Wyoming Wing Pilot Guide(What you need to know in this confusing environment)

The “Process”

Wyoming Wing policy is that every pilot shall qualify as a Mission Scanner (MS). Qualifying as a Mission Observer (MO), while not required is strongly recommended. Failure to complete the training for MS may result in a loss of Flight Privileges. Civil Air Patrol has three “missions”. Aerospace Education, the Cadet Program and Emergency Services. Use of the CAP aircraft must support at least one of these missions. Qualifying as a MS and MO not only allows you to support emergency services missions in those roles, if needed, it also provides you with insight into the duties of those who will be members of your crew. The full CAP requirements are available on eServices. The usual pattern for pilots start to fully qualified Mission Pilot in Wyoming Wing is;

Complete Level One trainingTrain and qualify as a Mission Scanner – may occur during Pilot Training(Preferred Train and qualify as a Mission Observer - can occur during Pilot Training)

(Both MS/MO qualifications require two sorties in that position)Complete G1000 Ground School (May be waived with prior G1000 experience)Train with a CAP Instructor, complete a Form 5 Checkride (referred to as a “Form 5”

due to the form used, CAPF 5) with a WY Check Pilot and qualify as a Civil Air Patrol VFR Pilot

Add VFR Transport Mission Pilot (TMP) and Cadet Orientation Pilot qualifications(This qualifies you to fly limited support and training missions, and give cadets their Orientation Flights)

Train with a CAP Mission Instructor, complete a Form 91 Checkride (CAPF 91) with a Mission CP and qualify as a Mission Pilot - Search and Rescue/Disaster

ReliefParticipate as a Mission Pilot (MP SAR/DR) (Initial qualification)Complete Mountain Fury and Strong Wind training and qualification

(Qualifications to operate in high terrain,and operate aircraft in surface winds above 30kts)

Add additional qualifications (Instrument, Instructor, Turbo, etc.) as desired

A few terms to get to know… (all found in CAPR 70-1)Mission – A specifically defined operation. Designated by the fiscal year, the type of

mission and a number, i.e. 19-B-1234 is Fiscal Year “2019”, “B” Funding and Number “1234”.Sortie – An individual Flight from engine start until engine shutdown

(Touch & Go are included in the same sortie. If the engine is shutdown, you mustend that sortie and begin a new sortie)

SQTR – Pronounced “squitter”. Specialty Qualification Training Record.

(Found at “Operations Qualifications” work sheets for each qualification. These tell you exactly what you must accomplish to obtain a qualification. The SQTR have a reference number which corresponds to a task in the Air Crew Task Guide, found in the “Publications” section of eServices)

WMIRS – Pronounced “whimmers”. Web based Mission Information Reporting System.The online system for setting up missions, sorties, documenting pretty mucheverything associated with a mission/sortie from planning to completion.

The 104 – Well, now it’s officially called the “Brief/Debrief Section” of the WMIRS Sortie.The old paperwork form, which is still used, is the CAPF 104 (with several sub forms). This is where you detail what was planned, accomplished, or not accomplished, during the sortie. Detail here is the key. For an actual mission sortie, this is where you document what was seen, where you flew, how thorough was the coverage, etc. On a training sortie, this is where you document what training was accomplished, patterns used, photos taken, etc.

AIF – Aircraft Information File. Also, known as The Big White Binder”. This is a required document file which must be onboard the aircraft. Within the AIF you will find the aircraft’s credit cards; Log Sheets; Fire Extinguishers Log; VOR Check Log; a (hopefully) current CAPR 70-1, plus any RMR and Wyoming Wing supplements; a list of frequencies and positions in the CAP FM radio; plus more.

A Few Abbreviations – WYWG= Wyoming WingIP = Instructor PilotMP = Mission PilotMPI = Mission Pilot Instructor (Alternatively MIP = Mission Instructor Pilot)CP = Check PilotMCP = Mission Check PilotCAPF5 or F5 = CAP Form 5 Checkride, due to the form identifierCAPF91 or F91 = CAP Form 91, again, due to the form identifierG1000 = Garmin G1000 Integrated Flight Management AvionicsMFC = Mountain Flying CertificateFRO = Flight Release Officer, discussed later in detailStan/Eval = Standardization and Evaluation (the realm of Check Pilots)

Before the BeginningRocky Mountain Region has an additional requirement for all new pilots is completing a Pilot Application prior to any pilot training. This application is found at the RMR website rmr.cap.gov

