2AX7X EOC Pretest 3

Telephone is not an approved communication method for issuing approved technical order (TO) waivers or deviations. This is because telephone conversations are not easily documented and can lead to misunderstandings or miscommunication. It is important to have a written record of waivers or deviations for accountability and clarity. Therefore, signed letters, organizational emails, and the Defense Message System are preferred methods for issuing approved TO waivers or deviations as they provide a documented trail of communication.

Maintenance Training Flights typically focus on providing training related to technical skills required for maintenance tasks. Quality Assurance, on the other hand, is a separate function that involves monitoring and evaluating the quality of maintenance work. It is usually performed by a separate group or team within the maintenance organization. Therefore, Quality Assurance is not normally taught by a maintenance group's Maintenance Training Flight.

Avionics specialists are responsible for troubleshooting and repairing aircraft interphone systems. These specialists are trained in the field of aviation electronics and are knowledgeable about the communication systems used in aircraft. They have the expertise to diagnose and fix any issues with interphone systems, ensuring smooth and efficient communication between the crew members on board the aircraft.

The Product Improvement Manager is usually assigned to the Quality Assurance section of the Maintenance Group (MXG). This role is responsible for ensuring that the products meet the required quality standards and specifications. They oversee the testing and inspection processes, identify areas for improvement, and implement corrective actions to enhance the overall quality of the products.

A flightline expediter is responsible for coordinating and expediting the flow of aircraft maintenance and repair activities. This includes ensuring ordered parts are picked up quickly, maintaining copies of emergency action and functional checklists, and ensuring aircraft and equipment forms documentation is accurate and complete. However, signing off "Red X's" for aircraft maintenance jobs is not normally a flightline expediter's responsibility. The "Red X" symbol indicates a serious safety issue or discrepancy that requires immediate attention from a qualified inspector or maintenance personnel. This task is typically performed by a certified inspector or maintenance technician.

Technical Orders are publications that provide detailed instructions for the installation, operation, and maintenance of military equipment. These orders are typically issued by the Air Force and are specific to certain equipment or systems. Unlike manuals, instructions, and policy directives, Technical Orders cannot be locally modified. They are standardized and must be followed exactly as written to ensure the proper functioning and safety of the equipment.

The load crew chief is not assigned to the AMU Aircraft section. This means that the load crew chief is assigned to a different section or department within the organization. The other options, such as the flying crew chief, dedicated crew chief, and assistant dedicated crew chief, are all assigned to the AMU Aircraft section.

The package that contains aircraft and maintenance "historical documents" is called the aircraft jacket file. This file would typically include important records and documentation related to the maintenance history of the aircraft, such as maintenance logs, inspection reports, repair records, and any other relevant historical data. It serves as a comprehensive record of the aircraft's maintenance and can be used for reference, analysis, and regulatory compliance purposes.

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

When a case of aircraft chaffing is reported, it is necessary to inspect a certain percentage of assigned like model aircraft to determine if other aircraft are also experiencing the problem. The correct answer is 10, meaning that 10% of the assigned like model aircraft must be inspected. This ensures that a representative sample is taken to assess the extent of the issue and identify any potential widespread problems among the aircraft fleet.

Debrief personnel are primarily responsible for using fault reporting manuals to identify fault codes to aid maintainers in aircraft troubleshooting. They are the individuals who gather information from pilots and crew members after each flight, documenting any issues or malfunctions that occurred during the flight. By using fault reporting manuals, debrief personnel can match the reported faults with the corresponding fault codes, providing valuable information to the maintenance operations personnel who will then perform the necessary troubleshooting and repairs.

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 monitoring and control of equipment levels. They would need to be informed of any shortages in order to take appropriate actions and ensure that the necessary resources are available for mission requirements.

When items are placed in an aircraft's tail number bin (TNB), the security classification is not normally needed. The security classification typically refers to the level of sensitivity or confidentiality assigned to information or materials. In the context of placing items in the TNB, the security classification may not be relevant as it is not directly related to the storage or handling of the items in the bin. The other entries, such as date received, status, and noun, are more likely to be necessary for proper tracking and organization of the items in the TNB.

