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CAP Mission Aircrew CAPR 60-series Review February 2008. CAPR 60-series Review. These slides are a review, and as such are not meant as a substitute for a thorough study of the regulations, particularly CAPRs 60-1 and 60-3

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CAP Mission AircrewCAPR 60-series ReviewFebruary 2008


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CAPR 60-series Review

  • These slides are a review, and as such are not meant as a substitute for a thorough study of the regulations, particularly CAPRs 60-1 and 60-3

  • This review is not comprehensive, as it is primarily based on the perspective of an aircrew


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CAPR 60-1CAP Flight Management


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CAP Flight Management

  • The authorization to operate CAP aircraft is a privilege, nota right.

  • Air Force Assigned Missions (AFAM)

  • CAP Corporate Missions


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CAP Flight Management

  • General operating rules, policies and procedures

    • Use CAP A/C only for an official purpose

    • An FAA flight plan shall be filed prior to takeoff and then activated for all cross-country flights of more than 50 nm, except those flights where a CAPF 84 or 104 is required (for safety, always file if possible and use Flight Following)

    • “Hand propped” starts are prohibited

    • Checklist use is mandatory in CAP aircraft

  • Authorized airfields

    • Civilian airports listed in the current FAA Airport/Facility Directory

    • Other civilian airfields for which prior written permission has been obtained from both the owner/operator and either the Executive Director, Region CC, or Wing CC

    • USAF and other military airfields (cover limitations)


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CAP Flight Management

  • Prohibited Uses of CAP Aircraft

    • Formation flying (cover exceptions)

    • Dropping of objects unless such action is to prevent loss of life

    • Assistance to law enforcement officers, except as provided for in Counterdrug operations directives

    • Instruction by non-CAP member CFIs

  • Geographical Limits for Flights of CAP Aircraft

    • Unit CC – can release flights to areas within own wing

    • Wing CC – within their region or to wing immediately adjacent to their wing

    • Region CC – Within their region or to region adjacent to their region

    • NOC can authorize flights anywhere within CONUS

    • PIC of flights that will land at an airport beyond the geographical limits of their region must receive prior approval from the wing and region commander


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CAP Flight Management

  • Authorized Passengers

    • CAP members; cover 18 or older/younger limits

    • Any individual approved by a qualified CAP IC or Unit CC when such action would contribute to saving a life

    • All emergency services workers when required to support an actual emergency services mission

    • U.S. government employees, and state, county or local officials (authorized by NOC); missions authorized by these paragraphs will return with all passengers back at the point of origin without intermediate stops.

      These paragraphs are not authorization to conduct transportation missions. Missions with a sole purpose of providing transportation from point A to point B must be conducted in accordance with CAP’s FAA exemption (next slide).

    • CAPF 9 and passenger briefing requirements


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CAP Flight Management

  • Authorized passengers (con’t)

    • CAP has two exemptions granted by the FAA: 1) an exemption to FAR 61.113 allows our pilots to obtain reimbursement as a private pilot and 2) an exemption to FAR 91.501 provides a tool for CAP to comply with specific FAR requirements regarding certain transportation flights.

  • Attachment 2 Review (include Note 1)

    • The “CAP Missions and Pilot Limitations” chart summarizes the applicable FAA rules for various types of CAP missions

      As used in the FARs, “aerial work operations” refers to a flight that originates and terminates at the same point and where the purpose of the flight is to perform some mission in the air during the course of the flight

      “Transportation” refers to a flight that originates and terminates at different points, where the purpose of the flight is to go from the point of origin to the point of destination

      NOTE: Commercial pilots need to have a current Class II Medical


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CAP Flight Management

  • Pilot records

  • CAP Membership Cards and Uniforms

    • All CAP members shall wear an appropriate CAP uniform and carry proof of current CAP membership when participating in CAP flight activities (this proof may be an actual, photocopy, or facsimile of their current CAP membership card or a copy of the MML or CAP-Watch report)

    • When specified by the requesting agency and authorized by the wing commander, uniforms are not worn on designated Counterdrug flights


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CAP Flight Management

  • Aircraft mishaps

    • You should keep copies of CAPR 62-2, Mishap Reporting and Investigation, and CAPF 78, Mishap Report Form, in your flight bag or in the aircraft to help document the mishap

    • Unit/activity commanders are responsible for ensuring an on-line Form 78 is accomplished within 48 hours of a mishap. The CAPF 78 is in the “Utilities” section of e-Services.