The Training:You are not really going to receive extensive training on how to fly an aircraft. You are already a rated pilot, with at least some experience. However, Civil Air Patrol has “Their Way” of how a CAP aircraft is to be operated. In addition, Wyoming offers some very unique challenges. You will learn the “CAPisms” and required paperwork. If you haven’t already competed Level One, you will be required to do so prior to beginning any further training. To become a CAP Crewmember, you will need to complete a few courses. One is the “Aircraft Ground Handling”

online course, and you’ll need to complete you Introductory Communications Users Training (ICUT) to qualify using the CAP radios onboard the aircraft. Extending into the training for the Pilot qualifications, there is a G1000 ground school (all of our aircraft, except one have the G1000 instrument panel), a mountain flying ground school named “Mountain Fury” and a ground school on operating in strong winds. You will receive ground training on regulations, WMIRS, eServices, CAP Forms, paperwork, uploads, required contacts, etcetera. You will also receive flight training in CAP flight operations, G1000 operations, mountain flying, search flying and flying strong winds. You may well have taken a mountain flying course and may have mountain flying experience. However, our mountain flying involves operating at 500 to 1500 feet above the surface, often below the surrounding terrain. We operate at time at low altitudes in drainages and in tight canyons. Often, we are dealing with mountainous terrain with wind and weather. We have terrain which reaches above 13,800 feet and often see density altitudes at the lower elevations which can exceed 15,000. You’ll receive training as a Mission Scanner (MS). Next, you’ll receive the required training from a Wyoming Wing Instructor and will take a Checkride from a Wyoming Wing Check Pilot whom will qualify you as a Civil Air Patrol VFR Pilot (Pilot Wings at last!). Usually you will also receive qualifications as a Mission Transport Pilot (TMP); and a Cadet Orientation Pilot. Next, you’ll move into the more advanced flight training; mountain flying; search flying; flying in strong winds. Then you will complete a Mission Pilot (MP SAR/DR) checkride with a Mission Check Pilot.

SQTRs:“Squitter” or Specialty Qualification Training Record are found in eServices; Operations: Operations Qualifications; then look under “Emergency Services”, “SQTR”, “Entry/View Worksheet”. The pulldown menu will allow you to see the SQTR for any ES Qualification. You will need to qualify as a Mission Scanner (MS), then a Mission Observer (MO), followed by attaining VFR Pilot before moving into the Mission Pilot (MP) qualification. These will document your training for each ES qualification. By “hovering” the cursor over the qualification, you will see a reference number. These numbers cross reference with a task in the Aircrew Task Guide (found in www.capmembers.com ; Emergency Services; Operations Support; Education and Training; “Mission Aircrew Training Materials”), you can see exactly what is expected of you and how you will be evaluated. In the same area which found the Task Guide, you can find the “Inflight Guide”, an excellent resource regarding all things ES.

Your squadron commander (or deputy) must approve each phase of your training. The “Prerequisites” should be completed before moving on to the “Familiarization and Preparatory Training” section. Next comes the “Advanced Training” and any required training exercises/flights. Each item on the appropriate SQTR must be documented as successful by a member holding SET (Skill Evaluator Training) status for that qualification. All ground training must show green before you are allowed to operate as a Training Crewmember. Each training sortie must be documented with the SET Member’s CAPID, Mission Number and Sortie Number. Each time that an item on the SQTR is completed, it must be documented and hit “Submit”. When an entire SQTR qualification worksheet is completed and submitted, someone with the authorization will review and “Approve” or “Disapprove” the new qualification. Should

a qualification be “Disapproved” you may “hover” the cursor over the disapproval and a window should open showing the reason for the disapproval. Typically, this is associated with a paperwork/documentation issue. Additionally, you will need to complete, have your Squadron Commander sign and upload a copy into your Pilot Documents file in Operations Qualifications section of the Rocky Mountain Region RMRF 60 Pilot Application (found under rmr.cap.gov Policies and Forms, Forms) prior to beginning any flight training.

WMIRS:This system opens to you when you have a qualification which requires input from you. This system is live. There is a “Testing Area” in a separate area which is open to you to practice making entries without being saved or being associated with live missions/Sorties. The available missions are shown in green, with a description as to what the mission involves. To the right, you will see “air” and “gnd” sorties planned for that mission. When adding a sortie, you select the appropriate mission, click on “air” and add your sortie. A point to remember, you will see missions of the same type. Check that you are selecting a “WY” mission and not a “RMR” mission. You are only authorized to fly sorties under “WY”. Should you add a sortie to a RMR Mission, you might expect a call from someone at Region asking why you attempted to fly under a Rocky Mountain Region mission. Select your mission carefully!

