TABLE.

c. Counseling procedures. For information regarding student administrative actions, e.g., flight deficiency actions and administrative eliminations see USAACE Reg 350-20, sections VI and VII respectively.

d. Student responsibilities.

1. Honor Code.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27E 28 COURSE

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 TOTALS

5.5 5.5 5.5 5.0 5.0 5.0 5.0 5.5 5.5 5.5 5.5 5.5 6.0 5.5 5.5 5.5 5.5 5.5 5.5 5.0 7.5 7.5 7.5 7.5 5.5 6.0 149.5

2.0 2.0 2.0 2.0 2.0 2.0 12.0

ACAD C-12 HOURS 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.0 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.5 23.5

SIM UPRT HOURS 1.3 1.3 1.3 3.9

FLY COURSE CUMULATIVE FLIGHT TIME 1.3 2.6 3.9 5.9 7.9 9.9 11.9 13.3 14.7 16.1 17.5 18.9 20.9 22.3 23.7 25.1 26.1 27.5 28.9 30.9 32.3 33.7 35.1 36.5 37.9 39.4 39.4

NO FLY FLIGHT CONDITIONS N

TASK TITLE TRAINING DAY 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27E 28 TASK 1000 Participate in a Crew mission Briefing I P E 1000

11004 Plan a Visual Flight Rules Flight I P E 11004 11006 Plan a Instrument Flight Rules Flight I P E 11006 1010 Prepare a Department of the Army Form 7739-R, C-12 Take-off and Landing Data Card I P E 1010 1012 Verify Aircraft Weight and Balance I P E 1012 1023 Perform Flight at Minimum Control Speed with Critical Engine Inoperative (Simulator only) F N/A 1023 1029 Perform Pre-Flight Inspection I P E 1029 1032 Perform Radio Communications Procedures I P O 1032 1034 Perform Engine Start I P E 1034 1035 Perform Aircraft Taxi I P E 1035 1045 Perform Engine Run-Up I P E 1045 1070 Perform Emergency Procedures I P E 1070 1077 Perform Procedures for Two-Way Radio Failure I P O 1077 1104 Perform Normal Take-off and Climb I P E 1104 1120 Perform Steep Turns I P E 1120 1122 Perform Climbs and Descents I P E 1122 1125 Perform Slow Flight I P E 1125 1144 Perform Touch-and-Go (Required for IP/SPs only) I P E 1144 1145 Perform Normal Landing I P E 1145 1148 Perform Fuel Management Procedures I P E 1148 1177 Perform Go-Around I P E 1177 1179 Perform Balked Landing I P E 1179 1182 Perform Radio Communications I P E 1182 1200 Perform Instrument Take-off I P O 1200 1210 Perform Holding Procedures I P O 1210

1212 Perform Enhanced Ground Proximity Warning System Terrain Awareness and Warning System Operations I P O 1212

1215 Perform Precision Approach I P O 1215 1220 Perform Non-Precision Approach I P O 1220 1240 Perform Missed Approach I P O 1240 1245 Perform Unusual Attitude Recovery I P E 1245

1254 Perform Instrument Flight Rules Navigation I P E 1254

1260 Operate Weather Avoidance System(s) I P O 1260 1261 Perform Circling Approach I P O 1261 1264 Perform Global Positioning System Approach or Area Navigation Approach I P O 1264 1265 Perform Traffic Alert and Collision Avoidance System Operations I P O 1265

1310 Perform Emergency Procedures for Engine Failure During Flight I P E

1315 Perform Single-Engine Landing

I P E

1320 Perform Single-Engine Go-Around I P E

1325 Perform Emergency Procedures for Engine Failure During Take-Off

I P E

1336 Perform Emergency Procedures for Engine Failure During Final Approach 1336 1340 Perform Emergency Landing Gear Extension N/A 1340 1352 Perform Rejected Take-Off

I P E

1353 Perform After-Landing Tasks

I E

5100 Instruct Academic Subjects P E

5105 Evaluate Aircrew Academic Knowledge P

E

5200 Instruct Aircrew Member Tasks I

P E

5205 Evaluate Aircrew Tasks

I P

E

5300 Administer Aircrew Member Evaluation I

P E 5300

23000.01 Perform Upset Prevention and Recovery Training (UPRT) F F F

NOTE 2: Flight task 3000.01 has supplemental information provided in the SINGLE ENGINE CREWMEMBER TASKS ANNEX for UPRT flight training.

