TECHNICAL EXHIBIT K - C-12 REF CMP 21JAN22.pdf

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.

UNITED STATES ARMY AVIATION

CENTER OF EXCELLENCE

Fort Rucker, Alabama

Date TBD

C-12 AVIATOR REFRESHER (AV REF) - FUTURE FIXED WING CONTRACT

2B-F28 (CT)

COURSE MANAGEMENT PLAN

EFFECTIVE WITH FUTURE FIXED WING CONTRACT

JOHN S. ARNOLD, DIRECTOR OF USAACE G3 DATE

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

APPROVAL: __________________________________________________________________________________________

CONCUR: ___________________________________________________________________________________________

C-12 AVIATOR REFRESHER (AV REF) - 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 5 Course Structure 6 Course Map (Mandatory Training Sequence) 6 Instructor Certification Requirements 6 Individual Student Assessment Plan (ISAP)/Student Guidance 7 Assessment Administration Guidance 7

C-12 Aviator Refresher Task List Supplemental Flight Task Information

C-12 AVIATOR REFRESHER (AV REF) - FUTURE FIXED WING CONTRACT

2B-F28 (CT)

COURSE MANAGEMENT PLAN

TABLE OF CONTENTS

Training Sequence

Student Binder Material Issued at Flight Line

1.

2.

3.

4.

5.

6.

7.

8.

9.

1.

3.

4.

5.

Program of Instruction (POI) Information Required References Course #: 2B-F28 (CT) Army Regulation (AR) 40-8 Course Title: C-12 AVIATOR REFRESHER AR 95-1 Course Length: 5 Days Flight Hours: 0 Simulator Hours: 16.0 (8.0 PI/8.0 CP)

C-12 Series Aircrew Training Manual (ATM) Department of Defense (DoD) FLIPs as required Training Circular (TC) 3-04.4

TC 3-04.5

TC 3-04.93

TM 1-1510-259-10 (Current Operators Manual)

Student Binder Material Issued at Flight Line 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

TM 1-1510-259-CL (Checklist)

A student orientation briefing that includes the following topics will be conducted:

Safety

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

b. Classroom orientation.

c. Safety briefing, with an emphasis on risk management (RM) throughout the course of instruction.

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

(1) Flight planning resources.

(2) Applicable portions of Fort Rucker flight publications (USAACE 95-1, USAACE 95-2, etc.).

Description of Training

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

Flight Periods

d. Regardless of the type of training period conducted, the instructor pilot will debrief the student regarding the day’s training, complete the appropriate records in the Aviation Resource Training System (ARTS), and provide assignments to be completed prior to the next period. Students will make the appropriate entries in ARTS and prepare for the following training period, as required.

a. All flight training will be conducted in the C-12 flight simulator.

b. This course consists of a total of 16.0 (8.0 Pilot and 8.0 Copilot) simulator hours. Block time for each simulator period will be 5.0 hours and the daily flight time will be 2.0 hours pilot and 2.0 hours co-pilot.

c. 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. A flight period outline is provided in the C-12 Refresher Training 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.

d. Proficiency progression points (P3) are used IAW 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.

e. Government Quality Assurance Evaluators may conduct progress evaluation flights in the contractor's C-12 simulator to observe training on satisfactory students to evaluate the training program or on students identified by the contractor's quality control personnel as being unsatisfactory for their hour level of training. Every effort should be directed toward observing students on a daily simulator training flight during any progress evaluation. The contractor's simulator instructor shall ensure that the student performs all tasks identified as being below average or unsatisfactory

f. Daily grading will consist of an S (Satisfactory) or U (Unsatisfactory) entry for any task conducted that day. Once a maneuver has been introduced, student pilots are expected to progress along that continuum.

g. 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 (like paired students) to ensure adequate aircrew coordination training is received.

h. Flight tasks are selected from the current C-12 Series ATM and are listed in the daily flight task spreadsheet. Each task is annotated with an “I” (introduction) or a “P” (P3) or an "F" (familiarization).

a. A daily flight briefing is conducted by an instructor pilot each period prior to simulator instruction. The briefing includes:

1. Administrative announcements (class leader and instructors).

2. Syllabus and scheduled simulator time.

3. Down time.

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

5. Daily questions.

6. Student questions.

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

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

Module-A

Module-B Module-B Module-B

Module-C

Contractor 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. Contract academic instructors must adhere to the instructor certification requirements imposed by the applicable contract. 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.