  • Suspension or Revocation of CAP flying privileges

  • Assessments for Damage to CAP Corporate A/C


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CAP Flight Management

  • Flight Time and Duty Limitations

    • Pilots will not be scheduled for more than 8 hours and will not, under any circumstances, exceed 10 hours flight time during a 14-hour crew duty day

    • The crew duty day begins when reporting for work or CAP duty (whichever occurred first) and ends upon engine shutdown at the completion of the flight activity

    • At least a 10-hour crew rest period should be provided between duty days

    • Exceptions to the crew duty day limitation will be considered for life-saving missions only and will be requested by the PIC through the IC to the Wing CC. Approval for up to 16 hours crew duty day may be granted by the Wing CC only after all appropriate ORM considerations have been evaluated. The Wing CC must advise the Region CC of any crew duty day extensions within 24 hours of such action.


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CAP Flight Management

  • Prohibited equipment

    • The use of night vision devices by the pilot flying CAP aircraft is prohibited

    • Night vision devices are for use only by scanners and observers who have completed nationally approved training in the use of this equipment. Only nationally approved night vision devices are authorized for use.

      NOTE: CAPR 60-3 states that representatives of other agencies (e.g., DEA or USFS) may use their own equipment

  • Emergency Procedures Training

    • Simulated emergency procedures, except simulated instrument or communications equipment failures, will only be conducted during day VMC. Simulated forced landings will be discontinued prior to descending below 500 feet AGL, unless initiated with intent to land at an airfield.


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CAP Flight Management

  • General Operational Requirements & Restrictions

    • The PIC will plan all flights so as to have a minimum of one hour of fuel remaining upon landing (computed at normal POH/AFM cruise fuel consumption. If it becomes evident the aircraft will not have that amount of fuel at its intended destination, the PIC will divert the aircraft to an alternate airport that will ensure this reserve will be maintained.

    • IFR flights will not depart unless the weather is at or above landing minimums at the departure airport

    • The minimum flight visibility for VFR flight in Class G airspace will be 3 statute miles unless the PIC is a current and qualified instrument pilot

    • Minimum airspeed will be no lower than the aircraft’s published best Angle-of-Climb speed except for takeoff, landing, go around, practice stalls, slow flight practice and evaluation, and glider towing

    • Altimeter settings will be updated hourly from the closest source available


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CAP Flight Management

  • Ground and Taxi Operations

    • Pilots will maintain adequate clearance from all obstacles during all ground operations

    • When taxiing within 10 feet of any obstacle, pilots shall bring the aircraft to a complete halt, and then proceed at a pace not to exceed a slow walk until clear of the obstacle

    • When taxiing maintain at least 50 feet behind light single-engine aircraft; at least 100 feet behind small multi-engine and jet aircraft; and 500 feet behind taxiing helicopters and large and heavy multi-engine jet or turboprop aircraft


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CAP Flight Management

  • Altitude and Lateral Distance Restrictions

    • Daylight VFR: Except for takeoff and landing, pilots shall maintain a minimum altitude and lateral distance of 1000 feet from the ground, water, or any obstruction. In congested areas the lateral distance increases to 2000 feet.

    • Night VFR: Except for takeoff and landing or when operating in compliance with ATC direction, pilots shall maintain a minimum altitude and lateral distance of 2000 feet from the ground, water, or any obstruction

    • Practice of in-flight emergency procedures and maneuvers will be conducted during daylight VMC and, except for simulated forced landings, at an altitude high enough to allow recovery from an inadvertent stall/spin entry. The recovery should be completed at no lower than 1500 feet AGL or the aircraft manufacturer’s, FAA, or CAP approved training syllabi recommended altitude, whichever is higher.


