help with 703 training exams

[Dairyairrescue]

I'm starting a new 703 operations and need to make some training exams for:
Icing
Surface contamination
GPS theory
Fatigue management

If anyone with a 703 can send me what they have I'd be grateful and happy to plagiarize and modify,

[Redneck_pilot86]

Really? You can put literally anything on the exams that demonstrates the exam taker has met the training requirements. Its all pretty clearly laid out in 723.98.

[co-joe]

Whatever you do, make them watch the TC video about the Dryden inquiry...."tell the tower we're going back"

It's not particularly good training, but I've had to watch it 20 times so the new generation should have to suffer through it too.

[digits_]

Whatever you do, make them watch the TC video about the Dryden inquiry...."tell the tower we're going back"

It's not particularly good training, but I've had to watch it 20 times so the new generation should have to suffer through it too.

It's comforting to know that there have been no icing related crashes since 1989 in Canada, which makes it impossible for TC to publish an updated video.

[BTD]

Just because it isn’t plastered in the news, doesn’t mean it isn’t happening.

https://www.tsb.gc.ca/eng/rapports-rep ... c0146.html


8. Although the flight crew were aware of icing on the aircraft’s critical surfaces, they decided that the occurrence departure could be accomplished safely. Their decision to continue with the original plan to depart was influenced by continuation bias, as they perceived the initial and sustained cues that supported their plan as more compelling than the later cues that suggested another course of action.

9. As a result of the ice that remained on the aircraft following the approach and the additional ice that had accreted during the ground stop, the aircraft’s drag was increased by 58% and its lift was decreased by 25% during the takeoff.

13. This loss of control in the roll axis, which corresponds with the known risks associated with taking off with ice contamination, ultimately led to the aircraft colliding with terrain.

14. The aircraft collided with the ground in relatively level pitch, with a bank angle of 30° left. As a result of the sudden vertical deceleration upon contact with the ground, the aircraft suffered significant damage, which varied in severity at different locations on the aircraft because of the impact angle and the variability in structural design.

[Dairyairrescue]

Really? You can put literally anything on the exams that demonstrates the exam taker has met the training requirements. Its all pretty clearly laid out in 723.98.

What the regs say vs what your inspector wants before he'll give you a piece of paper.

I can make up my own longer exams, but would prefer to steal someone elses.

[Fly0nTheWall]

Really? You can put literally anything on the exams that demonstrates the exam taker has met the training requirements. Its all pretty clearly laid out in 723.98.

What the regs say vs what your inspector wants before he'll give you a piece of paper.

I can make up my own longer exams, but would prefer to steal someone elses.

But what if your inspector wants something different than what another inspector wants?

[nine sixteenths]

Are you asking for someone else’s training material because you don’t believe the training is relevant or important? That’s not a good look for an Air Operator and public safety.

Your training exams should be based on your training material not someone else’s. Your COM, your SOP’s, your fleet.

Building a working relationship with another operator with a similar fleet and trading training is one thing, looking for donations and for people to steal their company material to give you is a completely different situation.

If you can’t make the training yourself, hire someone or contract the training out. Cutting corners before you even get off the ground is a bad look.

[digits_]

Are you asking for someone else’s training material because you don’t believe the training is relevant or important? That’s not a good look for an Air Operator and public safety.

Your training exams should be based on your training material not someone else’s. Your COM, your SOP’s, your fleet.

Building a working relationship with another operator with a similar fleet and trading training is one thing, looking for donations and for people to steal their company material to give you is a completely different situation.

If you can’t make the training yourself, hire someone or contract the training out. Cutting corners before you even get off the ground is a bad look.

Yes obviously all those 703 operators need their own version of GPS theory to ensure it's properly applied to their operations.... Since they are all using different GPS satellites and GPS networks right?

[goldeneagle]

Yes obviously all those 703 operators need their own version of GPS theory to ensure it's properly applied to their operations.... Since they are all using different GPS satellites and GPS networks right?

With gps the exception, all the rest need to be tailored to the operation in question.

I have created the exam set back in the day, when we did it was in the days before gps even existed, so we didn't create that one, or the fatigue one. The rest were created, specific to our fleet and way of doing things, and they got modified over time to reflect changes in the operation and fleet. The fatigue exam was added some years later. When I left the position there was no requirement for an exam on gps theory, have no clue what is required for that these days.

[TeePeeCreeper]

Yes obviously all those 703 operators need their own version of GPS theory to ensure it's properly applied to their operations.... Since they are all using different GPS satellites and GPS networks right?

With gps the exception, all the rest need to be tailored to the operation in question.

I have created the exam set back in the day, when we did it was in the days before gps even existed, so we didn't create that one, or the fatigue one. The rest were created, specific to our fleet and way of doing things, and they got modified over time to reflect changes in the operation and fleet. The fatigue exam was added some years later. When I left the position there was no requirement for an exam on gps theory, have no clue what is required for that these days.

Although I mainly agree with most of what you said… the GPS course also needs to be tailor made.

The operator I work for has 3 types of airplanes. All of them basically perform the same mission. Depending on what you’re flying that day… one may or may not be able to do an LNAV, shit a few of the airplanes don’t have a second GPS so performing an LNAV cannot be done and the crews are relegated to flying traditional routes with traditional Nav Aids…

The annual course reflects that. Again. “Tailor made”.

[Dairyairrescue]

It's more on the line of "what will the inspector accept"? If I see others then I know what they are expecting as they won't give me any feedback on what is acceptable and what is not.

[TeePeeCreeper]

It's more on the line of "what will the inspector accept"? If I see others then I know what they are expecting as they won't give me any feedback on what is acceptable and what is not.

Yeah that’s your only hurtle and frankly unless you have stumbled upon an outcast I have found that most of my dealings with inspectors to have been relatively painless.

Two points I’d like to make:

1) Consider everything your writing into your manuals as a binding agreement with the minister of transport.

2) Don’t over complicate things in your manuals. It’s easy to pigeon hole one’s self!

Best of luck!

TPC

[nine sixteenths]

It's more on the line of "what will the inspector accept"? If I see others then I know what they are expecting as they won't give me any feedback on what is acceptable and what is not.

If you haven’t got it, make sure you have the Transport Pub TP 4711 Air Operator Certification Manual. That’s what your inspector is using when they assess what you submit. It’s made pretty clear in there what you’ll need.