Instructor Certification Requirements

NOTE: Students will begin training with Lesson 011-FWNG0604, Administrative (in-processing) and then continue with C-12 Aircraft Systems Academics Lesson 011-FWNG0601 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 Flight Simulation Training lesson 011-FWNG0600, students will complete a Course Critique and out-processing (lesson 011-FWNG0604) prior to departing.

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 AVIATOR REFRESHER (AV REF) - FUTURE FIXED WING CONTRACT, 2B-F28 (CT)

Course Structure This course is structured using the following modules and lessons:

C-12 AVIATOR REFRESHER (AV REF) - FUTURE FIXED WING CONTRACT, 2B-F28 (CT)

011-FWNG0600 Flight Simulation TrainingModule-A: Simulator Training

AdministrativeModule-C: Admiistrative

011-FWNG0601 C-12 Systems Academics

011-FWNG0603 Aircrew Coordination Training 011-FWNG0602 Operational AcademicsModule-B: Academics

011-FWNG0604

011-FWNG0604

Administrative

011-FWNG0600

Flight Simulator

Training

011-FWNG0601

C-12 Systems

Academics

011-FWNG0603

Aircrew

Coordination Training

011-FWNG0602

C-12 Operational

Academics

1. Honor Code is in effect for all formal and informal evaluations.

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

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.

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

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

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

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

a. Flight training. Grading will be conducted IAW USAACE Reg 350-16, The Uniform Flight Grading System. The standard for each task selected to be graded 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

b. 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.

c. Student responsibilities.

1 2 3 4 5 Stage 1 2 3 4 Total

5.0 5.0 5.0 5.0 20.0

2.0 2.0 2.0 2.0 8.0

ACAD 2.0 2.0 2.0 2.0 8.0

SIM 4.0 8.0 12.0 16.0 16.0

TASK TITLE TRAINING DAY 1 2 3 4 5 TASK

1000 I P 1000

1023 I P 1023

1032 I P 1032 1034 I P 1034 1035 I P 1035 1045 I P 1045 1070 I P 1070 1077 I P 1077 1104 I P 1104 1122 I P 1122 1125 I P 1125 1145 I P 1145 1148 I P 1148 1177 I P 1177

1200 I P 1200 1210 I P 1210 1215 I P 1215 1220 I P 1220 1240 I P 1240 1245 I P 1245

1253 I P 1253 1254 I P 1254

I

P 1303 *1303.02 I P *1303.02

1310 I P 1310 1315 I P 1315 1320 I P 1320 1325 I P 1325 1336 I P 1336 1340 F 1340 1352 I P 1352

Perform Aircraft Taxi Perform Engine Run-Up Respond to Emergency Procedures

SIMULATOR HOURS (Copilot)

COURSE CUMULATIVE FLIGHT TIME

Participate in a Crew Mission Briefing Perform Flight at Minimum Control Speed with Critical Engine Inoperative (Vmca) (Simulator Only)

Perform Engine Start Perform Radio Communications

FLIGHT BLOCK HOURS

FLIGHT PERIOD

C-12 Aviator Refresher Task List

TRAINING DAY

Perform Normal Take-off and Climb Perform Climbs and Descents Perform Slow Flight Perform Normal Landing

Perform Rejected Take-Off

Perform Instrument Flight Rules Navigation

Perform Global Positioning System Area Navigation Approach

Perform Stall Recognition and Recovery (Simulator Only) Perform Emergency Procedures for Engine Failure During Flight Perform Single-Engine Landing

SIMULATOR HOURS (Pilot)

Perform Single-Engine Go-Around Perform Emergency Procedures for Engine Failure During Take-Off Perform Emergency Procedures for Engine Failure during Final Approach Perform Emergency Landing Gear Extension

Perform Precision Approach Perform Non-Precision Approach Perform Missed Approach Perform Unusual Attitude Recovery

Perform Autopilot - Flight Director Operations

Perform Fuel Management Procedures Perform Go-Around

Perform Instrument Take-off Perform Holding Procedures

Perform Procedures for Two-Way Radio Failure

NOTE: Tasks annotated with an asterisk (*) have supplemental information provided in the SUPPLEMENTAL FLIGHT TASK INFORMATION section of this CMP.

1179 I P 1179Perform Balked Landing

1247 Perform Wind Shear Avoidance and Recovery 1247I P

1255 I P 1255Perform Global Navigation Satellite System Disruption 1260 I P 1260Operate Weather Avoidance System 1261 Perform Circling Approach 1261PI 1264 1264P

IPerform Traffic Collision Avoidance System 1265 1265P Perform Stall Recognition and Recovery

1353 I P 1353Perform After-Landing Tasks

I

1303.02

Task description continued next page.

