a. Minimum student qualifications prescribed by FAR, or by the repair station needed to take the course
b. Instructional aids, such as course manuals, tooling, equipment, etc.
c. Training methods, such as lecture, visual aids, computer based
d. Source of the training material and methods and instructor’s qualifications
e. Course outline — lesson or module format
f. Length of the course
g. Training forms and records to document student progress
h. Supporting information such as courseware, lesson plans, and instructor guides
Second, identify the training methods, (Ref: AC 145.10 page 20).
a. Formal training. This type is usually found in an AMT school. The course should include an objective course outline that describes the subject areas covered, expected outcome, list of reference materials, instructor qualifications, and how well the information was transferred to the student. This is a fancy way of saying some kind of a test is needed.
b. On-the-job training (OJT). This training method is perhaps the most used and least documented of all the methods out there. OJT is when an experienced individual explains to a student how a particular task is performed, shows how the task is performed, and then has the student perform the task without help. Your program should explain the process, identify the skill level needed, how that level of learning was achieved, and how OJT will be documented in the employee’s file.
c. Computer-based training. This method must be identified. Thankfully, most CB training I have taken has the course outline and objectives included in the training program itself.
d. Distance learning. This method includes Internet-based training but could include videotaped courses or correspondence courses.
e. Embedded training. This is another form of computer-based training that uses software for testing or learning how to perform a maintenance function.
f. Other methods such as seminars, self-study, and case studies.
The repair station can employ all of these employee training methods or just stick to one kind. The repair station, not the FAA, picks the method of employee training to be used.
What are some of the common forms of training available to repair stations? Well as I mentioned, we have OEM factory training, contractors, AMT schools, other repair stations, government agencies, trade associations, and any other source you have determined that meets your training needs.
This is important. The repair station may set the basic standards for any instructor. You can also have a procedure for evaluating an instructor, be the instructor a repair station employee, a contractor, or a federal employee. Set the standards you want the instructor to meet. You can require student evaluations of the instructor and course content if you want. If your standard’s bar is set too low, you will trip over it.
Measuring Training Effectiveness
This means that you must determine if the employee has internalized the training received. Usually this is done by practical exam or written exam or both. Whether the student passes the course or fails is a reflection on his or her abilities, the training program design and execution, and the instructor’s ability to transfer information.
Last but not least, you have to explain in your program how you are going to document the employee’s training and state that the record of training would be kept for at least two years. Review AC-145-10, pages 23 and 24 for a good outline on what is required.
In closing, developing this training program is now a requirement to operate as a Part 145 repair station. The rule leaves you with two choices. You can choose to develop your training program to ensure a well-trained work force that is effective and efficient, and able to successfully compete in today’s worldwide marketplace. Or you can choose to let the rats win.
Editor’s Note: In the February issue Bill O’Brien began a discussion on the new regulations for the Part 145 manual requirements.
Does one size fit all?
Recurrent Maintenance Training Badly needed, often neglected By Stephen P. Prentice July 2000 Stephen P. Prentice is an attorney whose practice involves FAA-NTSB issues. He has an...
Repair Stations Threatened Part 145 recommendations may shut you By Stephen P. Prentice March 2000 Stephen P. Prentice is an attorney whose practice involves FAA-NTSB issues. He...