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CAP Flight Management

  • Altitude and Lateral Distance Restrictions (con’t)

    • Search grids and DR/CD/HLS reconnaissance should be flown at an altitude or flight path not closer than 1000 feet to any terrain or obstruction

    • Sustained flight between 500 and 1000 ft AGL may only be conducted IAW an operations plan approved through the NOC, with CAP-USAF/XO approval for AFAMs. The IC or designee will designate and brief the minimum search altitudes for each mission prior to launching any aircraft sortie.

    • During actual or training SAR/DR operations, pilots may only descend below the designated search altitude to verify potential crash sites or the presence of survivors, to prevent loss of life, property, or human suffering


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CAP Flight Management

  • Altitude and Lateral Distance Restrictions (con’t)

    • At no time will the pilot allow the aircraft to come within 500 feet of terrain or obstructions

    • Prior to descent below the designated search altitude, the PIC will evaluate terrain, winds, turbulence, and obstructions to determine the best flight path to conduct a controlled descent and low altitude reconnaissance. The low altitude reconnaissance will be conducted along a short, planned flight path based on the PIC’s evaluation and should provide the observer or scanner the best view of the area of interest. The low altitude reconnaissance will not include sustained maneuvering below the designated search altitude.

    • Once the area of interest has been evaluated, the objective verified, or upon reaching the end of the planned low altitude reconnaissance path, the aircraft will return to the minimum search altitude specified by the IC and will not descend again except to evaluate new potential sightings or areas of interest.


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CAP Flight Management

  • Critical Phases of Flight Restrictions. Except during flight instruction, unqualified pilots will not fly CAP aircraft during critical phases of flight

  • A critical phase of flight is takeoffs and landings, VFR traffic patterns, instrument approaches, stalls, steep turns, and flight at 1000' AGL and below

  • Over Water Operations and Reconnaissance


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CAP Flight Management

  • Sterile Cockpit Procedures. The sterile cockpit concept recognizes that flight operations other than routine cruise flight are intrinsically more hazardous and require the undivided and vigilant attention of all crewmembers. The PIC is responsible to ensure that non-essential conversations, activities, and otherwise distracting actions do not occur during critical portions of flight.

  • The PIC will ensure that all crewmembers and passengers are aware of this requirement by conducting a crew and passenger briefing prior to boarding the aircraft or prior to engine start


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CAP Flight Management

Flight Release

  • For USAF Assigned Missions, a designated CAP IC is considered a FRO

  • The mission base flight release authority will flight release all aircraft flown under the assigned mission number. This includes pre-positioning, employment, and de-positioning of aircraft, and travel to/from the mission base.

  • Flight activities, other than SAR/DR flights, involving multiple flights from the same location may be flight released one time per day


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CAP Flight Management

  • Cover A, B and C mission symbols

  • CAP Pilots shall:

    • Furnish documentation and information requested to establish their qualifications to fly CAP aircraft. This information shall be placed in the individual pilot record maintained for each CAP pilot at his or her unit of assignment.

    • Certify the eligibility of any proposed passenger to the FRO prior to obtaining a flight release

    • Obtain a flight release from a FRO prior to conducting any CAP flight activity

    • Report total flight time, in accordance with local procedures


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CAP Flight Management

  • Chapter 5 covers CAP Glider/Tow Plane/Launch Operations

  • Attachments


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CAPR 60-3CAP ES Training and Operational Missions


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ES Training & Missions

  • Prescribes concepts, policies, and standards that govern all Civil Air Patrol (CAP) supervisory, ground, and flight personnel in the training, qualification, and execution of CAP operational missions

  • Practices, procedures, and standards prescribed in this regulation are mandatory and may not be supplemented or changed locally without the prior approval of NHQ CAP/DO (approved supplements can be found on the national web site under Operations – Emergency Services - Supplements)


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ES Training & Missions

  • Priority for Support

    • The Air Force

    • Other DoD departments and agencies

    • Other federal departments and agencies

    • State civil agencies

    • Local agencies

  • Individual Member Responsibilities

    • Maintain proficiency in their specialty qualification areas

    • Provide information concerning their qualifications, availability, and readiness to their Unit CC (or designee)

    • Maintain individual equipment readiness and availability to support operational mission requests


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ES Training & Missions

  • Mission Commitment Policies

    • Upon locating survivors, all personnel must assume that immediate assistance is necessary and act accordingly. The condition of survivors cannot be determined accurately through aerial observation alone.