Supplemental Flight Task Information

Task: Perform Stall Recognition and Recovery

a. Correctly recognize an impending stall and stall indications.

b. Announce when the stall warning system is audible.

c. Decrease pitch attitude as necessary to recover from the stall.

d. Increase power after the stall has been broken, and a safe airspeed has been achieved to minimize the loss of altitude.

e. Adjust pitch attitude and power as necessary to regain lost altitude once a safe airspeed is achieved.

f. Maintain heading within + 10 degrees and bank within + 10 degrees.

g. Maintain coordinated flight (ball one-fourth out maximum).

h. Correctly perform crew coordination actions.

DESCRIPTION: There are many factors that could contribute to pilots encountering unintentional stall situations. These include improper loading, trim and use of the controls. In-flight distractions can result in improper airspeed management. Aircraft in-flight damage, maintenance errors, malfunctions in trim and autopilot systems can also create situations that may lead to inadvertent stall situations. Contamination of stall warning systems and/or airfoils with ice, mud or insect residue can also occur. Encounters with turbulence or wake vortices could also cause a pilot to find himself in an unintentional stall situation. The pilot’s ability to recognize and recover from stall situations is critical to flight safety.

a. Crew actions. The instructor pilot (IP) will brief stall/spin characteristics and correct recovery procedures. The pilot on the controls (P*) will acknowledge the briefing. The P*’s main focus will be outside the aircraft. Perform the crew duties and callouts IAW Task 1177.

b. Procedure. During training, stalls and stall recoveries are confidence-building maneuvers designed to demonstrate flight characteristics as the aircraft approaches, enters, and recovers from a stall. They help the pilot develop the ability to control the aircraft during the stall and recovery as well as aid in recognizing the cues of a developing stall. Finally, they help to develop the ability to recover from a stall with minimum loss of altitude.

1. Pilot Cues of impending Stall:

(a) Visually, by noting aircraft approaching critical angles of attack.

(b) Aurally, by hearing the stall warning horn and/or changes in noise levels.

(c) Kinesthetically, by feeling the change in flight control pressures, buffeting and “mushing” which occurs as the airplane nears the stall.

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

(a) An approach to stall is a maneuver where the pilot sets up the aircraft to stall, but initiates recovery procedures before actual stall occurs. The pilot initiates recovery at 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.

(b) In the 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 may 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 even more. This will allow the stall buffet to develop so far as to cause a full stall, as indicated by one or more of the following indications:

(1) The aircraft may pitch down of its own accord and is called a “break."

(2) The elevator may lose its effectiveness in maintaining pitch attitude (sometimes called mushing or settling).

(3) It is no longer possible to maintain heading with aileron. (Rudder is the most effective control for leveling the wings during stall recovery. Attempts to use aileron for heading control while the aircraft is stalled could aggravate the stall).

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:

CONDITIONS: In a C-12 flight simulator with motion.

STANDARDS:

Task Description Continued Next Page.

Supplemental Flight Task Information (CONT)

Task: Perform Stall Recognition and Recovery (CONT)

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. The stall warning system should not be considered a physical indication of the stall. 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: A demonstration of the characteristics beyond the prestall buffet shall be demonstrated by the IP to the student during this stage. The student will demonstrate his ability to recover from a full break stall in the clean, wings-level, power-off configuration.

NOTE 3: 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 4: Stalls may be performed straight ahead or in a turn (15 - 20 deg angle of bank) as directed by the instructor.

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

(b) At the onset of the stall buffet;

(c) At the evidence of entering a full stall as discussed above. (See Note #2 below)

4. Stall recovery procedure is as follows:

(a) Reduce angle of attack (pitch) to either prevent or break the stall while simultaneously and smoothly adding power to maximum available. Asymmetrical power applications can result in undesirable yawing tendencies. Use rudder as necessary to keep the wings level.

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

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

5. Typical configurations:

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

(1) Confirm maneuver check is complete.

(2) Confirm appropriate propeller RPM and entry airspeed (knots indicated airspeed [KIAS]).

(3) Reduce throttles to idle power. Maintain altitude and heading throughout the maneuver slowing the aircraft down until the stall warning horn is heard.

(4) At the specified stall indication, advance power to full and return to entry airspeed (KIAS).

(5) As the aircraft accelerates, apply back pressure on the elevator to stop the descent, trim as necessary, and maintain airspeed and altitude as instructed.

(6) Complete the go-around checklist.

