The Civil Air Patrol

Purpose

The purpose of this page is to publish the policy concerning aircraft custodial policy.

Background

Group 2 aircraft are moved from time to time by the decision of the Group CC to best position these assets in accordance with mission response. A squadron local to the aircraft shall agree to manage the aircraft and adhere to custodial and operations policy.

To Relocate a CAP Aircraft:

• An aircraft move within the Group is neither Group nor Wing funded. The ferry pilot must fly Mission Symbol C17 with the payment decided by the accepting Custodial Squadron.

To maintain a CAP aircraft:

• The aircraft blue book and correctly ordered population of spare forms will be maintained by the Aircraft Custodian.

• The aircraft tie-down cost is to be paid by the Custodial Squadron. Wing and Group do not have a budget for tie-down fees.

• The Custodial Squadron will appoint a capable Aircraft Custodian who is preferred to be a CAP pilot who has WMIRS entry privileges. There are exceptions to this, the Group CC ends up working many of the corrections.

• At the end of each month the Aircraft Custodian will remove the populated F10’s from the blue aircraft book and perform the following tasks:
  • Check legibility of entries.
  • Check the transfer forward of times and arithmetic of each entry.
  • Verify each entry has a corresponding WMIRS entry with identical information (for those who have WMIRS access).
  • Scan the F10 pages into a single PDF document.
  • Generate a F13 report with the latest aircraft rates.
  • Verify the F13 data is correct.
  • Verify the personal checks are for the correct amounts of B and C mission time.
  • Contact the Pilot(s) who made errors and resolve all errors in the entries.
  • Email the corrected and scanned F10’s and the F13 to the Group CC by the 2nd day of each month.
  • Mail hardcopy of the corrected F10’s and the F13 to the Group CC by the 2nd day of each month.

Regulatory

• CAP aircraft will only be flow by properly qualified CAP Pilots with a valid flight release and have qualified crews/passengers in accordance with, but not limited to CAPR 60-1 and all published directives. Comments such as "that is what we have always done" are not CAP Policy and shall not be supported.

Mission Readiness

• The aircraft will be maintained in mission ready condition and immediately available for A missions as the highest priority. This means:
  • The tires properly inflated.
  • The tanks refueled to the tabs.
  • The engine oil kept at one quart or more above the minimum level (post flight).
  • The Windshields and windows cleaned (post flight) with an approved non-ammonia based plastic glass cleaner.
  • All squawks are written up and communicated to the Group CC for consideration.

Care and Feeding

• CAP aircraft in the VA Wing will only be secured with the yellow polypropylene rope provided by the Tiedown Policy issued by the Wing Safety Officer in Nov-2008. If an exception must be made then the Group CC must be notified as to why. If a CAP pilot leaves an aircraft with a FBO then the aircraft is secured by CAP tiedown standards. The FBO is responsible about how the aircraft was secured before pickup by CAP personel. CAP personel shall recover the CAP owned ropes used from the FBO before returning to base.

• A 50 hour oil change will occur at a location and organization defined by the Group CC. The Group CC will be notified 5 Hobbs hours ahead of the 50 hour oil change by the first pilot to cross that time boundary. The Group CC will make the arrangements for the ferry flight and maintenance.

• A 100 hour inspection will occur at a location and organzation defined by the Group CC. The Group CC will be notified 10 Hobbs hours ahead of the 100 hour inspection by the first pilot to cross that time boundary. The Group CC will make the arrangements for the ferry flight and maintenance.

• In adverse weather the Custodial Squadron will be responsible for finding shelter or relocating the aircraft if mandated. If this is problematic, contact the Group CC for immediate assistance.

• Aircraft that have tab levels in the tanks are to be refilled to the tabs only so as to be ready to transport the heaviest loads meaning people and luggage for immediate deployment to long away destinations if necessary.

• The Group CC will be kept informed about squawks as they occur and will arrange all service to the aircraft. Unless specifically delegated, the Group CC is the only point of contact between CAP and the service organization. Individual members will not call the service organization to approve expenditures, request service, or ask the status of service (the latter has caused considerable problems elsewhere). The Group CC is the only point of contact in nearly all circumstances, both ways.

• Hobbs/tach time for movement to/from the washpad or maintenance runups by FBO mechanics are conducted under an A9 mission code with one sortie entry (to/from) on the F10 and a corresponding WMIRS entry made. A VAF11 must be completed and sent to VAWG for reimbursement to the Wing.

Scheduling

• The aircraft may be scheduled on Flight Schedule Pro by any qualified CAP pilot with proper login and password credentials.

• Your lesser priority flight may be cancelled or recalled to meet a mission requirement.

Relocation

• The Group CC, an IC, or Wing Director of Operations may relocate the aircraft at any time.

• If the aircraft is relocated to another airport overnight then this will occur only with advance approval of the Group CC or higher. The Group CC will reflect the relocation of the aircraft on Paperless Wing at or about the time the aircraft is relocated.

• The Wing or Group Safety Officer may ground the aircraft at any time. A notation of grounded in place will be made on Paperless Wing and the [Do Not Fly] placard will be displayed in the windshield.

• The Security of CAP Aircraft is Paramount. This means:
  • The avionics/yoke lockbar is installed properly on both yokes, the lock upside down.
  • The cockpit vents are closed.
  • The cowling plugs and pitot cover are installed.
  • The seatbelts are fastened.
  • The aircraft is cleared of personal items.
  • The aircraft is tied down with correct rope and correct knots.
  • The at least one wheel is chocked, perferably the left main.
  • The windows and doors are locked.
  • The cargo door is locked.
  • The keys and aircraft blue book are secured in a place known and accessable to the Unit Commander -and- the Operations Officer -and- the Group CC.