NOTE 1::Task 1004 or 1006 will be evaluated during end of course evaluation.

C-12 IPC Flight Training

TRAINING DAY

SIMULATOR HOURS

FLIGHT BLOCK HOURS

O ut

-P ro ce ss

FLIGHT PERIOD

C-12 SIMULATOR - AIRCRAFT

In -P ro ce ss in g R

O B

D T ra in in g

UPRT

N/A 23000.01

1247 Perform Wind Shear Avoidance and Recovery N/A 1247 Perform Autopilot Flight Director Operations1253 I P

F

1255 Perform Global Navigation Satellite Syetem (GNSS) Disruption Navigation.

Perform Stall Recognition and Recovery (Simulator ONLY) 1303 Perform Stall Recognition and Recovery

F N/A

1255I P O

I

1500 Perform a Crew-Level After-Action Review

31303.02 31303.02

O 1253

NOTE 3: Task 1303.02 has supplemental information provided in the SUPPLEMENTAL FLIGHT TASK INFORMATION section of this CMP.

I P E

E

P EI

O

I

P

F I P

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

NOTE: Academic topics annotated with an asterisk (*) are not evaluated in this course.

e. Regulations and publications. Regulations and publications. AR 95-1, Department of the Army Pamphlet (DA Pam) 738-751, Department of Defense (DoD) FLIP, TC 3-04.11, current [model] operator’s manual, applicable major Army command (MACOM) supplements, and local and unit SOPs.

Evaluation Sequence (All Stages)

a. Flight evaluations will be conducted IAW this CMP. The evaluation determines the examinee's ability to perform the duties of IP in the C-12 aircraft. The recommended procedure for conducting the evaluation is for the evaluator to assume the role of student, while allowing the examinee to function as the IP. 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.

1. 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.

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

b. The flight evaluation sequence is conducted in four phases:

Phase 1: Introduction.

Phase 2: Academic evaluation.

Phase 3: Flight evaluation.

Phase 4: Debriefing.

c. Phase 1 - Introduction. In this phase, the evaluator will:

1. Confirms the purpose of the evaluation, explains the evaluation procedure, and discusses the evaluation standards and criteria to be used.

2. The evaluator in role reversal will perform as a rated aviator based on notional training IATF entries. The evaluator may "come out of role" if clarification is required, or if a safety issue arises, or to have the student answer a question, or perform a specific task.

d. Phase 2 - Academic evaluation. 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.

Crew coordination

Airspace regulations and usage.

Flight plan (FPLN) preparation and filing.

Performance planning/TOLD.

Inadvertent instrument meteorological conditions (IIMC) procedures.

Forms, records, and publications required in the aircraft.

DoD FLIPs and maps.

Visual Flight Rules (VFR)/instrument flight rules (IFR) minimums and procedures.

Risk management.

Fuel requirements.

Crew endurance.

Weight and balance requirements.

10.

11.

12.

13.

14.

15.

16.

17.

g. 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)

Holding procedures.

FPLN preparation.

Position reports.

Transponder requirements.

Arrival procedures.

Departure procedures.

Required weather for take-off, en route, destination, and alternate.

NOTAM.

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

DoD FLIP symbology.

Fuel requirements.

Weather hazards.

Two-way radio failure procedures.

Opening and closing FPLNs.

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

VFR requirements.

f. Aircraft systems, avionics, and mission equipment description and operation. (Current [model] operator’s manual)

1.

2.

3.

4.

5.

6.

7.

8.

9.

Servicing, parking and mooring.

Electrical system.

Heating, ventilation, and environmental control system.

Ice protection.

Pneumatic system.

Pressurization.

Transponder.

Navigation equipment.

Landing gear.

Engines and related systems.

Emergency equipment.

Propeller systems.

Fuel system.

Flight instruments.

Automatic dependent surveillance - broadcast (ADS-B).