Sorties:Adding a sortie to a mission is not difficult, but you must know a few things;

What are you going to be doing? This will often dictate which mission you will use. Are you flying a real search, proficiency/training, support of a SAREX or other mission? There is a brief description next to the Mission Number. Clicking on the Mission Number will bring up a more detailed description of the approved actions for that Mission Number. Often, you will also see a budget for that mission. This will alert you if there is sufficient funding for the training sortie which you are planning.

Will this be an ‘A’ or ‘B’ Mission? When it appropriate, we try to use the ‘A’ missions first as this uses monies which are budgeted to the Wing by NHQ. Often these are referred to as “Air Force” missions. As an example, Cadet Orientation flights are almost always an ‘A’ mission. A SAR mission which is generated by AFRCC will be an ‘A’ mission. Maintenance flights are ‘A’ missions and some of our training/proficiency missions are ‘A’ missions as well. ‘B’ missions are missions which utilizes funding provided by the State of Wyoming. A search for a missing hunter or snowmobiler will often be flown as a ‘B’ mission. Training/proficiency flying, not covered with an ‘A’ mission will typically be flown under a ‘B’ mission. Your initial, or reinstatement, pilot checkride (called a Form 5 due to the use of CAPF 5) will be flown as a ‘B’ mission, and as long as you remain current, the recurrent checkrides are flown as ‘A’ missions.

Next you must know what “Mission Symbol” applies to your sortie. Sometimes the symbol will populate when you select to add a sortie. If not, the list of Mission Symbols may be found in eService, “CAP Stan/Eval”. You select the appropriate symbol and add it to the sortie. As an example, your initial Form 5 ride will be a B7 mission symbol, while your recurrent Form 5

would be an A7 (the letter designates which type mission, A or B). Training/proficiency sorties usually fall under the A12 or B12 symbol, while Cadet Orientation flights use the A15 symbol. Next you need to indicate the “profile” which you will be flying, again, found in Stan/Eval.

Each training profile has a descriptive header which details who may fly that profile, what is expected to be accomplished and so forth. If you do not meet the requirements of the profile, or you are not going to fly that type of sortie, do not use that particular profile. Unless you are a fully qualified SAR/DR MP (Search and Rescue/Disaster Relief Mission Pilot), you are restricted to only a few of the profiles. A few examples, you will be able to use; “RELO” for relocating an aircraft to/from an airport in support of a mission; P4 for Transport Mission Pilot (TMP) proficiency; P10 for local flight currency (use of this is limited to quarterly); and the Cadet Orientation syllabus flights. You’ll be able to fly the other profiles with an Instructor, and after you become fully qualified as a SAR/DR MP.

Once you “Add a Sortie”, an “Information” page will open where you begin creating your sortie. Under “Tracking Number”, input “PIC – “, followed by the Pilot In Command’s name and contact phone number (PIC – O.Wright 307-555-1234). Use the pulldown menu for the Mission Symbol and Profile. Input your planned departure and arrival times, and continue through the required information. Once complete, click on “Add Sortie”, this saves the information and opens up more areas for information.

You now may add crewmembers to your sortie. If their name doesn’t appear in the pulldown menu, you will need to sign the members into the mission. Go to the bottom of the pulldown and click on “add member”, then input their CAPID number. This opens another window which will show that member’s information. At the bottom of that window, find the “add member to mission” and click. This “signs” them into the mission, and adds them to the sortie. A word of caution, UPDATE after any information is added to the sortie. UPDATE between each member addition to the sortie. Not updating can result in the information not making it into the sortie, and a lot of frustration on your part. UPDATE, UPDATE, UPDATE!! Now, select the position for each member of the crew.

The first few times which you attempt to input a sortie may take you 20 to 40 minutes (or more). As you gain in experience with WMIRS that time will decrease. Those experienced with WMIRS can usually generate a sortie in 5 to 10 minutes.

FRO – Flight Release Officer. Next, you’ll need to “Request FRO”. This will be the person with whom you will communicate about the flight prior to being released. Only a listed FRO may release the flight. You will need to have a face-to-face or phone conversation prior to takeoff and immediately after shutdown of the sortie. There is a pull-down menu of FROs. Selecting a FRO will send them an email about your sortie. A list of current FROs may be found in eServices, “Operations Qualifications”, “Reports”, “FRO List”. A call to the FRO ahead of selecting them is a nice courtesy, will give them a head’s up, and you can make sure that they will be available to release your sortie when you are ready to depart.

