Operations Procedures, Airplane

OPR: CAP/DO

CAP STANDARD 73-1

12 Nov 20

NATIONAL HEADQUARTERS CIVIL AIR PATROL

Maxwell Air Force Base, Alabama

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CAPS 73-1 12 Nov 20 1

Introduction

1.1 Scope

This pamphlet outlines standardized operational procedures that will be used by CAP

aircrew when operating CAP aircraft, as identified in CAPR 70-1, CAP Flight Management,

paragraph 2.

1.2 Pilot Responsibility

Pilots will use these procedures as the CAP standard. However, these procedures do not

substitute for sound judgment or common sense. Deviation from these procedures is

authorized when necessary for safety of flight and protection of life. Planned deviations

from standard shall be pre-briefed or, when unable due to operational necessity,

communicated to ensure crew understanding. As always, the pilot in command (PIC) has

the ultimate responsibility for the safe operation of the aircraft.

1.3 References and Precedence

Pertinent references for CAP flight operations are FAA part 91, CAPR 70-1 and the

airframe-specific Aircraft Flight Manual (AFM) or Pilot’s Operating Handbook (POH). In the

event of a conflict between this publication and the above references, the references will

have precedence.

Mission Planning and Briefing

2.1 Mission Planning

The PIC and the mission base OSC/AOBD, if designated, jointly share responsibility for

mission planning; however, the PIC has ultimate authority/responsibility. The PIC will

ensure that the planning process adequately supports safe mission accomplishment.

CAPR 70-1 requires calculation of takeoff and landing distance (TOLD). Since aircraft

performance is dependent on allowable weight and balance, the PIC will calculate weight

and balance for each flight. Uploading into WMIRS is not required.

2.2 Briefing / Debriefing

As a default, the crew will be in place and ready to begin the flight briefing no later than 30

minutes before scheduled takeoff time. A suggested crew briefing guide is provided at

Attachment 1. The listed items may be briefed in any sequence and non-applicable items

can be omitted. Items that are covered by written standards and well understood by all

crewmembers, based on training status, may be briefed as “standard.”

The PIC is responsible for providing appropriate passenger briefings to include use of

safety belts, fire extinguisher, exits, emergency equipment and crew responsibilities. The

PIC must brief the passengers on the use of sterile cockpit procedures during critical

phases of flight. A suggested passenger briefing guide is provided at Attachment 1.

2.3 Pre-flight Risk Assessment

Instructions for completing the pre-flight risk assessment worksheet (RAW) are provided in

Attachment 2. The provided instructions have been written in reference to the paper-

based form but are generally applicable to the electronic risk assessment. If a PIC will be

flying multiple flights of the same type in a single day, they may elect to complete a single

CAPS 73-1 12 Nov 20 2

RAW for their flying day using the worst-case conditions for each risk factor, then request

that the FRO release the flights as a block.

Mission Execution

3.1 Operations Under Basic Med

Basic Med certificated pilots may not operate CAP aircraft or perform missions that require

a Class 3 Medical Certificate or higher (e.g., aircraft that can carry more than 6 occupants,

with a certified takeoff weight greater than 6,000 pounds, or operations under FAR

Exemption 6485). When a pilot operating under Basic Med acts as PIC for any portion of a

sortie, the entirety of that sortie must be conducted within Basic Med limitations (i.e., below

18,000 feet MSL, below 250 knots, and within U.S. airspace). Additionally, Basic Med

pilots must act as PIC when performing the role of a Safety Pilot. CAP Check Pilots (CPs)

and Instructor Pilots (IPs) should be especially cognizant of this as it implies a need to

identify when and how those responsibilities will change.

3.2 Preflight

Determination of aircraft airworthiness is supported by reviewing data contained in the

Aircraft Information File (AIF). The AIF cover displays a summary of major inspections.

The entries on the cover shall be compared to data from the Aircraft Flight Time log, and

the current date, to ensure that inspection limits are not overflown. The AIF Equipment,

Inspection, and Document Requirements page lists documents that must be carried on the

aircraft, to include the airworthiness certificate. This page also references 14 CFR Part

91.205 requirements for kinds of operations.

Aircraft tire pressures shall be checked with a gauge prior to the first flight of each day, at a

minimum, and whenever tire inflation appears abnormal. Carbon monoxide (CO) detectors

shall be checked prior to each flight.

The PIC shall review the Web Mission Information Reporting System (WMIRS)

Maintenance Discrepancy Module for open, deferred, and recent discrepancy trends to

determine whether equipment required for safe flight is operating properly. PIC knowledge

of aircraft’s VFR-day/night type certification, 14 CFR 91.205 equipment requirements,

mission to be flown, and Kinds of Operations Equipment List (KOEL) limitations is vital.