Evaluation Sequence (CONT)

h. Operating limitations and restrictions. (Current [model] operator’s manual)

1. Propeller limitations.

2. Weather/environmental limitations/restrictions.

3. Autopilot (AP) limitations.

4. Fuel system limitations.

5. Landing gear cycling (if applicable).

6. Brake de-ice limitations.

7. Engine limitations.

8. Engine over-temp and over-speed limitations.

9. Generator limits.

10. Pitot heat limitations.

11. Altitude limitations.

12. Crosswind limitations.

13. Cracked cabin window/windshield.

14. Intentional engine out speed.

15. Loading limitations.

16. Starter limitations.

17. Airspeed limits, minimum, and maximum (MAX).

18. Maneuvering limits.

19. Icing limitations.

20. Oxygen requirements.

21. MAX design sink rate.

22. Required equipment listing (REL).

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

1. Single-engine service ceiling.

2. Emergency exits and equipment.

3. Emergency terms and definitions.

4. Engine malfunctions.

5. Propeller malfunctions.

6. Fires.

7. Hydraulic system malfunctions.

8. Landing and ditching procedures/emergencies.

9. Duct over-temp caution light illuminated.

10.Engine bleed air malfunctions.

11.Chip detectors.

12.Fuel system malfunctions.

13.Electrical system malfunctions/emergencies.

14.Flight control malfunctions.

15.Loss of pressurization.

16.Low oil pressure.

17.Auto-pilot malfunctions.

3.

4.

5.

6.

7.

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

1.

2.

3.

4.

5.

6.

1.

2.

3.

4.

5.

6.

7.

Spatial disorientation.

Hypoxia.

Middle ear discomfort.

Evaluation Sequence (CONT)

j. Aeromedical factors. (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)

Flight restrictions due to exogenous factors.

Stress and fatigue.

Decompression sickness.

VMCA causes and prevention.

Torque (TQ) and P factor.

Hydroplaning.

Principles and problems of vision.

k. Aerodynamics. (TC 3-04.4 and the current [model] operator’s manual)

Turning performance.

Crosswind landings.

Spins and spin recovery.

Asymmetrical thrust.

Slow flight.

Types of drag, the drag curve, and VG diagram.

Unaided night flight.

Visual illusions.

Distance estimation and depth perception.

l.

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

Night mission operations. (TC 3-04.4)

Types of vision.

12. Elements of the Lift equation.

m. Instructor/Evaluator/Trainer topics. (TC 3-04.11 and FAA-H-8093-9 [Aviation Instructor's Handbook])

Wake turbulence.

Defense mechanisms.

Training delivery methods Scenario based training of flight and academic training topics.

Authenic Assessment and Higher Order Thinking Skills.

Assessment of piloting ability and aeronautical decision making.

Aircrew Training Program (ATP) and Centralized Aviation Flight Records System (CAFRS) management.

Laws of learning.

8. Domains of learning.

Stall and stall characteristics.

Night vision limitations and techniques.

Use of internal and external light.7.

Evaluation Sequence (CONT)

m. Instructor/Evaluator/Trainer topics (TC 3-04.11 and FAA-H-8093-9 [Aviation Instructor's Handbook]) (continued)

9. Retention of learning.

10. Basic elements of communication.

11. Barriers to effective communication.

12. Emotional reactions.

13. Lesson plan preparation.

14. Instructional aids and training technology.

15. Critiques and oral assessments.

16. Instructor responsibilities.

17. Evaluation of student ability

18. Obstacles to learning (academic and flight).

19. Factors that affect decision making.

20. Managing risk during instruction.

o. Phase 3 - Flight evaluation.

1. Briefing. 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 current C-12 Series ATM (Task 1000). At a minimum, the following elements will be discussed:

(a) Mission.

(b) Weather.

(c) Flight route.

(d) Performance data.

(e) Transfer of flight controls.

(f) Simulated engine failure procedures.

(g) Crew duties, to include emergency duties.

2. Pre-Flight, Engine-start, Run-up, and Engine shutdown procedures:

(a) Evaluate the examinee's use of the aircraft CL.

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

3. Flight tasks:

(a) Mandatory tasks shall be evaluated, as annotated.

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

p. Phase 4 - Debriefing. During this phase, the evaluator will:

1. Discuss the examinee's strengths and weaknesses.

2. Offer the examinee recommendations for improvement.

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

4. Complete ARTS.

5. Ensure the examinee reviews and initials grade sheets

Instructor Training Guidance Teaching and Evaluating Emergency Procedures.

