AAC Maintenance Program Policies Questions and Answers — Questions and Answers
Question 1: A maintenance company commander is faced with two non-mission-capable CH-47s with identical faults. A critical mission requires one helicopter to be operational immediately, and the required part is not available through supply. The commander approves taking a serviceable engine component from one grounded aircraft to install on the other to return it to service. What is this maintenance action called and what is the minimum level of approval authority?
- Controlled Exchange; Company Commander
- Lateral Support; Supply Support Activity (SSA) Chief
- Cannibalization; Battalion Commander or designated representative (Correct answer)
- Emergency Work Order; Maintenance Officer
Correct answer: Cannibalization; Battalion Commander or designated representative
This action is defined as cannibalization, which is the removal of a serviceable part from one non-mission-capable piece of equipment to install on another to restore it to operational condition. Army policy dictates that cannibalization authority is typically held at the battalion commander level to ensure the action is justified by mission necessity and properly managed.
Question 2: According to AR 95-1, an aircraft must be reweighed under several conditions to ensure flight safety and performance calculations are accurate. Which of the following is NOT a mandatory condition for reweighing an Army aircraft?
- Following the completion of major airframe repairs.
- When any modifications have been made for which the weight cannot be accurately computed.
- After the aircraft has accumulated 1000 flight hours since its last weighing. (Correct answer)
- When the weight and center-of-gravity data records are suspected to be in error.
Correct answer: After the aircraft has accumulated 1000 flight hours since its last weighing.
AR 95-1 specifies that an aircraft must be reweighed after major repairs, when modifications significantly alter its basic weight (1% or greater), or when records are suspect. There is no specific requirement to reweigh an aircraft based solely on the accumulation of a set number of flight hours like 1000.
Question 3: Which of the following is a primary responsibility of a Technical Inspector (TI) within an Army Aviation maintenance program?
- Performing in-progress and final inspections on critical maintenance tasks to ensure quality and adherence to standards. (Correct answer)
- Developing the weekly flight schedule and assigning aircrews.
- Managing the unit's budget for repair parts and POL (Petroleum, Oils, and Lubricants).
- Supervising the daily activities and administrative needs of all maintenance personnel.
Correct answer: Performing in-progress and final inspections on critical maintenance tasks to ensure quality and adherence to standards.
A Technical Inspector's core function is quality control. TIs are responsible for inspecting maintenance work, especially on critical flight safety systems, to verify it was performed correctly according to technical manuals and safety standards before the aircraft is returned to service.
Question 4: An aviation unit receives a Safety of Flight (SOF) message for its fleet of UH-60M aircraft. The message mandates an immediate, one-time inspection of a specific tail rotor component before the next flight. What is the correct immediate policy action for the unit's leadership?
- Acknowledge the message and schedule the inspection during the next 40-hour PMI.
- Brief aircrews to perform a more detailed preflight of the tail rotor area.
- Ground the entire affected fleet until the inspection and any required corrective actions are completed and documented. (Correct answer)
- Order the parts listed in the SOF message as a precautionary measure before starting inspections.
Correct answer: Ground the entire affected fleet until the inspection and any required corrective actions are completed and documented.
A Safety of Flight (SOF) message identifies a hazardous condition that could result in death, injury, or destruction of the aircraft. Compliance is mandatory and immediate. The standard and required procedure is to ground all affected aircraft until the prescribed inspections and necessary repairs are completed and properly documented.
Question 5: In the modern Army Aviation maintenance environment, what is the official, primary source for approved maintenance procedures, technical manuals, and checklists?
- Paper-based technical manuals stored in the company's technical library.
- Commercial maintenance software purchased by the unit.
- The Army Publishing Directorate (APD) website.
- Interactive Electronic Technical Manuals (IETMs) accessed via an approved electronic device. (Correct answer)
Correct answer: Interactive Electronic Technical Manuals (IETMs) accessed via an approved electronic device.
The Army has transitioned from paper manuals to Interactive Electronic Technical Manuals (IETMs) as the primary, authoritative source for maintenance information. IETMs provide up-to-date, interactive procedures and are the standard for field and sustainment-level maintenance.
Question 6: A maintenance unit is preparing to transfer a UH-60M to another unit permanently. According to DA PAM 738-751, what is a critical policy requirement during this process?
- The transferring unit must repaint the aircraft with the receiving unit's markings before shipment.
- A joint transfer inspection must be completed by both units, with all discrepancies annotated on a DA Form 2408-13-1. (Correct answer)
- All historical records in the logbook must be closed out and sent to a centralized Army records depot.
- The receiving unit must perform a complete Phase Maintenance Inspection (PMI) within 7 days of arrival.
Correct answer: A joint transfer inspection must be completed by both units, with all discrepancies annotated on a DA Form 2408-13-1.
Aircraft transfers require a meticulous inspection and documentation process to ensure the receiving unit has a full and accurate accounting of the aircraft's material condition. A joint inspection is conducted, and the results, including all identified faults, are documented on DA Form 2408-13-1 (Aircraft Inspection and Maintenance Record), which becomes a part of the aircraft's logbook.
