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MQI Exam Re-examination attempts must be conducted within two weeks of a failure. The third and final
attempt at the MQI exam must be undertaken within four weeks of the initial exam failure after
LSATT-AT course.
MM Exam Re-examination attempts must be conducted within one month of a failure. The third and final
attempt at the MM exam must be undertaken within two months of the initial exam failure
after POATT-AT course.
AMCC Part 1 Re-examination attempts must be conducted within one month of a failure. The third and final
Exam attempt at the AMCC Part 1 exam must be undertaken within two months of the initial exam
failure after CPOATT-AT course.
AMCC Part 2 1. Failure of the AMCC Part 2 Oral Board is not managed in accordance with TPM policy in
Oral Board ABR 27 but as follows:
a. On successful completion of the CPOATT-AT course and AMCC Part 1 written exam, all POAT
or P/CPOAT sailors are to attempt the first available AMCC Part 2 (Oral Board) convened by
the FAEO. All personnel who successfully complete the CPOATT-AT course and AMCC Pt 1 will
be eligible to attempt the AMCC Pt 2 Oral Board, irrespective of whether they have been
identified for promotion to CPOAT.
b. If in the conduct of the AMCC Part 2 Oral Board, the FAEO determines that a satisfactory
outcome is unlikely due to lack of experience and currency in core skills, a recommendation
should be made to DSCM that the sailor be posted/loaned to a Squadron for a consolidation
period, not exceeding six months. The FAEO will provide a report to the sailor’s CO and DSCM,
advising of the course of action to be taken prior to any further attempt at the AMCC Part 2.
c. DSCM will review the case, and if approved, the sailor will be formally posted or loaned to a
squadron for consolidation training. Personnel that have been provisionally promoted to CPOAT
will retain their provisional status until the first available AMCC Oral Board is convened after
the consolidation period. Where a sailor has been selected for promotion, provisional
protection will be awarded until the sailor re-faces the AMCC Part 2 Oral Board. The member’s
training and employment is to be managed by TA-AVN / Squadron AEOs to optimise aviation
skills, experience and development.
d. Where a consolidation period is granted, personnel must re-face the first available AMCC Pt
2 Oral Board, after the consolidation period, and within 12 months of completion of the
CPOATT-AT course. Provisionally protected personnel will be reverted if they fail the AMCC Part
2 Oral Board after the consolidation period. Further attempts at the AMCC Part 2 Oral Board
will be at the discretion of the FAEO in consultation with TA-AVN.
e. For personnel so effected, reversion or cancellation of promotion should not be enacted
until a substantive fail of the AMCC Part 2 Oral Board has been delivered. Sailors who fail the
AMCC Part 2 and have had their promotion rescinded or are reverted in rank may be
authorised promotion on the next framed CPOAT promotion list. Any subsequent promotion
would be dependent on sailors MAT score and workforce structure vacancies and is subject to
the member resitting and passing the AMCC Part 2 Oral Board prior to promotion. Personnel
will not be permitted to achieve provisional protection for any previously failed promotion prerequisite
course.
TABLE 2 – TRAINEE PROGRESS MANAGEMENT – AT MQI, MM AND AMC EXAMS.
positions would be used to
harvest funding to assist with the
operational costs of the leased
aircraft. Another option being
considered is for the RAN to
replace both the AS350BA and
the Seaking with a single
helicopter type that will undertake
both the training and Maritime
Support Helicopter (MSH) roles.
This option would see the Squirrel
maintenance positions used to
harvest funds for a new aircraft
and would use all RAN Seaking
related positions to man both
723 and 817 Squadrons. 817
Squadron would consist of five
dedicated Flights (8 maintainers
per flight) and a small number of
personnel for Command,
Management and Flight Support
Cell functions. The remaining
Seaking related positions would
make up 723 Squadron’s
maintenance complement and
this would provide both
NAVY ENGINEERING BULLETIN SEPTEMBER 2003
maintainers and Aircrew with the
ability to transfer skills from the
training Squadron to an
operational Squadron. DNPR
(E&L) staff have been examining
manning concepts for both
options and have provided the
Project officers with proposed
Squadron complements. I must
stress at this stage, that the
RWFTR is in the early stages of
development and is subject to a
rigorous evaluation process and
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