2AX7X EOC Test 1

A "Red Ball" maintenance situation refers to a critical or urgent maintenance issue that requires immediate attention. In such situations, priority actions, a sense of urgency, and specific local procedures are all necessary to address and resolve the problem effectively. However, an unapproved maintenance group (MXG) technical order (TO) compliance waiver is not required in this context. This means that the correct answer is an unapproved maintenance group (MXG) technical order (TO) compliance waiver.

A maintenance recovery team member is allowed to work a maximum total initial duty time, including home station duty, travel time, and recovery site duty upon arrival, before being given 8 hours of uninterrupted rest. The correct answer is 16, which means that the team member can work for up to 16 hours before they must be given a break.

A Quality Verification Inspection is performed after a technician completes a task to ensure that the work has been done correctly and meets the required standards. This inspection is conducted by the Maintenance Standardization and Evaluation Team (MSET) to evaluate the quality of the completed task and verify that it has been performed according to the established guidelines and procedures. It helps to identify any deviations or deficiencies in the technician's work and ensures that the maintenance standards are upheld.

The correct answer is 9. An equipment identification designated (EID) code is used to identify tools and equipment. Since the question is asking about the number of digits that make up the code, the answer must be a numerical value. Among the given options, 9 is the only number that represents the number of digits in the EID code.

The correct answer is "classified aircraft parts" because it is the only option that is related to aircraft. The other options, vehicles, test equipment, and technical orders, are not directly related to aircraft parts. Additionally, the fact that the aircraft parts are classified suggests that they are sensitive or confidential in nature.

The Product Improvement Manager is usually assigned to the QA section. This section is responsible for quality assurance and ensuring that products meet the required standards and specifications. The Product Improvement Manager plays a crucial role in identifying areas for improvement in the product and implementing strategies to enhance its quality. They work closely with the QA team to analyze data, identify issues, and propose solutions to enhance the overall product performance and customer satisfaction.

The AGE flight commander/chief must notify the Maintenance Operations Center when "mission essential" AGE levels fall below a predetermined limit. The Maintenance Operations Center is responsible for coordinating and managing maintenance activities, including the availability and readiness of equipment and resources. They would need to be informed in order to address any potential issues with the AGE levels and ensure that they are maintained at the necessary levels for mission requirements.

The wing foreign object damage (FOD) monitor is "normally" located within the QA section. This suggests that the QA section is responsible for monitoring and ensuring the prevention of foreign object damage to the wing. This makes sense as the QA section is typically responsible for quality assurance and ensuring that all maintenance and operational procedures are followed correctly. By having the FOD monitor within the QA section, it allows for effective monitoring and prevention of any potential damage to the wing caused by foreign objects.

Telephone is not an approved communication method for issuing approved technical order (TO) waivers or deviations. This is because telephone conversations are not documented and can easily be misunderstood or forgotten. Signed letter, organizational email, and defense message system are all approved methods as they provide a written record of the communication, ensuring clarity and accountability.

During "Red Ball" maintenance, having a quick reference list (QRL) available helps expeditors to reduce the time needed to research parts. This means that instead of spending valuable time searching for information about the parts, the expeditors can quickly refer to the QRL and access the necessary information immediately. This improves efficiency and allows the expeditors to focus on other important tasks, ultimately saving time and ensuring a smoother maintenance process.

The package that contains aircraft and maintenance "historical documents" is called the aircraft jacket file. This file contains important information and records related to the aircraft's maintenance history, which can be useful for future reference and analysis.

PMEL, which stands for Precision Measurement Equipment Laboratory, is responsible for performing in-laboratory and on-site calibration and repair for the TMDE flight. PMEL is a section that specializes in the calibration and maintenance of precision measurement equipment, ensuring its accuracy and reliability. They are trained to handle and repair various types of equipment used in the TMDE flight, making them the appropriate choice for this responsibility.

Debrief personnel are primarily responsible for using fault reporting manuals to identify fault codes to aid maintainers in aircraft troubleshooting. Debrief personnel are responsible for gathering information from pilots and crew members after a flight and documenting any issues or malfunctions that occurred during the flight. They then use fault reporting manuals to identify the fault codes associated with these issues, which can help maintainers in troubleshooting and fixing the problems.