Inoperative instruments and equipment must be removed/deactivated and appropriately

placarded. Required maintenance shall be recorded in accordance with 14 CFR Part 43

prior to flight.

Any discrepancies noted during preflight that have not been documented in the WMIRS

Maintenance Discrepancy Module shall be immediately reported to the Squadron

Maintenance Officer and the airworthiness of the aircraft verified prior to flight.

Discrepancies that might impact kind of operations/mission shall be brought to the

attention of the FRO. Flying the aircraft with unreported damage could result in the PIC

incurring liability for that damage.

3.3 Sterile Cockpit Procedures

The Pilot in Command (PIC) shall ensure that non-essential conversations, activities, and

distracting actions do not occur during critical portions of flight as defined in CAPR 70-1.

CAPS 73-1 12 Nov 20 3

3.4 Transfer of Aircraft Controls

Pilots shall ensure positive exchange of controls. Both pilots must always know who has

control of the aircraft. The pilot assuming control of the aircraft will state “I have the flight

controls” The pilot relinquishing control will state “You have the flight controls.” Finally, the

pilot flying states, “I have the flight controls.” Once assuming control of the aircraft,

maintain control until relinquishing it as stated above.

3.5 Departure and Arrival Briefing

PICs shall conduct departure and arrival briefings. A suggested briefing guide is provided

at Attachment 3.

3.6 Use of Checklists and Callouts

PICs shall use an approved aircraft checklist for ground and flight operations (ref: CAPR

70-1). CAP does not specify how the checklists shall be used in the cockpit. There are

several industry-accepted methods for using checklists, to include: challenge and

response, check-do, and do-check. One or more of these may be appropriate depending

on crew number, checklist familiarity, and other factors. CAP aircrew should establish how

and when they will call for, employ, and signal completion of checklists during the crew

resource management portion of their flight brief. Use of mnemonics (ex: CGUMPS) to

support checklist flow is permitted; however, an approved checklist must be used to

validate completion. During multi-pilot operations, CAP encourages the use of call outs

and/or techniques such as fingering pointing/calling as tools for improving crew situational

awareness. Even when practiced during single-pilot operations, these techniques can

increase crew awareness during critical flight phases and may result in identification of a

critical error or oversight.

3.7 Automatic Flight Control System (AFCS)

Flight using an AFCS shall be guided by the standards described in this section. These

procedures are designed for single-pilot operations, while still enabling crew coordination

during multi-pilot operations. Philosophically, the approach can be summarized as

“Verbalize, Verify, and Monitor.

When using the Autopilot (A/P) and/or the Flight Director (FD), if equipped, the Pilot Flying

(PF) should callout and make all AFCS inputs (e.g., engagement, disengagement, mode

and/or data changes). For example: “Autopilot, Heading Select Zero-Three-Zero, Flight

Level Change Five Thousand, Speed One Hundred.” The Pilot Monitoring (PM) should

verify that the AFCS has been properly configured, call out what they are seeing, and

validate that AFCS setup is appropriate to the situation/clearance. Both pilots are

responsible for monitoring FD commands, autopilot response, and flight path for expected

performance. On some missions the Mission Observer might not be a Pilot. In these

situations, the Mission Pilot should brief the MO on what to expect.

If the PF makes an AFCS change without making a callout, the PM should make the

callout and the PF shall respond. A missed callout shall be challenged. During high

workload operations, the PF can direct the PM to make AFCS changes. In these

situations, the PM will repeat the direction and make the change followed by the PF

verifying and calling out the results.

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The A/P should only be engaged after the aircraft is stable and the appropriate altitude,

heading/course, and vertical mode have been selected and verified. Use of the FD, if

equipped, is recommended. The A/P should be disengaged when performance is not as

expected or programmed. The FD should be off when it is not being followed. When the

autopilot is engaged, any exchange of flight controls should be accompanied by a callout

of AFCS modes (ex: “You have the flight controls, Autopilot, GPS, Altitude, Five Thousand”

– “I have the flight controls, Autopilot, GPS, Altitude, Five Thousand.”)

3.8 Coupled Go-Arounds

Cessna aircraft equipped with Garmin G1000 NXi and Electronic Stability and Protection

(ESP) are capable of flying go-arounds with the autopilot coupled. However, this capability

has implications regarding management of autopilot functions during approaches.

Specifically, after passing the final approach fix (FAF) on a precision approach, or when

departing the last step-down altitude/fix on a non-precision approach, pilots should use

ALT SEL to set “Selected Altitude” to the missed approach (MA) altitude. This ensures

that, in addition to sequencing through the MA waypoints, the autopilot will command a

climb to the correct altitude. Minimum Descent Altitude/Decision Altitude (MDA/DA) should

NEVER be “bugged” into Selected Altitude. If the pilot initiates a coupled go-around at or

below the MDA/DA, this setting will result in the autopilot commanding a level off at

minimums. If not immediately recognized, this could result in inadequate vertical

clearance margins during the missed. To prevent negative transfer between different

avionics configurations, the ALT SEL - Selected Altitude technique discussed above

should be used on all G-1000 variants.