4. A pilot who has been conditioned during his training to expect to find a relatively safe landing area, whenever his instructor initiated a procedure requiring a simulated forced landing, may ignore all basic rules of airmanship to avoid a touchdown in terrain where aircraft damage is unavoidable. Many Army aviators are under the misconception that a list of memorized underlined steps is all that is required to survive any emergency situation. Instructors must include complications of weather, terrain, tactics and battle damage when discussing and practicing emergency procedures.

5. Making a 180-degree turn back to the runway when available altitude is insufficient (all engines out).

The objective of emergency procedure training is to prepare pilots to cope with emergencies both in flight and on the ground.

These emergencies can be caused by malfunctions, battle damage, adverse environmental situations or crew error. The key elements of this training are cockpit familiarization and systems knowledge. The least effective method of teaching or evaluating emergency procedures is the classroom environment with the emphasis on rote memorization of “underlined steps. Ensure pilots are completely familiar with the indications of malfunction so they do not misidentify a malfunction and perform the wrong emergency procedure. Most modern aircraft are designed well enough that it is better to do nothing than react incorrectly to an emergency situation. Teach pilots to be deliberate and accurate with the application of emergency procedures. Incorrect pilot actions are still the most likely cause of dual engine failure in multiengine aircraft.

a. Factors that affect the successful outcome of an actual emergency situation are:

1. A pilot who panics at the realization that his aircraft has malfunctioned or been damaged, severely handicaps himself in the handling of the emergency.

2. Unconscious desire to delay emergency landings may lead to such errors as failure to lower the nose to maintain flying speed or delay in the selection of the most suitable touchdown area.

3. Desperate attempts to correct whatever went wrong, at the expense of basic aircraft control and overall situational awareness.

Instructor Training Guidance continued next page.

Students must be thoroughly familiar with the limitations associated with emergency training in the aircraft to avoid emergency training turning into real emergencies. If role reversal is to be conducted during training, the techniques and procedures to be used must be clear to all crewmembers.

10. In most cases a fully controlled crash in a less desirable area is more survivable than an uncontrolled crash in a good area.

9. A pilot should not allow his desire to “save” the aircraft to influence his primary responsibility, i.e., the safety of his passengers and crew.

11. The survival records favor those who maintain their composure and know how to apply these general concepts and techniques.

12. The success of an emergency landing under adverse conditions is as much a matter of the mind and attitude, as of pilot skills. Attitudes can be taught. The instructor is the role model for the student, and the instructor’s attitude toward emergency procedures will be reflected in his students.

1. The phrase, “Never allow the student to exceed your limits,” has been around the flight line since the Wright Brothers.

This does not mean the limits of your ability to fly the machine but rather the limits of your ability to perceive a problem, decide upon a course of action, and physically react within the limits of your ability to fly the machine. There is a vast difference. Before simulating an emergency, be sure you have extra altitude and or airspeed to give yourself some flexibility to react to student errors or actual malfunctions that might occur during simulated malfunctions. Thorough crew coordination briefings should be conducted to minimize confusion. Students should be briefed thoroughly on the manner in which simulations are to be performed and their expected actions. In simulator training the manipulation of condition levers, fire handles, power levers, etc., may be different than what is expected on the flight line.

6. Stretching the glide without regard for minimum control speed in order to get a better looking forced landing area.

7. Using approach and touchdown techniques that leave no margin for error.

8. The desire to save the aircraft, regardless of the risks involved, may be influenced by the idea that an undamaged aircraft implies no bodily harm. Pilots should be taught the crash characteristics of their aircraft and techniques that may result in a more survivable crash, if a crash is inevitable.

b. Emergency procedure simulation and recovery techniques. Specific simulation techniques and recovery procedures for selected maneuvers may be addressed elsewhere. The intent of this section is to provide the instructor with some guidelines for determining when and how to simulate an emergency and when to affect a recovery.