Repair and Reclamation is the correct answer because this maintenance flight section is often responsible for rigging and replacing landing gears, as well as performing work that other activities are not capable of. This section specializes in repairing and reclaiming aircraft components and systems, ensuring that they are in proper working order and can be safely used. They have the expertise and resources to handle complex repairs and bring damaged or non-functioning aircraft back to serviceable condition.

The Maintenance Training Flight of a maintenance group typically does not teach Quality Assurance (QA) classes. QA is a separate function within the maintenance organization that focuses on ensuring compliance with standards and regulations, conducting inspections and audits, and maintaining quality control. While the Maintenance Training Flight may provide training on various technical skills and procedures related to maintenance, QA responsibilities are usually handled by a different department or personnel.

The question asks for the category that is "not" a technical order (TO) change "priority" category. The options given are Urgent, Routine, Standard, and Emergency. The correct answer is Standard because it is the only option that is not a priority category for TO changes. Urgent, Routine, and Emergency are all priority categories for TO changes, while Standard is not.

The correct answer is AR or BR. These urgency justification codes (UJCs) are used to show a supply request for bits and pieces to repair a line replaceable unit (LRU) or shop replaceable unit (SRU) spare.

Technical Orders are a type of AF publication that provides detailed instructions for the maintenance and operation of specific equipment or systems. They are typically created and maintained by a central authority and are not meant to be modified at the local level. Therefore, units "cannot" make local modifications to Technical Orders. On the other hand, Manuals, Instructions, and Policy Directives may be subject to local modifications or adaptations as per the specific needs and circumstances of the unit or organization.

The Quality Assurance (QA) Chief Inspector is directly responsible to the Quality Assurance (QA) Officer In Charge (OIC)/Superintendent (SUPT) for ensuring the required Maintenance Standardization and Evaluation Program (MSEP) functions are performed. This means that the QA Chief Inspector reports to and works under the supervision of the QA OIC/SUPT to ensure that the maintenance standards and evaluation program is being carried out effectively.

AFI 21-101, Aircraft and Equipment Maintenance Management, provides "general guidance" for executing an effective maintenance recovery operation. This publication specifically focuses on the management of aircraft and equipment maintenance, including procedures, policies, and responsibilities. It serves as a comprehensive resource for maintenance personnel to ensure the effective execution of maintenance operations.

Avionics specialists are responsible for troubleshooting and repairing aircraft interphone systems. These systems are crucial for communication between crew members and are part of the avionics system, which includes all electronic and electrical systems on an aircraft. Avionics specialists are trained in the maintenance and repair of these systems, ensuring that they are functioning properly and safely. They have the expertise to diagnose and fix any issues that may arise with aircraft interphone systems, making them the correct choice for this task.

The correct answer is "Load crew chief" because the question asks for something that is "not" assigned to the AMU Aircraft section. The other options, such as Flying crew chief, Dedicated crew chief, and Assistant dedicated crew chief, are all assigned to the AMU Aircraft section.

It is important for support sections to standardize procedures across the Aircraft Maintenance Squadron for security, control, and accountability reasons. Standardization ensures that all workers follow the same procedures, reducing the risk of errors or inconsistencies. It allows for better control over processes and ensures that tasks are carried out in a secure and accountable manner. This helps to maintain the overall efficiency and effectiveness of the squadron's operations.

The wing foreign object damage (FOD) monitor must notify the MAJCOM FOD manager within 24 hours of a FOD incident. This time frame allows for prompt reporting and investigation of any foreign object damage that may have occurred. It ensures that the appropriate actions can be taken to prevent further damage and address any safety concerns.

When a serially controlled item is cannibalized, the CANN authority is required to notify the Plans, Scheduling, and Documentation (PS&D) department. PS&D is responsible for managing the plans and schedules for maintenance activities, including cannibalization. They need to be informed about the cannibalization so that they can update the maintenance documentation and adjust the schedules accordingly. This ensures that the necessary repairs or replacements can be planned and executed efficiently.