Pilots must also ensure that the appropriate vertical mode (normally FLC) is selected

during the Go-Around procedure as flying the missed approach in go-around attitude may

result in an under-speed condition.

3.9 Go-Around Decision Making

Pilots should establish and brief predetermined criteria for executing a go-around. The

following criteria are standard:

• Whenever “go around” is called by any member of the crew

• Failure to achieve a stabilized approach by 1/2nm or 300’ AGL, whichever is first

• Landing past the first third or with less than planned GROL

• Prior to 150’ AGL, if there is not a clear runway

3.10 Short-field Procedures

Pilots should use short-field procedures whenever runway length available is less than the

calculated ground roll plus 1000 feet.

Post-flight

4.1 Post Flight

Immediately after disembarking, CAP aircrew shall conduct a thorough post-flight

inspection of the aircraft using Attachment 4. The PIC is responsible for documenting and

entering all discrepancies in WMIRS. Discrepancies shall not be passed down verbally

from pilot to pilot as a means of keeping the aircraft in an MC status. If there are any

discrepancies that might impact airworthiness, insert the Aircraft Grounded Placard into

the AIF front cover and leave the AIF, face up, on the pilot’s seat prior to leaving the

CAPS 73-1 12 Nov 20 5

aircraft. This ensures that the Major Inspections data is obscured, and the grounding card

cannot be overlooked or displaced. Notify the Squadron Maintenance Officer immediately

thereafter.

4.2 Debrief

Aircrew will complete the debrief process at the end of the mission. Items of interest should

include mission success, areas for improvement, crew coordination factors, and hazard

identification/reporting.

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Briefing Checklists (Attachment 1)

Aircrew Briefing Guide

A.1 General

Time

Aircraft call sign/Mission #

Crew rest

Review AIF

Fuel, W&B, maintenance

RAW complete

Flight release approved

A.2 Mission

Flight requirements

Takeoff time

Weather: Depart, Enroute, Arrival

(present and forecast)

NOTAMS: Depart, Enroute, Arrival

Terrain

A.3 Departure

Taxi: Airport Diagram/Hotspots

Runway

Airspace

Routing

A.4 Enroute/Area

Cruise parameters

Routing, Fuel, ETE

Airspace

Maneuvers and Limits (Va)

A.5 Recovery

Routing

Pattern entry

Landings

Taxi: Airport Diagram/Hotspots

Fuel

A.6 Emergency Procedures

Crew responsibilities

Ground Emergencies

Takeoff emergencies

Emergency egress procedures

Airborne Emergencies

Physiological events

Divert fields: Weather, NOTAMS

A.7 Additional Information

Potential traffic conflict

Radio procedures

Transfer of flight controls

Bingo fuel state

Passenger Briefing Guide

A.1 Prior to Flight

Flight authorized

Hold Harmless Agreement

Medical status

Prohibited electronic devices

Clothing

B.2 Mission

Sterile cockpit procedures

Restricted maneuvers

Flight instruments

Clearing

Radio procedures

Transfer of flight controls

Takeoff

Departure

Arrival

B.3 Emergency Procedures

Ground emergencies

Takeoff Emergencies

Emergency egress procedures

Airborne emergencies

Physiological events

B.4 Risk Management Considerations

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Risk Assessment Instructions, Airplane - (Attachment 2)

ASSESSMENT, GENERAL: Select a risk factor, then select the descriptor representing

the maximum risk anticipated during the flight, or during the flying day if assessing multiple

flights (ex: Factor: Time of Day and last landing will occur during civil twilight falls under the

“Reduced” column).

DEPARTURE & ARRIVAL WEATHER: A single row addresses current/forecast weather

conditions at the departure and destination airports. Select VMC in the left most column, if

applicable. Otherwise, select the appropriate IMC descriptor.

BIRD STRIKE: Select the highest AHAS risk that will be encountered at

departure/destination airports, as obtained from the DoD/FAA AHAS website

(www.usahas.com). Instructions on how to use the AHAS site are provided on

gocivilairpatrol.com under Programs > Emergency Services > Aircraft Operations > Risk.

ENROUTE CONDITIONS: Several factors that could impact the enroute phase of flight

have been combined under this heading. The descriptors are listed in the same order as

the factors in the left column (e.g., Thunderstorms, Icing, then turbulence). Select the

highest risk level.

