INRAT Questions?

[jp7500]

Anybody write the INRAT recently? Any questions would be greatly appreciated.

[Colonel Sanders]

Having written the INRAT 3 times over the decades
(and passed each time) I think it's fair to say that the
answer to most of the answers to the questions on it
can be found in the CAP GEN and AIM RAC.

[BverLuver]

JP7500,

Are you really that lazy of a person to want to memorize answers instead of actually learning the reasoning? Besides being an Offence against Transport Canada regulations, this is just complete absurdity. I, and I am sure many others here, hope we never have to fly with you as clearly you are only willing to do anything to "just get by". Don't want to study and learn the material, don't be a pilot, simple as that. Here's something you will really hate! Being a pilot, means studying and learning and testing for the rest of your life. If you take the easy way out now you will never be able to adjust as you progress in your career. Don't cheat yourself!

End Rant!

BL

[tbaylx]

Oh please...there is a ton of information that could possibly be on the exam, he's just looking to narrow down what he should be studying. Save the righteous crap, and try and help the guy. Best way to get a good idea of what to expect on the INRAT is to either order just the AEROCourse book or take the weekend course if you could use a IFR theory refresher. They concentrate on what you need to know and will save you countless hours studying irrelevant stuff.

[BverLuver]

tbaylx,

So you are one of these types also? Minimum work to get by is key? He's not looking to narrow down, he is looking for specific questions.

Self righteous? Look in the mirror my friend. I got through a very successful career and an after career by working and studying hard, not by cheating myself and others. My help, study the CAP GEN and know if front to back, study the Aerocourse and Weather command manual, know the information and nothing will surprise you on the exam. But, every flight school and TC publication will tell him this, so why does he need my help?

Irrelevant stuff? Well, I guess nothing further need be said except whats irrelevant to you may be very significant to someone else and/or Transport. So, why don't you get off your self righteous entitled attitude and encourage and rewad hard work rather copping out.

BL

[tbaylx]

tbaylx,

So you are one of these types also? Minimum work to get by is key? He's not looking to narrow down, he is looking for specific questions.

Self righteous? Look in the mirror my friend. I got through a very successful career and an after career by working and studying hard, not by cheating myself and others. My help, study the CAP GEN and know if front to back, study the Aerocourse and Weather command manual, know the information and nothing will surprise you on the exam. But, every flight school and TC publication will tell him this, so why does he need my help?

Irrelevant stuff? Well, I guess nothing further need be said except whats irrelevant to you may be very significant to someone else and/or Transport. So, why don't you get off your self righteous entitled attitude and encourage and rewad hard work rather copping out.

BL

Yup, that's me just sliding by. Orrrr, perhaps i'd rather learn the relevant stuff instead of digging through the regs section by section, wasting hours of my time memorizing stuff that is completely useless in day to day operations. If you want to be one of those guys that can quote regs verbatim out of the AIM then be my guest. You still have to work hard and study, but you can also work smart, study and learn the correct stuff instead of trying to learn all of it, alot of which won't do you one bit of good in day to day operations or on your INRAT exam. Nobody is entitled to anything in this career, but you'd be well served to spend the time that you do have learning the stuff that you need to know and learn it well.

The guy came on here looking to see what types of questions he could expect on the INRAT and you called him lazy. Maybe you should take all the extra time you've spent studying regs and start putting it towards CRM.

[BverLuver]

tbaylx,

His direct quote is:

Anybody write the INRAT recently? Any questions would be greatly appreciated.

He is looking for specific questions from the exam, not general direction or `types of questions`.

BL

[tbaylx]

tbaylx,

His direct quote is:

Anybody write the INRAT recently? Any questions would be greatly appreciated.

He is looking for specific questions from the exam, not general direction or `types of questions`.

BL

BL, I guess i chose to give him the benefit of the doubt and interpret that as looking for what type of questions he could anticipate so he can narrow down his studying. Suppose you could look at it differently, though if that's the case then it wouldn't matter cause there is more than 1 exam and questions will all be different, so memorizing specific answers won't help you much.

[jp7500]

Thank you very much for the reponse to my post, i am just looking for key areas to study rather than specific questions as i am aware there is more than 1 INRAT exam. I passed the exam in 2007 using the Aerocourse workbook and the . textbooks so i have done way more than my share of studying this information. I am just trying to get back to flying and i'm just wondering if the exam has changed much in this time. I scored 80% the last time and feel i have not forgotten everything in that time, i didn't expect the lecture or rant but of course there are all kinds of people out there lol. Thanks to the members who understood my question and answered me with useful and helpful information.

[Deltawidget]

Classic avcanada thread.