    • Only qualified CAP members, qualified members of other agencies with which CAP has an approved MOU, and CAP mission trainees under the supervision of a qualified person may participate in CAP operational missions. There will be at a minimum a 1-to-3 ratio of supervisors to trainees when trainees are utilized.

    • Use of qualified CAP cadets is encouraged as much as possible on appropriate missions. Discuss restrictions.


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ES Training & Missions

  • Managing the Mission

  • Air Operations

    • Preliminary search

    • Concentrated search

  • Ground Operations

  • Mission Assistance


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ES Training & Missions

  • Assistance to Law Enforcement Officials

    • CAP units and members engaged in CAP activities may provide passive assistance to law enforcement officers and agencies. CAP members may not be deputized nor may they take an active part in arrest or detention activities and have no authority to restrict persons by means of force, actual or implied.

    • CAP assistance to law enforcement agencies that may lead to criminal prosecution is restricted to patrol, reconnaissance, and reporting only. Requests for such assistance, unless of an emergency nature, must be approved in advance by the Wing and Region CCs and coordinated with NHQ CAP/DO.

    • Assistance may also be a by-product of the normal conduct of a CAP mission. In some instances, such as during an airborne search, CAP members may observe suspicious activities and as concerned citizens, should report those observations to proper authorities.

    • When requested by the proper law enforcement authority, CAP members may provide crash site surveillance and/or crowd control duties


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ES Training & Missions

  • Liability Protection

    • CAP members acting within the scope of their duties on CAP operational missions will be afforded liability protection by the US Government under the FTCA while serving on AFAMs (including 911T missions) or by CAP's liability insurance policies (within limits) while on other CAP corporate missions (refer to CAPR 900-5, The CAP Insurance/Benefits Program).

    • CAP members 18 years of age and older are eligible for FECA benefits if injured or killed while serving on an AFAM (including 911T missions). Travel to and from such mission activity is also covered. Some states provide state worker’s compensation benefits for CAP members injured or killed while serving on state operational missions. For specifics consult the wing legal officer and CAPR 900-5.

    • IMPORTANT to meet all CAP regulations while on missions (e.g., credentials and uniform), or you may be ruled ineligible


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ES Training & Missions

  • Entry on or Seizure of Private Property During Missions

    • As a general rule, CAP members are subject to the well-known rules that prohibit trespass on or seizure of private property. While entry upon private property may be justified if such an act is for the purpose of saving life, every effort should be made to obtain the controlling agency's approval and property owner's consent.

    • Entry and activities on private property during training missions will always be arranged in advance with the owner

    • Under no circumstances may a CAP member seize property or engage in searches beyond the exceptions stated above


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ES Training & Missions

  • Distress Beacons

    • Distress beacons are frequently tracked to a locked vehicle, aircraft, or building. CAP mission personnel should contact the controlling agency (e.g., AFRCC) for further instructions.

    • If entry is required the owner/operator or local law enforcement officials will make it. CAP members will not enter private property and should not do anything that could cause harm or damage to the distress beacon or aircraft/boat.

    • If the beacon is not readily silenced contact the IC. The IC should contact the controlling agency and plan to withdraw.


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ES Training & Missions

  • First Aid and Emergency Medical Care

    • CAP is not an emergency medical care or paramedic organization and should not advertise itself as such. CAP will not be the primary provider of medical support on missions or training events though qualified personnel can be used to support such activities.