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

(1) Confirm maneuver check is complete.

(2) Direct the IP to set propellers to HIGH RPM, extend flaps to approach, lower the landing gear, and complete the before landing check.

(3) Set power to reduce airspeed to entry airspeed (KIAS).

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

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

(6) At the specified stall indication, recover by performing a stall recovery with a minimum loss of altitude and return to the entry altitude and airspeed (KIAS).

(7) Complete the go-around checklist.

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

(1) Confirm maneuver check is complete.

(2) Direct the IP to set propellers to HIGH RPM, extend flaps to approach, lower the landing gear, and complete the before landing check.

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

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

REFERENCES: Appropriate common references and the CMP.

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

NOTE: When performing power-on stall training, pilots should keep in mind that the airspeed may be below Vmc. In the event of an actual engine failure, the P* should immediately reduce power and simultaneously reduce pitch attitude. When airspeed permits, the P* should apply maximum controllable power and perform single-engine emergency procedures.

(7) At the specified stall indication, recover by performing a stall recovery with a minimum loss of altitude and return to the entry altitude and airspeed (KIAS).

(8) Complete the go-around checklist.

(d) Power on - take-off or departure configuration.

(1) Confirm the maneuver check is complete.

(2) Direct the IP to set propellers to High RPM and then reduce power.

(3) Slow the aircraft to the computed Vr speed.

(4) 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.

(5) At the first stall indication (buffet) simultaneously add maximum power, reduce pitch attitude and level the wings.

(6) The maneuver is complete when the aircraft is in level flight at the exit altitude, gear retracted, in straight and level flight and airspeed stabilized at entry airspeed (KIAS).

Supplemental Flight Task Information (CONT)

Task: Perform Stall Recognition and Recovery (CONT)

(4) Direct the IP to extend flaps to full and complete the landing check.

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

TD Start Time

End Time Location Lesson ID Lesson Title

TTL

LSN

Time

LSN

BLK

Time

07:30 08:30 KDHN 011-FWNG0604 Inprocessing and Introduction 20.0 1.0

08:30 10:30 KDHN 011-FWNG0601 C-12 Electrical System 20.0 2.0

10:30 11:30 KDHN 011-FWNG0601 C-12 Powerplant System 20.0 1.0

1 12:30 13:00 KDHN 011-FWNG0601 C-12 Fire Detection and Annunciator System 20.0 0.5

13:00 14:00 KDHN 011-FWNG0601 C-12 Fuel System 20.0 1.0

14:00 15:00 KDHN 011-FWNG0601 C-12 Propeller System 20.0 1.0

15:00 16:00 KDHN 011-FWNG0601 C-12 Pressurization System 20.0 1.0

16:00 17:00 KDHN 011-FWNG0601 C-12 Environmental System 20.0 1.0

08:00 09:30 KDHN 011-FWNG1002 C-12 Cross-Country TOLD 20.0 1.5

2 09:30 11:00 KDHN 011-FWNG0602 Environmental Operations 20.0 1.5

12:00 17:00 KDHN 011-FWNG0600 FLIGHT SIMULATION TRAINING 1 20.0 5.0

08:00 09:00 KDHN 011-FWNG0602 Advanced Instrument Procedures 20.0 1.0

09:00 10:00 KDHN 011-FWNG0603 Aircrew Coordination Training I 20.0 1.0

10:00 11:00 KDHN 011-FWNG0603 Aircrew Coordination Training II 20.0 1.0

12:00 17:00 KDHN 011-FWNG0600 FLIGHT SIMULATION TRAINING 2 20.0 5.0

08:00 10:00 KDHN 011-FWNG3010 International Procedures 20.0 2.0

4 10:00 11:30 KDHN 011-FWNG0601 C-12 Ice and Rain System 20.0 1.5

12:30 17:30 KDHN 011-FWNG0600 FLIGHT SIMULATION TRAINING 3: UAR 20.0 5.0

08:00 09:30 KDHN 011-FWNG0601 C-12 Utility System 20.0 1.5

5 09:30 14:30 KDHN 011-FWNG0600 FLIGHT SIMULATION TRAINING 4 20.0 5.0

14:30 15:00 KDHN 011-FWNG0600 Course Critique 20.0 0.5 CONTRACTOR

Training Sequence C-12 Aviator Refresher (AV REF) - Future Fixed Wing Contract, 2B-F28 (CT) , TBD

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

CONTRACTOR

Instructional Element

CONTRACTOR

CONTRACTOR

CONTRACTOR

C-12 Aviator Refresher - Training Sequence Page