The Plans, Scheduling, and Documentation section is responsible for ensuring that Aircraft Structural Integrity Program (ASIP) equipped aircraft are identified as such in weekly schedules. This section is in charge of creating and maintaining the schedules for aircraft maintenance, including identifying which aircraft are equipped with ASIP. They ensure that the necessary maintenance tasks and inspections are scheduled for these aircraft to maintain their structural integrity.

The Accessories Flight Fuel Systems section is responsible for repairing fuel tanks, inspecting hydrazine systems, and functionally checking fuel systems. However, installing external fuel tanks on aircraft is not normally a function of this section.

Crashed, Damaged, or Disabled Aircraft Recovery (CDDAR) Team members must receive additional academic and hands-on training annually. This means that they need to undergo refresher training once every year to ensure that their skills and knowledge are up to date. This regular training is necessary to keep the team members proficient in their roles and to ensure that they are prepared to handle any potential aircraft recovery situations effectively.

A flightline expediter is responsible for coordinating and expediting aircraft maintenance activities. They ensure that ordered parts are picked up quickly, maintain copies of emergency action and functional checklists, and ensure aircraft and equipment forms documentation is accurate and complete. However, signing off "Red X's" for aircraft maintenance jobs is not typically a flightline expediter's responsibility. Signing off "Red X's" is usually done by qualified maintenance personnel or inspectors who have the authority to certify that the aircraft is safe for flight after maintenance or repairs.

An improvement that identifies a replacement for hazardous materials or an ozone depleting substance would be submitted as an Urgent technical order (TO) change priority because it involves addressing a potential safety hazard or environmental concern. Urgent TO change priorities are typically assigned to critical issues that require immediate attention and action to prevent any harm or further damage.

HQ USAF/A4MM is the "final approval authority for waivers" of technical order (TO) system policies and procedures. This means that this department has the ultimate authority to approve any exceptions or modifications to the TO system policies and procedures.

The Programs and Resources Flight is responsible for maintaining support agreements for the maintenance group. Support agreements are contracts or agreements that outline the level of support and services provided to the maintenance group. These agreements ensure that the maintenance group has access to the necessary resources, assistance, and support needed to carry out their tasks effectively. This could include support for equipment, training, technical assistance, and other resources required for maintenance operations.

QA, or Quality Assurance, is responsible for managing the MSEP (Maintenance Standardization and Evaluation Program) for the maintenance group. QA ensures that maintenance operations are conducted in accordance with established standards and procedures, and they are responsible for evaluating and assessing the performance of the maintenance group. They ensure that the group is meeting the required standards and take corrective actions when necessary to maintain the quality of maintenance operations.

The AF Flight Test center has been involved in testing and developing all major weapon systems in the Air Force inventory for 60 years. This suggests that the center has a long-standing and significant role in ensuring the effectiveness and efficiency of these weapon systems.

When items are placed in an aircraft's tail number bin (TNB), the security classification is not normally needed. The security classification refers to the level of sensitivity or confidentiality of the information contained in the items. However, when placing items in the TNB, the focus is on ensuring that they are properly received, tracking their status, and identifying the specific noun or item being stored. The security classification is not relevant in this context as it does not affect the physical placement or management of the items in the TNB.

The Support flight section is responsible for processing supply requests, managing bench stock, and operating tool storage areas. This section provides the necessary support and resources to ensure the smooth operation and maintenance of the aircraft's propulsion systems. They handle the logistics of obtaining and distributing supplies, as well as maintaining an organized and efficient tool storage area for the maintenance personnel to access when needed.

The section that "is" part of the Maintenance Squadron's Maintenance flight is the Wheel and Tire section.

The Aerospace Maintenance and Regeneration Center is located at Davis-Monthan AFB.

The Maintenance Flight is responsible for the maintenance group's Crashed, Damaged, or Disabled Aircraft Recovery (CDDAR) Program operating instruction. This means that they are in charge of overseeing and managing the program, ensuring that proper procedures are followed for recovering and repairing crashed, damaged, or disabled aircraft. The other flights listed (Fabrication Flight, Accessories Flight, Aerospace Ground Equipment Flight) are not specifically mentioned as being responsible for the CDDAR Program operating instruction.