    • The only type of medical aid that should be administered by CAP personnel or by any other person at CAP's request is reasonable first aid deemed necessary to save a life or prevent human suffering and executed by a person qualified to attempt such medical care within their skill level.


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ES Training & Missions

  • CAP flight crews and ground teams will make a conscientious effort to avoid or reduce fatigue by:

    • Periodic separation from duty station

    • Periodic light refreshments of moderate amounts of hot foods, soup, fruit juice, etc.

    • Avoidance of excessive smoking

    • Periodic sleep prior to sorties

    • Refraining from alcohol within 24 hours of reporting for the mission


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ES Training & Missions

  • Only personnel holding a valid CAPF 101 (or authorized on equivalent computer rosters) containing the applicable specialty ratings may be assigned to perform duties on CAP operational missions. Properly documented individuals in training for a specialty rating may only perform mission duties under the supervision of fully qualified personnel.

  • Personnel are authorized to train for the specialty rating qualifications by their Unit CC (including approved emergency services school directors), except Incident Commander or Agency Liaison

  • Training to qualify in a specialty is expected to be completed within 2 years. Members not completing training requirements within two years should expect to re-demonstrate expired portions of their training.


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ES Training & Missions

  • The General Emergency Services specialty rating is required of all individuals qualifying in emergency services and will be completed prior to commencing training for any other specialty

  • This training authorizes members to attend missions, observe activities and perform administrative and general operations support tasks under the direction of qualified staff personnel, essentially as a license to learn

  • Successful completion of the current CAPT 116, Parts 1 & 2, qualifies the member in the GES Specialty Rating

  • To remain current in the GES specialty all current holders will complete new examinations within 180 days of issuance of a new examination

  • Personnel can complete the latest GES exam on-line


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ES Training & Missions

  • All training must be certified as complete by a qualified evaluator (SET; can be done on-line), and members cannot certify their own training

  • Trainees can still participate in training or actual missions as allowed on their CAPF 101 under qualified supervisors. If the supervisor does not meet the SET requirements the trainee will not receive credit for training towards qualification.

  • For each specialty rating, standards have been developed to train and qualify members in stages. The most current versions of the task guides for all specialties are found at the national website under Operations – Emergency Services – Emergency Services Curriculum.


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ES Training & Missions

  • Prerequisites must be completed prior to initiating training requirements. Once trainees have met the prerequisites, they will be required to complete Familiarization and Preparatory training for the specialty before serving in that position on actual or training missions under supervision.

  • Familiarization and Preparatory training is the minimum set of tasks that the member must master prior to acting as a supervised trainee on practice or actual missions. These tasks represent those skills that will keep the member safe and allow the member to function under supervision without jeopardizing the mission. This requirement avoids placing personnel not ready to perform certain jobs or those who work for them at risk.


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ES Training & Missions

  • Once Familiarization and Preparatory training is completed, trainees must complete Advanced training and participate satisfactorily in two missions before a CAPF 101 is approved and a member is considered “Qualified.”

  • Advanced training covers the remainder of the tasks required for specialty qualification. On actual missions, it is expected that these tasks could be accomplished by the trainee's supervisor or other fully trained members if they became critical. Because of this, trainees are allowed to learn these "on the job.“

  • These two “missions” do not have to be on different mission numbers, be Air Force assigned or approved, or be completed after advanced training. These sorties must be complete sorties and/or operating periods where the member participates in all aspects of their assigned mission specialty. It is possible to participate in more than one specialty on a given mission or day.