Instructor Training Guidance (CONT)

2. Know the flight limitations of the aircraft and yourself. Under certain conditions, your limits may be more restrictive than the aircraft. Expect common student errors such as feathering the wrong propeller lever, incorrect rudder application or even shutting down the operating engine during a simulated engine failure. Guard the power quadrant and the flight controls appropriately to prevent these common errors. Do not forget to divide your attention to guard against unsafe altitudes or airspeeds. Single engine inadvertent stalls can easily turn into a fatal spin. Simulating malfunctions by pulling circuit breakers is generally not a prudent course of action. The advertised effect or your understanding of that effect of a particular circuit breaker may not be accurate. All aircraft in the fleet may not be wired in the same manner. In general it is not necessary to be “tricky” to impart meaningful instruction.

3. Know the limitations of the student. When he or she exceeds the limits you have perceived he possesses, assist him or her, verbally or physically, as needed. This will not only enhance training but may also alleviate the need to “recover” at a later time.

4. Never allow a chain of errors to develop. Most accidents are the result of an accumulation of errors, which, if singly encountered, would have been within the capabilities of the instructor to recover. Multiple errors tend to have a geometric effect. Unanticipated variables such as traffic, weather, air traffic control requests or aircraft systems requirements may begin to adversely affect a simulated emergency situation. Make the decision to terminate the simulation before the level of hazard becomes unacceptable.

5. When affecting a recovery, take the controls and loudly announce, “I have the controls.” If you allow the student to remain on the controls, you may work at cross-purposes. A frightened student can be incredibly strong and may exhibit reactions inappropriate to the situation. If a recovery is necessary, there is usually little to be gained by leaving the student on the controls.

6. Prior to each flight, analyze the expected flight conditions (i.e., wind, density altitude, aircraft load, etc.). Note the actual conditions upon arrival at the training site. A little forethought could prevent the development of a bad situation.

7. When doubt exists, terminate the maneuver. A decision to terminate will show good judgment and teach the student a valuable lesson about effective in-flight decision-making processes. During practice Single-Engine maneuvers, the Instructor Pilot must stay vigilant and anticipate when the maneuver is departing normal parameters and/or successful outcome is in doubt, and be able to immediately convert the Single-Engine maneuver into a Dual-Engine Go-Around/ Recovery. In this event, the instructor must be prepared to immediately take the controls and loudly announce “I have the controls” while advancing both Propeller levers full forward to HIGH RPM, then advance both Power Levers toward maximum allowable while initiating a climb away from the ground (if necessary). Ensure the aircraft will not touch the ground before retracting the landing gear. Retract flaps ONLY as safe airspeed permits for any given flap configuration.

Then complete the Go-Around CL when time, altitude, and workload permits.

8. If an actual emergency occurs during emergency training, instructors must be prepared to handle the situation without assistance from the student. Pilots undergoing instruction may not yet be proficient enough to perform normal crew coordination duties or may be confused due to the additional complexities involved in the actual emergency occurring in the middle of a simulated emergency.

9. Remember the phrase, “Instructor pilot failed to take appropriate action.” It is written at the bottom of virtually every training accident investigation report and is the result of poor planning and judgment. Recoveries are a risk that you, as an instructor, must cope with. How successful you are depends upon how well you are prepared.

1303.02

a. Correctly recognize impending stall and stall indications.

b. Correctly perform recovery.

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

Supplemental Flight Task Information

TASK: Perform Stall Recognition and Recovery (Simulator ONLY) CONDITIONS: In an approved C-12 flight simulator with motion.

STANDARDS: Appropriate common standards and the following additions/modifications:

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

1. 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.

2. 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:

(d) Inability to arrest the descent rate.

DESCRIPTION:

a. 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.

(a) Buffeting;

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

(c) Lack of roll control;

3. 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:

(a) At the sounding of the stall warning horn.

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

b. 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*.

c. Procedures. Stall recovery procedure is as follows:

1. 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.

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

NOTE 1. 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.

NOTE 2. 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.

NOTE 3. 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.

Task description continued next page.

1303.02

NOTE 4: This maneuver can be performed in the take-off configuration, (gear down) or the departure configuration (gear up).

REFERENCES: Appropriate common references and the CMP.

Supplemental Flight Task Information (CONT)

TASK: Perform Stall Recognition and Recovery (Simulator ONLY) (CONT)

d. Typical configurations:

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

(a) Confirm appropriate propeller RPM and entry airspeed (Knots Indicated Airspeed [KIAS]).