[jp7500]

Thank you tbaylx and colonel sanders, i am studying for the exam and i did not ask for specific questions, i asked for questions, meaning topics to expect to be there etc. I recently wrote the generic flight dispatch exams with just information i studied in the aerocourse workbook and . books and passed both but the outline they give you gives numbers from 1-5 next to each topic indicating the topics importance level, i notice they don't do this for the INRAT or other exams, any reason why that woul be? They're both TC exams, would make it easier to spend more time on more important areas.

[Krimson]

[BverLuver]

jp7500,

i did not ask for specific questions, i asked for questions, meaning topics to expect to be there etc.

Nice attempt to re-direct.

i notice they don't do this for the INRAT or other exams, any reason why that woul be? They're both TC exams, would make it easier to spend more time on more important areas.

Because they want you to study all the material as anything to do with IFR flying, whether relevant or not in the real world, is fair game on the exam and each question is equally weighted.

Let me ask you this, why should they attempt to "make it easier" for you? Honest question.

BL

[jp7500]

They should make it like the flight dispatch exams and put a proficiency level (1-5) next to each area to be studied. This would make it possible to spend more time on areas with information that is more relevant to your day to day operations and relevant to situations you're likely to encounter. Sorry you didn't understand my initial post:( Why would you think that specific questions would help that much when there are multiple exams? There is no way anybody is going to pass a T.C exam with that much information!!!! Of course i'm studying!!!! LOL

[BverLuver]

Jp7500,

With respect that still sounds lazy! If I misunderstood your original post, I apologize, but I don't think I did. Use the search function for IATRA exam, and see if it's been done before. Entire exams are verbatim on this website. So can someone pass by getting the questions ahead of time, by all means yes!

Another legitimate question for you, how is TC to know which is more important in the day to day ops for you or me? I don't know what you fly, do you know what I fly? It's not a simple generic formula like perhaps a dispatch position which is going to face similar challenges in a 703, 704, or 705 job, in different scales of course.

BL

[Colonel Sanders]

ummm .... ok.

Anyways, in the CAP GEN, know the following cold

- takeoff minima
- approach ban
- landing minima
- alternate minima
- cold temperature corrections

You might think you know the above, but I guarantee
you don't. You will get errors on the above on your
INRAT, so work on them.

Also:

- interpreting approach plates, including SIDs, STARs
and lost comm procedures

- being able to read a LO chart (hint - read the legend)

Also AIM RAC:

http://www.tc.gc.ca/eng/civilaviation/p ... u-2606.htm

Obviously RAC sections 6, 7, 8, 9 10 thoroughly. Sections
4 and 11 not so much. You'd better be up on sections
1, 2, 3 and 4 though.

Also incredibly important is AIM COM:

http://www.tc.gc.ca/eng/civilaviation/p ... u-2550.htm

Section 3.0 is incredibly important - VOR checks, ILS
serviceability, and of course 3.15 GPS. Expect several
questions on IFR use of GPS.

Don't forget to study weather. A detailed understanding
of fronts, cloud and freezing levels is required. Expect to
see a double wx system on the test.

Once you do all the above, then start to work your way
through sample test to determine your weak areas that
you need to work on.

[Krimson]

I'm curious to see how long you two can go on about the same thing.

Also pretty shocked BverLuver has never asked anyone about a single aviation topic. That would be lazy. Oh, PIREPs...you should find out for yourself too instead of getting other people's information. Don't want to be lazy

[Cat Driver]

Another interesting thread.

In 1982 I needed to write the American Airline Transport License exams for a short term contract flying an American registered airplane in Alaska.

I took the ASA weekend cram course in Seattle then spent two days reading all the questions in the American exams with only the correct answers showing.....the three wrong ones were blacked out.

Next day I did the exams at an FAA office.... it worked like magic because the correct answers just jumped right out at me....I passed with around 90 percent correct.

Was I just a lazy pilot?

[BverLuver]

I am actually only slightly surprised that people here have given him a pass. Taking the easy-sleazy road is not my M.O. But, whatever keeps the sun over your head I suppose.

BL

[Cat Driver]

I am actually only slightly surprised that people here have given him a pass. Taking the easy-sleazy road is not my M.O. But, whatever keeps the sun over your head I suppose.

BL

So in your opinion the method I used to pass the American written exams makes me a sleazy pilot?

[BverLuver]

Cat Driver,

Do you condone these methods for passing the INRAT?

BL

[Cat Driver]

I condone any method by which a pilot learns the answers to written exams.

My opinion is formed from over half a century in this business, and for whatever it is worth when I wrote the written exams for my first Airline Pilot License there were no multiple choice exams.....we had to write the answers, therefore it follows I must have understood the subjects...

Oh, by the way several different countries issued me their licenses based on the ones I already held...and they did not ask me to write any exams period.

Here is a question for you BverLuver, who would you hire, a pilot who knows all the answers to all the written exams churned out by T.C but can't actually fly.