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ES Training & Missions

  • Mission Scanner

    • At least 18 years of age

    • Qualified GES

    • Qualified when complete all requirements listed in the most current version of the Aircrew and Flight Line Task Guide for MS

  • Mission Observer

    • At least 18 years of age

    • Qualified GES

    • Qualified Mission Scanner

    • Qualified when complete all requirements listed in the most current version of the Aircrew and Flight Line Task Guide for MO


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ES Training & Missions

  • Transport Mission Pilot (TMP)

    • At least 18 years of age

    • Qualified GES

    • Current and qualified CAP pilot in accordance with CAPR 60-1, with at least 100 hours PIC time , including at least 50 hours of cross-country flying

  • On authorized ES missions TMPs can only:

    • Transport ES-qualified CAP members required for an authorized mission

    • Ferry aircraft required for an authorized ES mission

    • Fly “high bird” communications sorties on an authorized ES mission

    • Current and qualified FAA Private pilots may transport parts and equipment owned by CAP or a CAP member to a mission base or staging area

    • Current and qualified FAA Commercial pilots may transport parts and equipment not owned by CAP


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ES Training & Missions

  • SAR/DR Mission Pilot

    • At least 18 years of age

    • Qualified GES

    • Qualified Mission Scanner

    • Qualified Transport Mission Pilot

    • Current and qualified CAP pilot in accordance with CAPR 60-1, with at least 175 hours PIC time

    • Qualified when complete all requirements listed in the most current version of the Aircrew and Flight Line Task Guide for MP

    • Must have at least 200 hours PIC time, including at least 50 hours of cross-country flying


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ES Training & Missions

  • Most specialty qualifications generally expire 3 years from the date the qualification was attained

    • Exceptions in Table 2-1

  • To renew an expiring specialty qualification, the member must:

    • Be a current CAP member

    • Be evaluated on at least one mission (actual or training) every 3 years by a qualified evaluator in each specialty (or equivalent specialty) for which renewal is requested. A matrix of equivalent specialties is included as attachment 4. During the evaluation, candidates will be required to demonstrate their ability to perform and/or evaluate all tasks required to qualify in that specialty. This evaluation does not have to be completed on an Air Force approved training mission. CAPF 91 check rides will be considered equivalent to this evaluation for all aircrew positions for mission pilots. A separate evaluation is not required. Personnel that are currently qualified in a specialty are expected to be re-evaluated within 3 years of issuance of this regulation change.

    • Have satisfactorily completed applicable parts of the current CAPT 116

    • Have satisfactorily completed the current CAPT 117, ES Continuing Education Examinations. CAPT 117 is conducted in three parts: one for aircrew members and flight line personnel; one for ground and urban direction finding teams; and one for mission base staff.


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ES Training & Missions

  • Requalification Procedure for Expired Specialties

  • Transfers from Other Wings

  • Attachment 4, Sortie Equivalency Chart

  • Attachment 5, Qualified Supervisor Chart


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CAPR 60-5Critical Incident Stress Management


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Critical Incident Stress

  • A comprehensive, integrated, multi-component crisis intervention system

  • CISM is solidly based in crisis intervention theory and educational intervention theory

  • Designed to mitigate the psychological impact of a traumatic event (e.g., plane crash, natural disaster, serious incident or accident). It also serves as an early identification mechanism for individuals who may require professional mental health follow-up subsequent to a traumatic event.

  • No one in emergency services is immune to critical incident stress, regardless of past experiences or years of service. CISM takes care of CAP members (primarily) and support personnel from other agencies (secondarily) who experience a potentially traumatizing event serving at a mission site or other CAP ES activity.


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Critical Incident Stress

  • Each wing will assess the need for a CIS Team

  • Each wing should, even if utilizing local non-CAP resources, appoint a wing CIS to develop contacts with local CISM teams, coordinate CISM services, and develop PEP (Pre-Exposure Preparation) Training

  • All individuals participating in operational activities should have the opportunity to receive appropriate CISM services


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CAPR 62-1CAP Safety Responsibilities and Procedures


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Safety Responsibilities

  • All levels of command shall work in partnership to develop effective safety education and accident prevention measures to safeguard our members and preserve our physical resources.

  • All levels of command shall seek to instill a culture of safety that guides the planning and execution of every CAP activity.

  • Individual members will live the CAP motto of “Always Vigilant” in planning, conducting, and participating in all CAP activities. Hazards and potentially unsafe behavior will be addressed immediately and then reported to higher authority.