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

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

(d) Complete the go-around CL.

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

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

(b) Reduce power, slow to entry airspeed (KIAS).

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

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

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

(f) Complete the go-around CL.

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

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

(b) Reduce power, slow to entry airspeed (KIAS).

(c) Extend flaps to full and complete the landing check.

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

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

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

(g) Complete the go-around CL.

4. Power on - Take-off or departure configuration.

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

(b) 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

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

(d) Complete the go-around CL.

TD Start Time

End Time Location Lesson ID Lesson

TTL

LSN

Time

LSN

BLK

Time

Instructional Element

07:00 11:00 BLD 6621 011-FWNG0512 In-Processing 1.0 1.0 C CO, 1-14TH

08:00 09:00 BLD 6621 011-FWNG0512 Commander's Brief 1.0 1.0 C CO, 1-14TH

12:30 13:30 Lyster 871-UF005361 *Altitude Physiology Review (see note below) 1.0 1.0 SAAM

13:30 17:00 Lyster 871-UF005362 *ROBD Orient and Exposure (see note below) 3.5 3.5 SAAM

Tech Library 871-UF004494 Stress and Fatigue Review (Computer Based Instr) 1.0 1.0 SAAM

Tech Library 081-U3004495 Spatial Disorientation Review (Computer Based Instr) 1.0 1.0 SAAM

07:00 08:00 KDHN 011-FWNG0500 Course Inbrief 1.0 1.0 Contractor 08:00 09:00 KDHN 011-FWNG0500 Parachute Training 1.0 1.0 Contractor

09:00 11:30 KDHN 011-FWNG0500 Upset Prevention and Recovery Training I (UPRT) 8.0 2.5 Contractor

12:30 18:00 KDHN 011-FWNG0500 UPRT Flight 1 5.5 Contractor

08:00 10:30 KDHN 011-FWNG0500 UPRT II 8.0 2.5 Contractor

11:00 17:00 KDHN 011-FWNG0500 UPRT Flight 2 5.5 Contractor

08:00 11:00 KDHN 011-FWNG0500 UPRT III and IV 8.0 3.0 Contractor

11:00 17:30 KDHN 011-FWNG0500 UPRT Flight 3 5.5 Contractor

07:00 12:00 KDHN 011-FWNG0500 C-12 Simulator 1 5.0 Contractor

13:00 15:00 KDHN 011-FWNG0504 Performance Charts/TOLD 2.0 2.0 Contractor

07:00 12:00 KDHN 011-FWNG0500 C-12 Simulator 2 5.0 Contractor

13:00 16:00 KDHN 011-FWNG0507 Aerodynamics I 5.0 3.0 Contractor

7 07:00 12:00 KDHN 011-FWNG0500 C-12 Simulator 3 5.0 Contractor

13:00 15:00 KDHN 011-FWNG0508 Aerodynamics II 5.0 2.0 Contractor

07:00 12:00 KDHN 011-FWNG0500 C-12 Simulator 4 5.0 Contractor

8 13:00 14:00 KDHN 011-FWNG0504 C-12 Fire Detection & Annunciator 1.0 1.0 Contractor

14:00 15:30 KDHN 011-FWNG0504 C-12 Powerplant System 1.5 1.5 Contractor

08:00 13:30 KDHN 011-FWNG0500 C-12 Flight Training 1 5.5 Contractor

14:00 15:30 KDHN 011-FWNG0504 C-12 Electrical System 1.5 1.5 Contractor

08:00 09:30 KDHN 011-FWNG0504 C-12 Propeller System 1.5 1.5 Contractor

10 09:30 11:00 KDHN 011-FWNG0504 C-12 Fuel System 1.5 1.5 Contractor

12:00 17:30 KDHN 011-FWNG0500 C-12 Flight Training 2 5.5 Contractor

08:00 09:00 KDHN 011-FWNG0504 C-12 Pressurization System 1.0 1.0 Contractor

11 09:00 10:00 KDHN 011-FWNG0504 C-12 Pneumatics System 1.0 1.0 Contractor

12:00 17:30 KDHN 011-FWNG0500 C-12 Flight Training 3 5.5 Contractor

08:30 09:30 KDHN 011-FWNG0504 C-12 Environmental System 1.0 1.0…