CAP Flying is Military Use and Accountability

• CAP aircraft have little common with the operations of a civilian rental or a personal/recreational aircraft.

• CAP aircraft and vehicles are purchased by and used for military purposes even if operating costs are privately funded in some situations. As the Wing Commander has conveyed, there is no personal flying in CAP, it is all Mission Flying and subject to all CAP rules and regulations at all times.

• CAP aircraft are to monitor 121.5 MHz with a properly configured LPER/Becker at all times.

• CAP aircraft are to monitor CAP Ch04 and be prepared to respond to callup at all times.

• CAP aircraft are to be prepared to detect a mission senario and be dispatched in flight if a qualifed aircrew is on-board.

If You Do Not Know What To Do -

• If a CAP Pilot/Aircrew/Custodian does not know what to do then they are expected to call their Unit Commander, the Unit Operations Officer, Aircraft Custodian, the Group CC to answer any and all questions related to:
  • Defining who is PIC.

  • Opening up/Securing an aircraft properly including where the keys are located.

  • Documentation, meaning –
    • Who is the PIC? Where do they sit?
    • The purpose of the flight and funding - this determines Mission Symbols and Mission Numbers.
    • The definition of the beginning and end of a sortie.
      • A sortie begins with:
        • A rise in oil pressure indicating a successful start.

      • A sortie ends with:
        • An engine shutdown.
        • A change of PIC designation.
        • A change of any name in the crew compliment.
        • A mission assignment in the air from an IC.

      • A sortie does not begin with activation of the Master Switch to setup the GPS or similar function. Therefore training and pre-flight setup of navigation routes can occur provided the battery is not significantly reduced in charge.

      • A sortie does not end with touch-and-go's or a taxi-back for takeoff.

    • Flight releases, and who may actually give them as a function of risk factors.
    • Proper crew qualification compliment and composition.
    • Safe and accountable flying.
    • Correct F10 entries.
    • Correct VAF11 entries (now for all sorties).
    • F13 entries & personal checks for C17 (end of month).
    • WMIRS entries.
    • Timely submission of F104's & VAF11's and applicable F108's as required.

- Other Topics -

Training Requirements

• As of 0500Z, 1-Jan-01, for any CAP Pilot to act as Pilot In Command of a CAP aircraft for which they are qualified, they must have completed IS-100 and IS-700.a training, and be WMIRS recognized has having completed the training.

• As of 0500Z, 1-Jan-01, for any CAP Pilot to act as a Mission Pilot of a CAP aircraft on an AFRCC Mission for which they are qualified, they must have completed IS-200 training, and be WMIRS recognized has having completed the training.

CAP Passengers and Non-Form 5 CAP Member Private Pilots

It is good to have a new group of pilots and passengers who are all CAP Members. Their professional skills will be an asset to CAP provided they follow the process of certification and have patience with the paperwork and procedures process that CAP observes to a level general aviation does not observe.

A highly experienced non-form 5 private or commerical pilot CAP Member does not make them a CAP Pilot nor Pilot In Command at any time in a CAP airplane. If they want to become a CAP Airplane Pilot they shall know, observe, and abide by all applicable CAP regulations and policies regardless of experience level - with no exceptions.

CAPR 60-1 and other specific regulations are the guidepost of everything we do. Anything else are violations. Opinions cause problems, unwittingly endorse violations, raise false expectations, compose frustrations with leadership and get people outright - grounded.

All the following apply in ascending order -

• For an adult CAP Member to fly in a CAP airplane they must be a CAP member with "approved status" and complete with all requirements of Level 1.

• Though the well rated CAP member may have many documented private and/or commercial qualifications, they are not current F5, therefore he cannot act as PIC of a CAP airplane.

• If a qualified CAP Pilot is not a CFI, the qualified CAP Pilot must sit left seat for the private pilot CAP Member to go with them for experience.

• The non-Form 5 private pilot CAP Member shall not perform critical fight manovers such as taxi, takeoff, landing, and pattern work.

• If the private pilot CAP Member wants to sit left seat and perform critical flight manovers they shall have a F5 current CAP CFI in the right seat.

• The private pilot CAP Member shall have a valid license, medical, and current with a bi-annual review with respect to SEL to begin working toward a CAP Pilot rating.

• To complete a form 5 checkride the private pilot CAP Member shall understand/observe/use/have completed:
  • CAPR 60-1.
  • CAPR 60-3.
  • CAPR 173-3.
  • The respective POH.
  • The applicable CAP Airplane questionaire.
  • The applicable F5 On-line test
  • Have access to and know how to make correct WMIRS entires.
  • How to make/submit VAF11 & payment methods
  • The applicable aircraft blue book from end to end
  • How to obtain/close a flight release.
  • How to make and cancel a reservation in Flight Schedule Pro
  • How to secure the airplane properly

And above all else -

Have an unqualified respect for the high level of safety required to be a CAP Airplane Pilot.

If you need, I will kindly visit your squadron personally and explain all these items in person.

Jim Byrd Capt, CAP
Commander, Group 2
757.817.2129c

Group 2 Web Page Operations:

Responsible CAP Official: James E. Byrd Capt, CAP