  • Commanders at all levels carry the responsibility of taking immediate action against any CAP member who places a fellow member at unnecessary risk. Punitive measures may range from counseling to the loss of membership.


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CAPR 62-2Mishap Reporting and Investigation


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Mishap Reporting

  • Prompt notification and reporting of all CAP mishaps to the appropriate officials is mandatory.

  • Definitions:

    • A mishap means any unplanned or unsought safety event, or series of events, that result in death, injury, or damage to equipment or property.

    • An accident means a mishap that results in death, serious bodily injury, or major damage to, or loss of, equipment or property. [See attachments 1 - 3 of the regulation for guidelines for determining whether a mishap should be classified as an accident.]


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Mishap Reporting

  • Definitions (continued):

    • Incident means a mishap other than an accident that results in bodily injury or damage to equipment or property. [See attachments 1 - 3 of the regulation for guidelines for determining whether a mishap should be classified as an incident.]

    • Minor mishap means a mishap that interrupts normal procedures or activities but is not counted in the tally of accidents and/or incidents. [See attachments 1 - 3 of the regulation for guidelines for determining whether a mishap should be classified as a minor mishap.]

    • First Aid means the immediate and temporary physical aid provided to a sick or injured person until a higher level of medical treatment can be provided by a licensed doctor, registered nurse, physician’s assistant, or emergency medical technician, if needed.


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Mishap Classification

  • Aircraft

    • Flight: Mishaps involving aircraft authorized to participate in CAP activities, which take place between the time any person boards the aircraft with the intention of flight until such time as all persons have disembarked.

    • Ground: Mishaps involving aircraft, authorized to participate in CAP activities, with no intent of flight; example of this type mishap may include, but are not limited to, aircraft damaged while being moved after refueling; aircraft run into by a tug while parked; etc.

  • Vehicle

    • Mishaps involving corporate vehicles, or pre-approved member-owned vehicles in accordance with CAPR 77-1, Operation and Maintenance of CAP Vehicles, during authorized CAP activities, including damage to structures such as buildings, fences, light poles, etc.


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Mishap Classification

  • Bodily Injury

    • Mishaps involving personal injuries sustained during authorized CAP activities. This classification of mishap does not include injuries due to aircraft or vehicle accidents or incidents.

  • Other

    • Mishaps involving CAP personnel and property (not real property) that do not meet the criteria for one of the above classifications.

    • Note: Damage to, or loss of, equipment not resulting from a safety mishap will be reported and accounted for in accordance with CAPR 67-1, Civil Air Patrol Property Regulation.


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Mishap Reporting

  • In all cases of mishaps arising out of CAP activities that can be classified as an accident, an appropriate CAP member will:

    • Immediately notify the CAP National Operations Center (NOC) toll-free at 888-211-1812, Ext 300, (24 hrs/day). The NOC will, in turn, notify the CAP and CAP-USAF National leadership in accordance with the approved Accident Notification Tree.

    • Do not delay notifying the NOC until completing the Form 78. Complete the on-line report as soon as possible (within 48 hours)

  • It is the responsibility of the pilot-in-command to immediately report an aircraft accident as defined by NTSB Part 830, Accident Reporting.


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Mishap Reporting

  • Unit / Activity Commanders are responsible for ensuring an on-line Form 78 is accomplished within 48 hours of a mishap:

    • The on-line Form 78 is an important legal document that must be completed correctly

    • Failure to complete an on-line Form 78 could result in the member being held personally responsible for damages or medical expenses incurred, and loss of government or corporate provided insurance benefits

  • Wings will develop mishap-reporting procedures, published in a letter or supplement to this regulation, that ensures the Region/Wing Commander and Safety Officer are promptly notified of all mishaps within the region/wing.


