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2025 - 2026 AIRCREW TRAINING MANUAL (ATM) C- 12
|ACTUAL 150QS&AS|GRADED A+
Can C-12s conduct CAT II approaches? - ANS:->>>->No Since the C- 12 cannot conduct CAT II approaches, the pilot must reference the o n an approach plate when conducting a precision approach - ANS:->>>-
Decision altitude What are the semi-annual requirements for a FAC 1 C- 12 Aviator? - ANS:->>>- 55 hours What are the semi-annual requirements for a FAC 2 C- 12 Aviator? - ANS:->>>- 30 hours Does a C- 12 Aviator have FAC 3 or 4 semi-annual requirements? - ANS:->>>- No Per the ATM, does the C- 12 have annual simulator flying requirements? - ANS:-
->No What are the two major domains of knowledge that the ATM ACAT (Aircrew Catalogue of Academic Topics) tests? - ANS:->>>->Foundational and Operational This knowledge type forms the foundation for all professional aviation knowledge.
- ANSWER ☑☑Foundational When is foundational knowledge evaluated? - ANS:->>>-
RL Progression Annual Unit academics
Annual written exam This knowledge is specific to the mission and unit METL, addressing both tactical and technical subjects - ANS:->>>->Operational When is Operational Knowledge evaluated? - ANS:->>>-
RL 1 Designation Annual APART Evaluation What type of training is the refresher course listed as since the C- 12 has no simulator training? - ANS:->>>->Additional Training FW aviators serving in the C- 12 assignments will complete and approved FS refresher/recurrent training within to months after completing the C- 12 AQC - ANS:->>>->12 to 18 How often will aviators currently flying the C- 2 as a primary, additional, or alternate aircraft receive an approved FS refresher/recurrent training? - ANS:-
->Once every 2 years How many hours may FS hours may FW aviators apply towards there semi- annual flying requirement? - ANS:->>>->6 hours A crew member who has not flown within the previous days must be designated for refresher training. - ANS:->>>->180, RL How many pilots does the individual operators manual designate the C-12 must have? - ANS:->>>-> 2 pilots What is the primary duty of the pilot not on the controls? - ANS:->>>->To keep the P* free to fly What is the primary responsibility of the pilot on the controls during a flight? - ANS:->>>->To fly the aircraft
Should a missed approach be called when wind shear is encountered and affecting the safe operation of flight while on an approach? - ANS:->>>->Yes Do you call missed approach after passing the FAF inbound on a LOC, VOR, or GPS and you go full scale deflection? - ANS:->>>->Yes If you reach the DA or MAP and the aircraft is not in a position from which a descent or landing can be made at a normal rate of descent using normal maneuvers, and at a descent rate that will allow touchdown to occur within the touchdown zone of the runway what do you call? - ANS:->>>->Missed approach Do you immediately call missed approach if you are on a circling to land approach and lose sight of the runway? - ANS:->>>->Yes Can essential cockpit procedures be performed by memory, if a high cockpit workload exists? - ANSWER ☑☑Yes Crews will prioritize tasks and verify with the as time/crew workload permits. - ANS:->>>->Checklist Individual trainer, instructor or evaluator pilot techniques are standards and are used. - ANS:->>>->NOT NOT Maintain a safe taxi speed with conditions. - ANS:->>>->Commesurate Traversing runways and hotspots requires extra vigilance. Completing checklists is i n these areas. - ANS:->>>->Prohibited Maintain heading +/- - ANS:->>>-> 10 degrees
Maintain altitude +/- - ANS:->>>-> 100 Feet Maintain airspeed +/- indicated - ANS:->>>-> 10 Knots Maintain rate of climb or descent +/- - ANS:->>>-> 100 FPM Maintain aircraft in trim +/- width - ANS:->>>->1/4 ball Maintain +/- when tracking DME arcs - ANS:->>>-> 1 Nautical Mile Final approach descent rates greater than are prohibited unless briefed and concurred by each crew member. - ANS:->>>-> 1000 fpm The PC is responsible for the , , , of the aircraft under their command. - ANS:-
->Conduct Operation Securi ng Servici ng Advancing the propellers to a high RPM on to control high airspeed instead of short final IS acceptable. - ANS:->>>->Base in the ATM task is not to be used as a grading standard. - ANSWER ☑☑Descriptions Verify that the weight and balance is for the planned load, using the appropriate DD Form 365 - 4 - ANS:->>>->Current and within
Select altitudes that minimizes and , are above minimum IFR altitudes, conform to the semicircular rule, and do not exceed a aircraft or equipment limitations. - ANSWER ☑☑Icing, turbulence Recompute the TOLD card data if conditions increase by feet PA, degrees C, or pounds gross weight - ANS:-
->1000 10 500 The most accurate performance data can be obtained by using conditions. - ANSWER ☑☑Existing If mission or time constraints preclude using these conditions, use the highest PA and temperature for the departure time. - ANS:->>>->Forecast Torque should increase approximately % from 0 to Knots. the power indicated is the minimum value upon attaining knots at which charted takeoff performance can be obtained. Excess power which can be developed without exceeding engine limitations should be utilized. - ANS:->>>-> 65 V1 and are the same in the C- 12 - ANS:->>>->Vr (Rotation speed) Takeoff decision speed, same as Vr in the C- 12 - ANS:->>>->V Rotation speed. The speed at which the nose tire is departing the ground and the aircraft is rotated to the takeoff altitude. Vr is equal to V1 for C- 12 - ANS:- ->Vr
