2AX7X 01 1201 Edit Code 5 7 Level CDC

Cross-tells are used to highlight trends, benchmarks, or safety conditions relating to maintenance equipment, personnel, training, or processes. Cross-tells provide a way to analyze and compare data from different sources and identify patterns or issues that need attention. They help in identifying areas of improvement, monitoring performance, and ensuring safety standards are met.

Preventive maintenance refers to the regular inspection, cleaning, and servicing of equipment to prevent breakdowns and ensure it is in optimal condition. This type of maintenance is proactive and aims to identify and address potential issues before they become major problems. By conducting preventive maintenance, equipment is kept ready and available for use at any time, minimizing downtime and maximizing efficiency.

Leading and lagging are the two most common types of primary maintenance metric indicators. Leading indicators are proactive measures that help predict and prevent future maintenance issues. They focus on activities that can help improve maintenance performance and prevent failures. Lagging indicators, on the other hand, are reactive measures that assess past performance and track the outcomes of maintenance activities. They are used to evaluate the effectiveness of maintenance efforts and identify areas for improvement.

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Electro-environmental specialists are responsible for maintaining various aircraft systems, including bleed air, vacuum, pneumatic, fire suppression, and oxygen systems. They have the knowledge and skills to remove and replace components associated with these systems. This involves troubleshooting, repairing, and ensuring the proper functioning of these critical systems. Therefore, electro-environmental specialists are the technicians who maintain these specific aircraft systems.

When Operating Instructions (OI) apply to multiple groups, they should be published as wing OIs. This means that the instructions should be specific to the wing, rather than being published as separate group OIs or support agreements. Air Force instructions may provide general guidance, but when instructions need to be applied to multiple groups within a wing, it is more efficient and effective to publish them as wing OIs.

Metrics provide a measurement of unit performance and capability. Metrics are quantifiable measures used to track and assess the performance and capability of a unit. They provide objective data that can be used to evaluate progress, identify areas for improvement, and make informed decisions. Reports, standards, and instructions may provide information and guidance, but they do not inherently measure performance or capability.

The Flight-line expediter or Production Superintendent must ensure that the applicable aircraft form sets are provided to the Debrief section by the end of the flying day if debriefs are suspended due to aircraft flying surge operations. This means that either the Flight-line expediter or the Production Superintendent is responsible for ensuring that the necessary paperwork is completed and provided to the Debrief section in a timely manner.

The Support section is responsible for the maintenance, control, and storage of alternate mission equipment, dash-21 equipment, and maintenance, safety, and protective equipment. This section is tasked with ensuring that all necessary equipment is properly maintained and readily available for use. They are also responsible for ensuring the safety and protection of personnel by providing the necessary safety equipment.

The squadron representatives for the Data Integrity Team must be at least a 5-level. This means that they must have achieved the rank of Senior Airman and completed the necessary training and experience required for this level. Being a 5-level indicates that the individual has a certain level of expertise and knowledge in their assigned weapon system(s), which is essential for effectively carrying out their role in the Data Integrity Team.

Priority 1 is designated only for aircraft that are on alert status or aircraft that are supporting the war plan or national emergency missions. This means that these aircraft have the highest priority for maintenance repair, as they are crucial for immediate response and readiness in emergency situations.

In units where there is frequent rotation of jet engines, nozzles, thrust reversers, or helicopter blades, printed copies of the AFTO IMT 95 are not required to accompany the end items upon transfer. This is because an entry has been made in the necessary maintenance information system, which verifies that the basic items have been accounted for. The historical information can be retrieved from locations that have access to the necessary maintenance information systems.

Sub-pools are centrally located to enhance mission performance in relation to aerospace ground equipment. Sub-pools are designated areas where specific equipment or resources are stored and maintained. By centrally locating these sub-pools, it allows for easier access and distribution of equipment, ensuring that it is readily available when needed for missions. This enhances mission performance by reducing downtime and delays in obtaining necessary equipment.

Intermediate maintenance is performed at the backshop level and consists of off-equipment maintenance. This means that the maintenance work is done away from the actual equipment, typically in a workshop or repair facility. Two-level maintenance refers to a system where maintenance is split between field-level (on-equipment) and sustainment-level (off-equipment) maintenance. Organizational maintenance refers to the lowest level of maintenance performed by the unit or organization that operates the equipment. Depot maintenance refers to the highest level of maintenance performed by specialized facilities.

Quality Assurance is the correct answer because they are responsible for ensuring that maintenance activities are being carried out according to established standards and procedures. As part of their role, they provide technical assistance to work center supervisors in addressing any deficiencies that are identified through the reporting process. They help supervisors understand the root causes of the deficiencies and provide guidance on how to rectify them. This assistance is crucial in maintaining the overall quality and effectiveness of maintenance operations.

The Comprehensive Engine Management System subsystem provides the capability to track engines and their components for time-changes and inspections. It also establishes and maintains the installed-on relationship between the engine and components.