The “Brief” section is where you go into what you are planning, where you plan to go, and all other detail of the flight. Every item must have something listed. N/A is acceptable for items which do not apply for that particular sortie. As an example, Air/Ground Freq would be a N/A if you are not training with a ground unit.

One note to remember, these aircraft are not yours. These have been paid for with taxpayer dollars. The operating costs are covered with either US or Wyoming taxpayer dollars. So, we need to give the taxpayers their money’s worth. Tell them what you plan on accomplishing during your sortie in the “Brief” and what you did accomplish in the “Debrief”. There are two sets of Profiles available for training and proficiency flying. The Air Force Approved Proficiency Flight Profiles are to be used while flying on an A or B training/proficiency sortie. Review the Introduction to see how the AF/NHQ wants this done while on these profiles, and review the Header for each Profile as this is where the required qualifications are listed. Next review the “Routine” and “Required” items. You are required to fulfill the requirements of each area. The easiest and preferred technique is to print out a copy (or two) of the Profile, use it as a checklist, then upload it into the Sortie Files on the Debrief page. Now, all that you have to do is put a statement that you have uploaded the Profile in the Sortie Files.

The “Debrief” section is where you detail what you actually accomplished, what you saw, or didn’t see, associated times, fuel uploaded, and so on. You will upload a copy of the fuel receipt here. You would upload any other information into the “Sortie Files” here as well, like the completed Profile and Weight & Balance.

Cadet Orientation Flights:Cadets are allowed up to 5 power and 5 glider orientation flights at the controls. Cadets may ride in the rear seats as often as they would like. One of your duties is to further the Cadet Program and Aerospace Education by conducting these flights. CAPP 60-40 goes into the entire program and includes a Syllabus for each flight and estimated duration. When flying multiple cadets, we conduct that many sorties. For the Cadet Orientation Flight the cadet in the right seat gets the credit for the sortie. (Three cadets flying in the right seat? Three individual sorties!). Note – Each time you change cadets in the right seat, you MUST shutdown. Shutting down the engine ends one sortie and now you must contact the FRO to close the sortie and begin the next. Each Cadet Orientation flight is its own sortie. This complies with the requirement in 70-1, and the cadet listed in the right seat in the WMIRS sortie gets credit for that sortie. Yes, you must contact the FRO between each sortie , you must have a sortie for each individual cadet in the right seat in WMIRS, and you must have a new entry in the Aircraft’s Log Sheet for each individual orientation flight (sortie). Also, when you refuel, note on the fuel receipt ALL of the sorties flown between fuelings (i.e. – sorties A0012, A0013, A0014). Also, CAP regulations do not permit cadets to fly in the left seat during orientation flights, even if you are a CFI and listed as a CAP Instructor. Sorry. Oh, and cadets only on these flights. No senior members, other than the pilot of course, may fly on a Cadet Orientation Flight.

The Regs:You might think that Civil Air Patrol would have everything which you are required to know to be in a single document. Well, go ahead and keep thinking that. But, unfortunately, No. The primary regulation regarding flight operations is CAPR 70-1 “Flight Management”. CAPR 70-1 goes into how CAP requires that their aircraft are operated, what weather minima are acceptable, the FRO duties, definitions of the various CAP Pilot qualifications and so forth. But wait! There’s MORE!!! Each Region is allowed to have Supplements to the National Regulations, and some Wings have their own supplement as well. You will need to check these as appropriate (found in eServices; Administration; Other Resources; Form, Publications & Regulations; Approved Supplements). Next, there is 60-3 which covers Emergency Services and the requirements to become a MS, MO and MP. And, if that’s not enough, 66-1 covers how the aircraft will be treated, serviced and maintained. CAPP 71-4 covers how a Cadet Orientation flight. CAPR 10-2 covers required documentation. Oh, and we’re just getting started!

One example of a 66-1 supplement is the Rocky Mountain Region‘s supplement. Among a few additions or modifications is the Region’s requirement for each pilot to complete the RMR Form 60, the Pilot Application. The form is found on the RMR website. The form, while simple, must be completed, signed by you and countersigned by your commanding officer. This form must then be uploaded into your Pilot Documents in eServices. This must be completed prior to beginning flight training.

A list of locations and website for reference materials of the assorted regulations, procedures and guidance will be found in the Appendix Section

AIF:The AIF, or Aircraft Information File, must be onboard the aircraft. AND it is required that you include checking items within the AIF during your preflight.