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 the safety and environmental concerns. Urgent priority means that the issue needs to be addressed immediately to prevent any potential harm or damage.

Standardizing procedures across the Aircraft Maintenance Squadron is important for security, control, and accountability reasons. By having standardized procedures, it ensures that there is consistency in how tasks are performed, reducing the risk of errors or safety hazards. It also allows for better control and oversight of operations, ensuring that protocols are followed and any deviations can be easily identified. Additionally, standardization promotes accountability as it provides a clear framework for evaluating performance and holding individuals responsible for their actions.

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 data from the maintenance group is not used in isolation but is combined with data from other wings. By combining the data, a more comprehensive and accurate picture of the overall situation can be obtained. This allows for better decision-making and planning at a higher level, such as at HQ AETC.

The Programs and Resources Flight is responsible for maintaining support agreements for the maintenance group. This means that they ensure that the necessary agreements are in place to provide support and assistance to the maintenance group. These support agreements could include contracts with external vendors or service providers, as well as internal agreements within the organization. By maintaining these support agreements, the Programs and Resources Flight helps to ensure that the maintenance group has the necessary resources and assistance to carry out their duties effectively.

The Maintenance Operations Center (MOC) is responsible for coordinating and managing maintenance operations. When a mission capable (MICAP) part issues and is placed in the tail number bin (TNB), supply personnel notify the MOC. This is because the MOC is responsible for overseeing the maintenance activities and ensuring that the necessary parts and resources are available for the aircraft. They will then coordinate with the appropriate personnel to schedule and carry out the maintenance tasks required to replace the MICAP part and ensure the aircraft's readiness.

The specialist section of an AMU sometimes includes electronic warfare specialists. This means that there are instances where electronic warfare specialists are assigned to this particular section. It does not imply that electronic warfare specialists are always assigned to this section, but rather that it can happen depending on the circumstances.

Load crew chiefs are "normally" 2W1X1 AFSC NCO's with a skill level of 5. This means that they have a moderate level of expertise and experience in their field. They are expected to have a good understanding of their job responsibilities and be able to perform their duties with minimal supervision. They may also have some leadership responsibilities and be responsible for training and guiding lower-level personnel.

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 a typical function of this section.

Quality Assurance is responsible for managing the MSEP (Maintenance Standardization and Evaluation Program) for the maintenance group. Quality Assurance ensures that maintenance operations are carried out according to established standards and procedures, and they are responsible for evaluating and maintaining the quality of maintenance work. They monitor and audit maintenance activities, identify deficiencies, and recommend corrective actions to improve the overall maintenance performance. By managing the MSEP, Quality Assurance plays a crucial role in ensuring the effectiveness and efficiency of the maintenance group.

The given options represent different categories of technical order (TO) change priority. Urgent, Routine, and Emergency are all categories of TO change priority, indicating that they require immediate attention and action. However, Standard is not a category of TO change priority. It suggests that the change does not require immediate attention and can be addressed according to the regular procedures and timelines.

The AMU Support section is responsible for vehicles, test equipment, and technical orders, but they are "not" responsible for classified aircraft parts. This means that they do not have the responsibility or authority to handle or manage classified aircraft parts. These parts are likely handled by a different department or organization that specializes in classified materials.

Quality Assurance is not part of the MOF because the MOF (Maintenance Operations Flight) is a section within the Maintenance Group of an organization, specifically in aviation. The MOF is responsible for managing and coordinating maintenance operations, including engine management, maintenance operations center, and maintenance data system analysis. Quality Assurance, on the other hand, is a separate function that focuses on ensuring compliance with standards and regulations, and it typically operates independently from the MOF.