The primary maintenance metric indicator that shows problems first, as they directly impact maintenance's capability to provide resources to execute the mission, is the leading indicator. Leading indicators are proactive measures that help identify potential issues or problems before they occur. They provide early warning signs and allow maintenance teams to take necessary actions to prevent any negative impact on their ability to provide resources for mission execution.

A maintenance group typically consists of three standard squadrons. This means that there are three squadrons within the maintenance group.

The correct answer is Aircraft Maintenance Unit. The Aircraft Maintenance Unit's basic mission is to launch and recover aircraft and to perform the necessary servicing, inspections, and maintenance to perform daily aircraft flying operations.

The weapons expediter is responsible for monitoring all armament systems maintenance and loading operations. They ensure that all weapons are properly maintained and loaded onto aircraft. They work closely with the weapons section chief to coordinate and oversee these operations, ensuring that everything is done safely and efficiently. The load crew chief, flight-line expediter, and dedicated crew chief may have other responsibilities related to aircraft maintenance, but the weapons expediter specifically focuses on armament systems.

The Refurbishment section can be aligned under the Fabrication Flight.

AFTO IMT 95 is used to document accumulated cycles, operating time, and maintenance history, as well as pertinent manufacturing data for jet engine turbine wheels.

Section non-commissioned officers-in-charge are responsible for developing qualification and upgrade training requirements. This means that they are in charge of identifying the training needs of their section members and ensuring that they receive the necessary training to improve their skills and qualifications. This responsibility includes coordinating with other departments or units to schedule and organize the training, as well as ensuring that it does not interfere with other important procedures such as accountability and control procedures, deployments, and wing-level taskings.

The given question asks for the option that is not a standard flight in the maintenance squadron. The options provided are Fabrication, Armament, Propulsion, and Egress. Fabrication refers to the process of constructing aircraft components, Armament deals with the maintenance of weapons systems, and Propulsion focuses on the maintenance of engines. Egress, on the other hand, refers to the process of exiting the aircraft during an emergency. Since Egress is not related to the maintenance of the aircraft itself, it is not a standard flight in the maintenance squadron.

AFTO IMT 95 is used to maintain a permanent history of significant maintenance actions on end-items of equipment.

Metals Technology is the correct answer because this section is responsible for manufacturing parts and tools that must meet the strict standards of aerospace-grade equipment. The processes in Metals Technology are tightly controlled to ensure that the fabricated parts and tools meet these stringent standards.

Operating instructions are used to assign responsibilities, direct actions, and prescribe procedures within a subordinate function. They provide specific guidance and instructions for carrying out tasks and operations within a specific unit or organization. Operating instructions are typically more detailed and specific than higher-level directives such as Air Force instructions, which provide guidance for broader policies and procedures. Technical orders and support agreements are not typically used for assigning responsibilities and directing actions within a subordinate function.

Section non-commissioned officers-in-charge must ensure their sections are organized with tools, equipment, and material as close to the Point of Maintenance without jeopardizing accountability and control procedures. This means that the NCOs must make sure that the tools, equipment, and materials are readily available for maintenance tasks, but they should also maintain proper records and control over these resources to ensure accountability. This includes keeping track of inventory, documenting usage, and implementing control procedures to prevent loss or misuse of resources.

The maintenance squadron production superintendent must inform the Maintenance Operation Center of specialist non-availability at the beginning of each shift. The Maintenance Operation Center is responsible for coordinating and managing all maintenance activities within the squadron. By informing them of specialist non-availability, the production superintendent ensures that the Maintenance Operation Center can make necessary adjustments and allocate resources accordingly to maintain operational efficiency.

Commanders have the option of establishing two separate squadrons, the Equipment Maintenance Squadron and the Component Maintenance Squadron, if maintenance squadron manning authorizations exceed 700. This means that if the number of personnel required for the maintenance squadron exceeds 700, commanders can choose to divide them into two separate squadrons for better management and organization.

The Plans, Scheduling, and Documentation section is responsible for maintaining standardized aircraft jacket files and attending pre-dock and post-dock inspection meetings. They handle the planning, scheduling, and documentation aspects of maintenance operations, ensuring that all necessary records and files are properly maintained and inspections are conducted effectively.

Centralized Repair Facilities are wing-level maintenance facilities that provide intermediate-level maintenance repair support for multiple Air Force units within a particular theater of operations. These facilities are responsible for conducting repairs and maintenance on various equipment and aircraft, ensuring that they are in optimal condition for mission readiness. They serve as a centralized location where units can send their equipment for repair, streamlining the maintenance process and increasing efficiency.

When an Aircraft Maintenance Unit has more than 18 mission assigned aircraft, the Aircraft section is split into two separate sections.

Lagging maintenance metric indicators are used to measure the historical performance of maintenance activities. They provide data on past events and outcomes, allowing for trend analysis and identification of patterns over time. This makes lagging indicators useful for identifying long-term trends and evaluating the effectiveness of maintenance strategies. Conversely, leading indicators are used to measure proactive activities and predict future performance, while trending indicators show changes or shifts in performance. The term "impacting" is not commonly used in the context of maintenance metrics.