Takeoff safety speed. Must be attained at 35 feet above the runway and is the speed to be maintained during climb to clear an obstacle - ANS:->>>->V Best single engine rate of climb speed is the airspeed that delivers the greatest gain in altitude in the shortest possible time with gear and flaps up. Vyse for the weight can be obtained from the Climb-One Engine Inoperative chart - ANS:->>>->Vyse This chart is used to determine the total distance required from brake release to accelerate to V1 (takeoff decision speed): experience an engine failure; continue accelerating to lift-off; then climb and accelerate to achieve takeoff safety speed (V2) at 35 feet - ANS:->>>->Accelerate-Go (Distance over Obstacles) Runway length required if an engine failure occurs at V1 and the takeoff is aborted. Normal pilot reaction time of 3 seconds is assumed. - ANS:->>>-
Accelerate-stop The weight is the maximum at which a positive rate of climb can be achieved with an engine failure at V1 and allow the aircraft to be able to attain a positive rate of climb at lift-off with the landing gear extended. - ANS:->>>->Takeoff weight to achieve a positive one engine inoperative climb at lift-off This gradient is used to determine the percentage of climb gradient for a one engine inoperative climb using V2 until clear of obstacles or rate of climb allows acceleration to Vyse - ANS:->>>->Takeoff climb gradient one engine inoperative Used to determine the rate of climb in feet per minute and climb gradient in percent for a one engine inoperative climb using Vyse with the gear and flaps up. Segment begins after the V2 climb clears any obstacle and the rate of climb allows for acceleration to Vyse - ANS:->>>->Climb-One Engine inoperative The minimum torque required to achieve the takeoff performance in the performance section of the operator's manual as a function of ice vanes position, pressure altitude and ambient temperature. It represents the minimum power at which takeoff performance charts can be realized. Any excess power that may be developed without exceeding engine limitations may be used. - ANS:->>>- Minimum takeoff power at 2000 RPM
Will aviators be downgraded for minor word errors if it doesn't change the intent or context of the emergency action steps. - ANS:->>>->No Who is responsible for correcting the loss of two-way radio communications - ANS:->>>->The pilot not on the controls If two way radio failure occurs while operating under VFR or if VMC conditions are encountered during an IFR flight after the failure, remain , adjust the , and land as soon as practicable - ANS:->>>->Remain VMC Transponder If two way radio failure occurs while operating IMC in the NAS, adjust the and continue the flight IAW the. - ANS:-
->Transponder Refer to the FIH If two way radio failure occurs while operating outside the continental United States, comply with rules IAW instructions from the or applicable regulations. - ANSWER ☑☑ ICAO FIH Host country When performing normal take off and climb, obtain computed takeoff power prior to reaching KTS. Rotate at Vr KIAS Perform climb after lift-off at KIAS or IAW climb schedule - ANS:->>>->
The crew must ensure that takeoff power is obtainable on or prior to the of the day for the aircraft. - ANS:->>>-
Minimum First takeoff Static takeoffs are only requires when limited by and or the of the day. - ANS:->>>->Accelerate- stop distance Runway length First flight Aircrews should start the lineup check when onto the active runway. - ANS:-
->Cleared Smoothly advance power levers on takeoff to within % of computed power. Call SET POWER - ANS:->>>-> The pilot not on the controls should verify that the advisory lights are illuminated during takeoff. - ANS:->>>->Autofeather When do the elevators start becoming effective on the takeoff roll? - ANS:->>>- 80 KIAS On takeoff rotate to the pitch attitude that will result in obtaining a - degree pitch attitude after liftoff. - ANS:->>>-> After takeoff and a positive rate has been established and the gear is retracted what pitch attitude should be obtained? - ANS:->>>->10- 12 degrees
centerline is permissible. - ANS:->>>->Painted surfaces Centerline Climb at a shallower pitch angle if possible in icing conditions to prevent ice accumulation on
. - ANS:->>>->Unprotected surfaces Allow ice to accumulate IAW the aircraft operators manual before activating the surface equipment. - ANS:->>>->De-icing Higher than normal should be expected as ice builds, as a result the stall warning may be unreliable. - ANS:->>>->Stall speeds During icing conditions turns should be made and to avoid ice build up on unprotected surfaces. - ANS:->>>->Wide and shallow High reduces all aircraft performance parameters. - ANS:->>>-
Density-altitude For steep turns Maintain angle of bank within to degrees Roll out on desired heading +/- degrees