HQ USAF/A4MM is the correct answer because they are the final approval authority for waivers of technical order (TO) system policies and procedures. This means that they have the authority to grant exceptions or exemptions to the established TO system policies and procedures. As the headquarters of the United States Air Force, HQ USAF/A4MM is responsible for overseeing and ensuring compliance with TO system policies and procedures, and they have the ultimate decision-making power when it comes to granting waivers.

In aviation, LSC stands for "Life Limited Structural Component." It refers to a part on an aircraft that has a predetermined lifespan and needs to be replaced after a certain number of operating hours or cycles. When an aircraft experiences a "ground abort," it means that the takeoff was aborted while the aircraft was still on the ground. In this case, there would be no significant stress or wear on the life-limited structural components, so no LSC would be recorded. Therefore, the correct answer is Code 0.

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 and coordinating the plans, schedules, and documentation related to maintenance activities. They need to be informed about the cannibalization so that they can update the maintenance records and adjust the schedules accordingly. Quality Assurance, Programs and Resources Flight, and Maintenance Data System Analysis (MDSA) are not directly involved in the notification process for cannibalization.

Radiographic inspections conducted outside the Non Destructive Inspection Laboratory are classified as "Unshielded." This means that these inspections are carried out without any protective shielding or barriers. It suggests that there is a potential risk of radiation exposure to individuals in the vicinity. Therefore, precautions should be taken to ensure the safety of personnel and the environment during these inspections.

The Action point acts as the Deficiency Report focal point between the support point and submitting organization. They are responsible for coordinating and managing the communication and resolution of any deficiencies reported, ensuring that the necessary actions are taken to address the issues identified.

AMUs must provide inputs to the maintenance group through the operations officer for the development of an annual maintenance plan to ensure maintenance capabilities are not exceeded and commitments can be met. This means that by providing inputs, the AMUs are contributing to the planning process to ensure that maintenance activities can be carried out within the available capabilities and resources. This helps in avoiding any situations where the maintenance capabilities are overwhelmed or commitments cannot be fulfilled.

The MXG technical order distribution office (TODO) is responsible for various duties related to the distribution and availability of technical orders (TOs). These duties include assisting units in establishing additional TODO accounts, advising the MXG/CC on TO availability, and resolving TO availability problems. However, establishing technical order distribution account (TODA) sub-accounts as required is not normally a duty of the MXG TODO.

The Maintenance Operations Center is responsible for managing the Location subsystem of the IMDS-CDB for aircraft under its control. This means that the Maintenance Operations Center is in charge of overseeing and coordinating the location information of aircraft within the IMDS-CDB system.

UTMs, or Unit Training Managers, are responsible for coordinating and managing training programs within a military unit. They are assigned to specific squadrons or flights within the unit to provide support and guidance to the commanders. In this case, the correct answer is Maintenance Training Flight, indicating that the UTM is assigned to support the squadron commander of the Maintenance Training Flight on a daily basis.

The accountability document used for supply points that shows the quantity authorized, on-hand, and due-out is called the Supply Point Listing. This document provides a detailed record of the supplies available at a particular supply point, including the quantity that has been authorized for use, the quantity currently on-hand, and the quantity that is scheduled to be issued or delivered in the future. It helps in tracking and managing the inventory at the supply point, ensuring that there is sufficient stock to meet the demands and avoiding any shortages or overstocking.

A Supply Discrepancy Report is submitted when the goal is to get a refund or a new item in exchange. This type of report is used to document any discrepancies or issues with the supply of goods, such as receiving the wrong item or a damaged item. It helps to initiate the process of resolving the discrepancy and ensuring that the correct item is provided or a refund is given to the customer.

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 processes and personnel are in place to effectively manage and maintain the technical orders. This includes designating a TO custodian who will be responsible for overseeing the TO requirements and ensuring compliance within the MXG.

The correct answer is 45-60 days. The extended cannibalization cycle refers to a maintenance strategy where parts are taken from one aircraft to repair another. This process can take longer than traditional maintenance methods as it involves sourcing and transferring parts. Therefore, the standard time frame for having an aircraft down would be between 45-60 days.