PIC CURRENCY: For initial solo flight, do not mark “181 Days or more.” Instead assess

the risk based on the number of days since last flight. The time periods provided under

this factor are not appropriate for initial solo flight. If a significant number of days have

elapsed since last flight, this should be addressed under “Are there additional risks…” and

the FRO should be informed.

TOTAL SCORE: When using the electronic system, risk scores will be calculated and the

flight release routed appropriately. When using paper, note the number of points for each

factor and write that number in the column to the far right to aid in totaling the values. The

PIC must seek a release based on the resulting score on the information provided at the

bottom of the sheet. For some factors, a specific risk level/descriptor results in an

assessment of elevated risk or special conditions. These special conditions must be

honored regardless of the cumulative risk score generated by the chart.

FREE TEXT AREAS: It is impossible for any pre-planned risk assessment tool to predict

the full range of risks that might present themselves in an operational environment.

Accordingly, the PIC shall apply RM principles, knowledge, and judgment, to identify and

assess any other significant, known risk factors using the provided space. The PIC should

consider these additional factors when determining the level of flight release to seek.

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CAPS 73-1 12 Nov 20 9

Departure and Arrival Briefing (Attachment 3)

Departure Briefing

Runway conditions

Runway in Use

Runway Length

Actual Wind Direction

Wake Turbulence Potential

Type of Takeoff

Initial intentions/first IFR fix

V-Speeds

Glide

In case of Emergency…

Engine Failure Before Lift-Off

Engine Failure After Lift-Off

Questions?

Arrival Briefing

Descent Briefing

Star/Arrival procedures

Descent profile

Discuss when descent will begin.

Airspeeds

Restrictions, Turbulence, etc…

Descent WX

Delays/holding

Airport INFO Briefing

Arrival Weather

Current ATIS/AWOS/ASOS info

NOTAMS

As Required

Terminal area terrain and obstacles

Runway conditions

Instrument Approach Briefing

Name of Airport and assigned Approach

Initial/Procedure turn altitudes

Any Step-down Altitudes

Final Inbound Course

MAP (Time/distance to)

MDA/DA and actions to land or execute

Missed.

Missed Approach instructions

Any notes, cautions or warnings on plate

Any special instructions / confirm all

VOR/ILS/GPS/Radio settings

Questions?

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Post Flight Checklist (Attachment 4)

POST-FLIGHT CHECKLIST

AIRPLANE

This checklist shall be performed after every flight where the

pilot disembarks the aircraft

EMPENNAGE

CONDITION OF ALL COMPONENTS…………………………….……………… CHECK

TAIL TIE-DOWN / GUST LOCKS …………………………….………….. IF REQUIRED

RIGHT WING

CONDITION OF ALL COMPONENTS…………………………….……………… CHECK

MAIN GEAR ………………………………………………………………… CHOCK (L OR R)

WING TIE DOWN ………………………………………………….……….. IF REQUIRED

NOSE

CONDITION OF ALL COMPONENTS…………………………….……………… CHECK

ENGINE COOLING AIR INLETS ……………….…….. INSTALL COWLING PLUGS

TOW BAR ………………………………………………………………… REMOVE & STOW

LEFT WING

CONDITION OF ALL COMPONENTS…………………………….……………… CHECK

PITOT TUBE …..………………………………………………….……….. INSTALL COVER

WING TIE DOWN ………………………………………………….……….. IF REQUIRED

MAIN GEAR ………………………………………………………………… CHOCK (L OR R)

POST-REFUELING

FUEL ……………….………………………………………………….…… VERIFY QUANTITY

FUEL FILLER CAPS …………………………………………………………………… SECURE

FINAL CABIN / LOCKUP

PARKING BRAKE ………………………………………………………………..... RELEASE

AIF ……….…….. ENTER DATA / INSERT GROUNDING CARD, IF REQUIRED

LOOSE/REMOVABLE EQUIPMENT…………………………………….. INVENTORY

CABIN ………………………………….... STOW LOOSE ITEMS / REMOVE TRASH

BAGGAGE DOOR …………………………………….................. CHECK AND LOCK

LOCK BOX ……………………………………………………….. ATTACH, IF REQUIRED

REPORT ANY NEW DISCREPANCIES IN WMIRS

CAPS 73-1 12 Nov 20 11

Change Record

Issue Date

Change Summary

8 Jun 20

Moved risk assessment instructions to Attachment 2 and renumbered all

attachments. Removed “DT50” from 3.10. Revised Attachment 4 - post-

flight checklist. Aligned 4.1 instructions with CAPR 70-1 9.11.11.1.

25 Aug 20 Added requirements for checking tire pressure and CO detector

12 Nov 20 Updated Instrument Approach Brief “MDA/DH” to “MDA/DA”