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CAPR 66-1CAP Aircraft Maintenance Management


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Mid-Cycle Oil Change

  • Mid-Cycle Oil & Filter Change:

    • Between 40 and 60 hours since the last 100-hour or annual inspection, perform an interval oil and filter change, and a visual check for leakage, damage, or wear

    • Oil changes shall not exceed 6 calendar months

    • Comply with engine management Spectrometric Oil Analysis Program (SOAP) requirements when maintenance conditions suggest monitoring and/or when a manufacturer’s service bulletin or letter is applicable

    • Additional preventative maintenance as allowed in FAR Part 43, Appendix A is highly recommended

    • You are not authorized to fly past the 60-hour mark since last 100-hour and/or annual without completing this mid-cycle oil change. This does not effect the 100-hour inspection cycle.


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100-hour Inspection

  • 100-hour Inspection:

    • An aircraft shall not be operated unless within the preceding 100 hours time in service the aircraft has received an annual or 100-hour inspection, and has been approved for return to service in accordance with FAR Part 43, or has received an inspection of issuance of airworthiness certificate in accordance with FAR Part 21

    • Ten percent (10 hours) over fly is authorized only to reach a designated place of inspection. The excess time to reach the designated place of inspection will be included in computing the next 100-hour inspection due time.


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Annual Inspection

  • Annual Inspection:

    • An aircraft shall not be operated unless an annual inspection has been performed within the preceding 12 calendar months

    • Over fly is not authorized


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Other

  • Also covers:

    • CAP Restrictive Placards

    • Corrosion Control, including the requirement to perform clear water rinse after flights below 200 feet AGL over any body of salt water or dry salt beds to reduce corrosion. Aircraft shall be washed at least every 6 months to prevent corrosion and enhance the aircraft’s appearance.

    • Aircraft Environmental Protection. When available, aircraft windshield covers should be installed when an aircraft is not in use to protect the windscreen, and interior, and to prevent component damage from the environmental elements. Pitot tube covers shall be utilized, and engine plugs should be installed when aircraft is not in use to preclude the infestation of bird nests, dirt daubers, etc.


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Other

  • Also covers:

    • Aircraft Security. All aircraft shall be locked, securely tied down, and wheels chocked when not in use. The control lock shall be installed in the aircraft when not in use, whether it is in a hangar, or parked on the ramp. The avionics/control lock shall be installed and utilized on all aircraft with upgraded avionics packages when the aircraft is not in use. Additionally, parking brakes shall not be used in excess of 1 hour to hold aircraft as this will result in damage to the aircraft braking system.

    • Required Equipment


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Storage and Tie-Down

  • Storage and Tie-Down. Region and wing commanders are responsible for assuring that all possible preventive measures are taken to safeguard corporate aircraft from wind and weather damage:

    • Aircraft should be kept in a hangar whenever possible

    • Aircraft parked in the open shall be tied down at the three approved tie-down points (wings and tail) and securely chocked to prevent wind damage

    • The control lock shall be installed

    • Aircraft in extended outside storage shall be tied at four points (nose, wings, and tail)


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Storage and Tie-Down

  • Storage and Tie-Down:

    • Tie-Down Anchors. There are many methods of anchoring tie-downs. Satisfactory tie-down anchors may be constructed as shown at Attachment 3. Variations may be necessary when local conditions dictate.

    • Tie-Down Ropes. Tie-down ropes with tensile strength of 3,000 pounds or greater shall be used. Nylon or Dacron tie-down ropes are recommended. Refer to Attachment 3 for rope specifications.

    • Tie-Down Chains. Chains shall not be used directly from aircraft mooring points to an anchor point because of excessive impact loads on wing spars. When chain tie-downs are used, they shall be attached to wire rope anchors as depicted in Attachment 3. Wire rope anchors are constructed of two continuous lengths of parallel wire rope passed through the anchor points. The tie-down chains shall be attached to the wire rope with round pin galvanized anchor shackles. This allows the chains to float along the wire rope to reduce impact loads. Chain links used for tie-down must be at least 5/16-inch steel and a proof load of 2,720 pounds and breaking load of 5,440 pounds. All fittings must be equally as strong and chains should be secured without slack.

    • Spoilers. In high wind areas, the use of sandbags, or spoiler boards as described in FAA advisory circular 20-35C, are recommended.



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