The section responsible for performing minor maintenance on AGE (Aerospace Ground Equipment) and preparing it for deployment is the Servicing, Pickup, and Delivery section. This section is in charge of ensuring that the AGE is properly serviced, including tasks such as refueling, inspecting, and repairing minor issues. They also handle the pickup and delivery of the equipment, ensuring that it is ready for deployment when needed.

The group commander must approve a waiver to allow maintenance personnel in non-crew chief AFSC's to be appointed as a DCC. The group commander holds the authority to grant such waivers and has the responsibility to ensure that the individuals appointed as DCC have the necessary qualifications and skills for the position.

Maintenance must coordinate with the LRS material management element before a supply point can be established and located in a maintenance work area. The LRS material management element is responsible for managing and providing the necessary materials and supplies for maintenance operations. By coordinating with them, maintenance can ensure that the required materials are available at the supply point, enabling smooth and efficient work in the maintenance area.

When a back-ordered item is issued and placed in the tail number bin (TNB), the appropriate personnel to be notified would be the Aircraft Maintenance Unit's (AMU's) Plans, Scheduling, and Documentation (PS&D) section. This section is responsible for coordinating and managing the plans, schedules, and documentation related to aircraft maintenance. They would need to be informed about the back-ordered item so that they can update their records and adjust the maintenance schedule accordingly.

The correct answer is armament flight in the Maintenance Squadron. In squadron-sized fighter aircraft units, the AMU's Weapons section Maintenance element is sometimes combined with the armament flight in the Maintenance Squadron. This means that the maintenance of the aircraft's weapons and armament is handled by the armament flight within the Maintenance Squadron.

The originating point has the responsibility for overall Deficiency Report program management for the submitting organization or group. This means that they are in charge of overseeing and managing the entire program, including the process of submitting deficiency reports. They are responsible for ensuring that the program runs smoothly and efficiently, and that any issues or deficiencies are properly addressed and resolved.

AGE schedulers work for and report to the Production Support section NCOIC on a daily basis. The NCOIC is responsible for overseeing the operations and activities of the Production Support section, which includes managing the scheduling of AGE (Aerospace Ground Equipment) tasks. Therefore, the correct answer is the Production Support section NCOIC.

The Program and Resources Flight is responsible for managing and controlling the IMDS-CDB subsystem for the maintenance group specifically for Maintenance Personnel. This means that they oversee the system and its resources that are related to the personnel involved in maintenance activities. They may handle tasks such as tracking personnel data, scheduling maintenance personnel, managing training and certifications, and ensuring that the right personnel are assigned to appropriate maintenance tasks.

Armament Support is the section responsible for performing user calibration and maintenance on TMDE (Test, Measurement, and Diagnostic Equipment) for the Armament flight. This means that they are in charge of ensuring that the equipment used for testing and measuring armament systems is calibrated correctly and properly maintained. They play a crucial role in ensuring the accuracy and reliability of the armament systems by regularly calibrating and maintaining the TMDE.

The correct answer is "the Maintenance Operations Flight PS&D". The PS&D section of AMU is required to provide a listing of scheduled maintenance job control numbers to the Maintenance Operations Flight PS&D. This indicates that the PS&D section is responsible for sharing this information specifically with the Maintenance Operations Flight PS&D, which suggests that they are the intended recipient of this listing.

The section that normally assigns personnel to support the CAST is the Alternate Mission Equipment section. This section is responsible for managing and allocating personnel to provide support for the CAST, which involves assigning individuals to different tasks and roles within the CAST team. They ensure that the necessary personnel are available and properly assigned to carry out the required tasks and functions of the CAST.

The correct answer is AMU supervision because the question asks who the PS&D section reports directly to. In an organization, the PS&D section typically reports to a higher level of supervision or management. In this case, it is AMU supervision, which implies that the PS&D section reports to the higher-level management or supervision within the AMU (Aircraft Maintenance Unit).