Roll into a coordinated turn of or degrees with a bank angle of atleast and MAX of degrees. - ANS:->>>-
45 to 60 10 180, 360, 45, 60 for a steep turn At approx degrees is being passed, adjust back pressure on yoke or adjust trim to maintain altitude. - ANS:->>>-> EGPWS systems may announce an aerial BANK ANGLE call if the roll exceeds degrees angle of bank despite being within standards for the task. - ANS:->>>-> When in a normal descent control airspeed by adjusting. - ANS:->>>- Pitch During a normal descent control the rate of descent through reduction. - ANSWER ☑☑Power To properly clear altitudes below the aircraft during an emergency descent, a to degree bank angle should be established in the initial descent. - ANS:->>>->24, 45 Establish a glide by reducing the power levers to. - ANS:->>>->Idle To obtain the MAX glide distance or glide speed recommended in the manual, if
unknown use
. - ANS:->>>->Flaps up V During slow flight maintain airspeed at Vref KTS, no lower than Vmca - ANS:-
->+5/- 0 Stall speeds During icing conditions turns should be made and to avoid ice build up on unprotected surfaces. - ANS:->>>->Wide and shallow High reduces all aircraft performance parameters. - ANS:->>>- >Density-altitude For steep turns Maintain angle of bank within to degrees Roll out on desired heading +/- degrees Roll into a coordinated turn of or degrees with a bank angle of atleast and MAX of degrees. - ANS:->>>- >45 to 60 10 180, 360, 45, 60 for a steep turn At approx degrees is being passed, adjust back pressure on yoke or adjust trim to maintain altitude. - ANS:->>>-> EGPWS systems may announce an aerial BANK ANGLE call if the roll exceeds degrees angle of bank despite being within standards for the task. - ANS:->>>-> When in a normal descent control airspeed by adjusting. - ANS:->>>- >Pitch During a normal descent control the rate of descent through reduction. - ANSWER ☑☑Power To properly clear altitudes below the aircraft during an emergency descent, a to degree bank angle should be established in the initial descent. - ANS:->>>->24, 45 Establish a glide by reducing the power levers to. - ANS:->>>->Idle To obtain the MAX glide distance or glide speed recommended in the manual, if unknown use . - ANS:->>>->Flaps up V During slow flight maintain airspeed at Vref KTS, no lower than Vmca - ANS:- >>>->+5/- 0 During slow flight maneuvers, avoid the of an approaching stall - ANS:->>>-
Which engine is the critical engine - ANS:->>>->The left Why is the left engine the critical engine in a C- 12 - ANS:->>>->The thrust arm on the right engine is much further away increasing the yawing force, the loss of the left engine presents the greatest controllability problems. Which direction to the propeller blades rotate when viewed from the rear? - ANS:->>>->clockwise when viewed from the rear What is produced by rolling the aircraft with the ailerons, which generates a differential in lift force acting on each wing and therefore when in a left roll, the right wing is elevated and creates more lift, with more lift comes more induced drag causing the aircraft to yaw towards to right - ANSWER ☑☑Adverse yaw What is produced when an aircraft yaws and the outside wing of the aircraft has an increase in velocity, this increase in velocity increases the lift on the outside wing causing the aircraft to roll. Also when the aircraft is put in a right yaw (same for the other side) creating a left side slip, a negative side slip angle produces a positive rolling movement. - ANS:->>>->Provers roll What do you get when the turbulent airflow generated by the separation of the boundary layer due to an increased AOA creates turbulent air the flows over part of the aircraft. - ANS:->>>->Buffet Why does the root section stall first on the aircraft? - ANS:->>>->We have a rectangular, slightly tapered wing What is used on the c- 12 for causing the root to stall first, by being installed on the wings leading edge which causes the boundary layer to breakaway to break away from the airfoil at a lower AOA. - ANS:->>>->Stall strip What does the C- 12 have to warn of a stall through use of a flapper that closes a switch and sends a signal when the switch is pushed up by the relative wind. -
ANS:->>>->Mechanical stall warning How do you correct a stall? - ANS:->>>->Reduce the AOA When on a normal landing profile cross the runway threshold at plus wind gust KIAS - ANS:-
->Vref Half +/- 5 On a normal landing touchdown on the first feet of the runway beginning at the threshold or the first of the runway (on runways shorter than feet). - ANS:->>>-> 1/ 9000 A normal traffic pattern approach should be a stabilized and , excluding deviations required by ATC or environmental considerations. - ANS:- ->Descent and deceleration A stabilized descent results in a normal degree approach angle - ANS:->>>-> The MAX recommended angle of bank in the traffic pattern is degrees. - ANS:- -> Complete the descent-arrival check prior to the traffic pattern. - ANS:->>>- Entering When entering a traffic pattern it is common to enter the downwind leg, mid-field, at a degree angle. - ANS:->>>->