Or ...

A pilot who learned the answers to specific exams using any method available...and can fly and make decisions with great skill?

[BverLuver]

Cat Driver,

By your own admission then, this is apples and oranges. Do you feel safe knowing that pilots are out there flying you or you friends/family because they were able to memorize a recognized question and answer rather than knowing the basis behind the answer? This is what I am getting at. It has been many years since I looked at an IFR study guide and I also remember the days long before computer generated testing, but of course there is a boat load of information in IFR study manuals that will NEVER be used in practicality. However, spoon feeding rather than encouraging learning are two very different things.

I have said my piece, as I said earlier I meant no disrespect to anyone even though it clearly comes across that way. I don't agree with the original posters methods and never will, whatever his supposed intentions.

BL

[Cat Driver]

BverLuver learning to fly is a many factored skill....it differs from driving a bus or truck due the third deDmention in which it operates......therefore one must understand aerodynamics and physics of objects moving through the air which has the capacity of ever changing.

...But the truth is it is not all that difficult to learn because the only education required is the ability to read and write and a basic grasp of math.

The written exames have degererated to a bizzare mix of multi choice answers that tend to confuse rather than teach.....if T.C. Wishes to play trick mind games then find a way to get their vision of whatnthey deem the correst answer......any way you can.

Here is something Imwrote on pprune some years ago on how to judge your landing heights.

. .



O.K. I will try and describe how I teach correct height judgement for the flare and height judgement after the flare.

First the flare:

I use a definable point on the runway as the flare point, usually the first big hash marks and runway numbers. This is the aim point on final, during the last fifty feet in a small airplane the aim point will start to grow in size and also appear to spread out in your vision, at about twenty feet the picture will become quite clear that you are about to fly into the runway. It is at this point that I start the flare with most light bug smashers.

Note:

Rather than describe to the student what I am seeing I have them memorize what they observe at the flare point, this avoids any missunderstanding of what I am trying to describe. By using this method the student will quickly imprint the picture that she / he is seeing.

Once the flare is started you then look straight ahead down the runway to the point where apparent movement of the runway markers stop.

What is................... " What is, where apparent movement of the runway ceases" ..........

There is a point ahead of the airplane where the eye will pick up the movement of the runway towards the airplane. This point will change with the speed of the airplane.

For little Bug Smashers that approach in the 50 to 70 knot speed envelope the apparent movement of the runway,,, runway marks, will be approximately five hundred feet ahead of the airplane.

That is the distance ahead of the airplane that your center of sight should be aimed at. This will give you the proper picture that will allow you to best judge height.

The reason that this works is you can "see" the runway get closer in your peripheral vision as the runway movement close to the airplane changes. Also you can "see" the far end of the runway in the top of your peripheral vision, this is your attitude guide that allows you to change the attitude as speed and lift decays.

Ideally the airplane should contact the runway in the attitude that the stall occurs. ( Except wheel landings in taildraggers. )

If the nose blocks out your view ahead as you increase the nose up attitude during the hold off all you need do is move your head and sight line to the side and look along the side nose at the runway still using the same distance ahead that gives the picture that you need. Where apparent movement stops.

Note as you slow down the runway movement picture moves progressively closer. ( About three to five hundred feet ahead is just about right at touch down.


I have an excellent movie that was taken at Airbus Industries during my A320 training and I use it when describing what to look for when determining where the apparent runway movement stops. The beauty of the movie is I can stop it and show the point on the runway where this occurs, then start it up again.

Also the movie is perfect for the flare picture, the A320 approaches at a higher speed than a light aircraft but the picture remains the same when looking at the flare point, it just happens faster. ( oh by the way you don't actually flare an A320 like you do a Bug Smasher but the height judgement is the same. ( aided by the computer voice giving you exact height. )

I am willing to keep answering any and all questions about how I teach height and speed judgement, all I wish to do is make flying safer and easier for those who fly for the love of it.

My system works because I have been perfecting it for fifty years and I used to teach crop dusting where if you do not know how to accurately judge height and speed you die.

So if you all want me to keep explaining my method I am willing to type until everyone understands how I do it.

By the way:::

I use a camcorder for all my advanced flight training, when the student fu..s up it is easy to review it right after the flight and explain where it started to go wrong and how to prevent repeating the fu.. up.

.
.

The hardest thing about flying is knowing when to say no.
  

[tbaylx]

I'd put my family on an aircraft with a guy who has good hands and feet and good decision making skills any day. I really could give a crap about how many regs he knew. Do what you have to to pass the exam and get the license then learn what you really need to know in line indoc and daily operations with the more experienced guys. Flew with a lot of guys overseas like that starting out in the industry. They could quote you the page number on the particular subject in the FOM but stick a thunderstorm in front of them on a dark night in the terminal area and it all came unglued.