When calibrating navigational equipment, an external power unit is attached while towing an aircraft during a compass rose operation. A compass rose is a circular pattern on the ground that is used to calibrate and align the aircraft's compass. By towing the aircraft in a circular pattern around the compass rose, the external power unit helps to ensure that the aircraft's compass is accurately calibrated and aligned with the magnetic north. This operation is necessary to maintain the accuracy of the aircraft's navigational equipment.

Load crew chiefs are "normally" 2W1X1 AFSC NCO's with a skill level of 5. This means that they have a moderate level of experience and expertise in their field. They are likely to have received training and have some practical experience in their role as load crew chiefs.

The SORTS data gathered and approved each month by the maintenance group is forwarded to be combined with other wing data. This suggests that the SORTS data is not considered in isolation but is combined with data from other wings, possibly to get a more comprehensive view or analysis of the overall situation. This indicates that the SORTS data is seen as a part of a larger picture and is used in conjunction with other data for decision-making or analysis purposes.

The MXG Commander (MXG/CC) is responsible for establishing a maintenance group (MXG) technical order (TO) custodian to administer TO requirements in support of assigned group missions and activities. As the commander of the MXG, they have the authority and responsibility to ensure that the necessary procedures and resources are in place for the maintenance group's operations. This includes designating a TO custodian who will oversee the management and distribution of technical orders within the MXG, ensuring that all personnel have access to the necessary information and instructions for their maintenance tasks.

The Avionics section is not normally allowed to perform LRU overhaul. LRU stands for Line Replaceable Unit, which refers to a component or module that can be easily replaced on an aircraft. Overhauling an LRU typically involves disassembling, cleaning, inspecting, repairing, and reassembling the unit. This type of repair is usually performed by specialized shops or manufacturers to ensure proper maintenance and quality control. The Avionics section may be responsible for bench-check serviceability screening, SRU cross-cannibalizations, and performing TCTOs at the wing level, but LRU overhaul is typically not within their scope of work.

Personnel should be assigned to a unit for at least 6 months before being selected as Quality Assurance (QA) Inspectors. This time period allows them to gain sufficient experience and knowledge about the unit's operations and processes, which is crucial for effectively carrying out QA inspections. Assigning personnel for a shorter duration may not provide them with enough exposure and understanding of the unit's activities, potentially compromising the quality of their inspections. On the other hand, assigning personnel for a longer duration may delay their transition to QA Inspectors, causing a potential loss of talent and expertise in the QA role.

A Supply Discrepancy Report is submitted when the goal is to get a refund or a new item in exchange. This report is used to document any discrepancies or issues with the supply chain, such as incorrect quantities, damaged goods, or wrong items received. It helps to ensure that the correct items are delivered and any discrepancies are resolved promptly. A Supply Discrepancy Report is an effective tool for tracking and resolving supply chain issues and ensuring customer satisfaction.

The correct answer is "ensure maintenance capabilities are not exceeded and commitments can be met". This means that the AMUs (Aircraft Maintenance Units) need to provide inputs to the maintenance group through the operations officer in order to ensure that the maintenance capabilities of the unit are not exceeded and that all commitments can be met. This helps in planning and managing the maintenance requirements effectively.

The correct answer is Operations Officer or Maintenance Superintendent (MX SUPT). This position is the minimum level of authority required to clear a Red X for a lost tool that has not been found. The other positions listed, such as Flight or aircraft maintenance unit (AMU) commander (CC), Flight or aircraft maintenance unit (AMU) chief, and Squadron Commander (CC), do not have the authority to clear a Red X in this situation.

When a mission capable (MICAP) part issues and is placed in the tail number bin (TNB), supply personnel notify the Maintenance Operations Center (MOC). The MOC is responsible for coordinating and managing all maintenance activities for the aircraft. They are the central hub for communication between supply personnel, maintenance technicians, and other relevant parties. They ensure that the necessary parts are available and that maintenance tasks are scheduled and executed efficiently. Therefore, it is the MOC's responsibility to be notified when a MICAP part is issued and placed in the TNB.

Code 0 is recorded for an aircraft that experienced a "ground abort." This means that the aircraft was scheduled to take off but had to abort the takeoff before becoming airborne. Code 0 indicates that the aircraft did not leave the ground and the abort occurred while the aircraft was still on the runway.