The section that is not a part of a standard aircraft maintenance unit is "Supply." A standard aircraft maintenance unit typically consists of sections such as Weapons, Debrief, and Aircraft. These sections are responsible for different aspects of aircraft maintenance, including handling weapons, conducting debriefings, and maintaining the aircraft. However, the "Supply" section is not typically included in a standard aircraft maintenance unit as its responsibility lies in managing the supply chain and providing necessary materials and equipment for the maintenance unit.

Jet Engine Intermediate Maintenance is the correct answer because this section is responsible for various tasks related to engines, quick engine change kits, and test components. They store the engines and related equipment, build them up for use, tear them down for maintenance or repairs, modify them if necessary, and repair any components that are not functioning properly. This section plays a crucial role in ensuring that the engines are in good working condition and ready for use when needed.

Requests for depot level assistance must be coordinated through Quality Assurance and Plans, Scheduling, and Documentation. This means that both departments are responsible for handling and managing these requests.

Reliability and Maintainability is the correct answer because this program focuses on identifying and correcting system deficiencies before they impact combat capability. By ensuring that systems are reliable and can be easily maintained, potential issues can be addressed proactively, minimizing the risk of failure and maximizing combat effectiveness. This program plays a crucial role in maintaining the overall operational readiness of military systems.

According to AFI 32-7042, Waste Management, squadron commanders are held legally responsible for their unit's Environmental Protection Agency program compliance. This means that they are accountable for ensuring that their unit follows all regulations and guidelines set forth by the EPA in regards to waste management. They are responsible for implementing and enforcing proper waste management practices within their squadron to protect the environment and comply with legal requirements.

The wing focal point for engine health tracking and the engine health management program is the Engine Management section. This section is responsible for monitoring and maintaining the health of the aircraft's engines. They track various parameters and data related to engine performance and health, and implement maintenance and repair actions as necessary to ensure optimal engine functionality and safety.

The Sensors section of Avionics Flight is responsible for maintaining low-altitude navigation and targeting infrared for night (LANTIRN) pods. This section is in charge of the sensors that are used for navigation and targeting purposes, including the infrared sensors required for night operations. They ensure that these sensors are properly maintained and calibrated to provide accurate information during low-altitude flights.

The Debrief section uses Fault Reporting manuals to help identify fault codes to aid maintainers in aircraft troubleshooting. These manuals provide detailed information on different types of faults and their corresponding codes, allowing maintainers to quickly and accurately identify and address issues with the aircraft.

The Specialist section is normally responsible for aircraft troubleshooting, on-equipment repairs, component removal and installation, reprogramming avionics systems, and classified aircraft items management. This section specializes in handling these tasks and has the expertise to effectively manage and maintain aircraft systems and components.

The maintenance group commander is responsible for standardizing maintenance discipline, procedures, organizational structures, compliance, and management philosophy. As the leader of the maintenance group, they have the authority and responsibility to ensure that all maintenance activities within the group are conducted in a standardized and consistent manner. They play a key role in establishing and enforcing maintenance standards, ensuring compliance with regulations, and promoting a culture of effective maintenance management throughout the organization.

The Maintenance Operations (MOF) flight is responsible for monitoring and developing long-range strategies to sustain fleet health. This flight is centrally located and serves as an agency that oversees maintenance operations. The Maintenance Operations Center (MOC) may also be involved in monitoring and coordinating maintenance activities, but it is not specifically mentioned as responsible for developing long-range strategies. The Maintenance Training Flight (MTF) focuses on providing training for maintenance personnel, while Programs and Resources may be responsible for managing resources and programs but not specifically for monitoring and developing long-range strategies for fleet health.

The Maintenance Operations Center is responsible for the overall management of the "Location" subsystem within the Integrated Maintenance Data System-Central Database (IMDS-CDB). This means that the center is in charge of tracking and managing the location of various assets and equipment within the maintenance system.

The correct answer is Guidance and Control Systems. This section is responsible for performing off-equipment maintenance on systems such as all-weather landing, attitude reference and bombing, and inertial navigation. They ensure that these systems are functioning properly and are able to provide accurate information for the aircraft's guidance and control.

The Munitions Flight section that receives, stores, warehouses, handles, inspects, ships, inventories, and transports containers, dispensers, and training items is the Material section. This section is responsible for managing and maintaining the inventory of munitions and ensuring that they are properly handled and transported. They are also responsible for inspecting the items to ensure their quality and safety.

The Air Force Primary Standards Laboratory is responsible for maintaining, calibrating, and certifying Test, Measurement, and Diagnostic Equipment (TMDE). This facility ensures that the TMDE is accurate and meets the required standards. It is likely that the other options mentioned, such as geographically separated units, Rapid Assistance Support for Calibration, and Precision Measurement Equipment Laboratory, may play a role in supporting the calibration process, but the primary responsibility lies with the Air Force Primary Standards Laboratory.

Category 1B is the correct answer because it refers to deficiencies that, if left uncorrected, may cause major loss or damage to the equipment and no workaround is known. This category is used when the deficiency poses a significant risk and there is no known solution to mitigate it.