Start with the Cover Sheet on the front of the binder. The cover sheet should be current, which shows required maintenance items and due dates/times. Double check these BEFORE flight. If the date shown on the top is more than a few months old, consider printing a new one. “Pen & Ink” changes are discouraged, and should only be used when you find one out-of-date and there is no printer available. Replace the old cover sheet at the earliest opportunity. Go to WMIRS, “Support”, “Maintenance Module”, “Maintenance Snapshot” and click on “AIF Cover”. Now, print and place this in the sleeve of the front cover. It’s a good practice, if you are going to another city to fly an aircraft which you don’t routinely fly, to check this in WMIRS before you head out. It can save you a lot of time and frustration by avoiding having an aircraft which is grounded due to needing an oil change or 100-hour inspection.

Make sure that you do check the Aircraft Log Sheet that the last Tach and Hobbs times entered match what you see on the indicators. Additional Aircraft Log Sheets may be found in CAP Stan/Eval under the AIF Contents, Aircraft Log Sheet Page 3. Make sure that the Fire Extinguisher has been checked within the preceding month. If not, check it and document the check. Check the VOR Log and insure that a VOR Check has been performed within the

preceding 30 day, or perform the check sometime during your sortie. This keeps the aircraft IFR current, and is required by CAPR 66-1 6.4.1, which may be performed by any pilot. Copies of these forms are found in the same area as the Aircraft Log Sheets.

Pilot Records:Speaking of records, you are required to keep your pilot records up to date, and to have all pertinent supporting documents scanned and uploaded into eServices. These documents will be stored under your Operations Qualification. The best place to check is under; Operations Qualifications; “What do I need?” Here you select your level of pilot certificate, ratings, dates of your last Medical; Flight Review; Form 5 and all of the others listed. You are required to upload the supporting documents each time that you make a change. Get a new Medical Certificate, select the class and date, press “submit”. This will turn yellow awaiting “validation”. Here is where that document comes in. To “validate” the change, someone must SEE the document. Except for the initial time, you are required to maintain the “current” and the two most recent “previous” documents (CAPR 10-2 table 8). Now, eServices does have lots of room, so you don’t need to “clean out” old documents, just leave them in the Documents Files. Additionally, you will need to complete, have your Squadron Commander sign and upload a copy into your Pilot Documents file in Operations Qualifications section of the Rocky Mountain Region RMRF 60 Pilot Application (found under rmr.cap.gov Policies and Forms, Forms) prior to beginning any flight training.

For the Emergency Services qualifications, the rules are similar. Go to Operations Qualifications and click on “Specialty Qualification”, then use the pull-down menu to find your qualification. “MP SAR/DR” will bring up everything which you must accomplish to meet that qualification. The “SQTR” will require entries from your instructor (a qualified person with SET). For ground training, only the date of completion and the SET’s CAPID is needed. For inflight training, the date, SET’s CAPID and Mission Number is required. Adding in the sortie number is an option. Your Form 91 Checkride will require a bit more information; the date, Mission Number and the Mission Number, followed by the Mission Check Pilot’s information. You must then upload a copy of the completed and signed Form 91, then hit “submit”. This will begin the “approval” process as before. Upload any associated documents. Remember, keep the current and at least the two most recent documents which the current document superseded (CAPR 10-2 table 8). One note, some qualifications have several people who may approve a qualification, others may be approved by a very few people. The approval of a qualification may take a few days, based upon that person’s schedule. Should there be a problem, you will likely receive a call or email explaining why the delay and asking for documentation or clarification. Should a qualification be disapproved, click on the upper right area of that particular qualification page and you should see the reason for the disapproval. Most often it is due to a lack of documentation.

It is YOUR responsibility to maintain your qualifications. You should check Operations Qualifications every month or two for each of your qualifications to ensure that you do not go non-current for any qualification. There isn’t a specific person with the duty description of

“Pilot Chaser”. You are likely to have a qualification expire without any indication until you try to exercise that qualification. Keep on top of YOUR qualifications.

Your 101:The CAPF 101, better known as “The 101 card” (it used to be an actual card) is effectively your CAP Emergency Services Certificate. This shows every qualification which you currently hold, whether you are fully qualified, in training status, or hold a SET qualification in that area (Specialty Evaluation and Training) which allows you to train and sign others off for that qualification. You are required to have a copy of your 101 with you and present a copy at check-in at Mission Base when participating a Search and Rescue mission (SAR = actual Search and Rescue mission, SAREX = SAR Exercise, WLE = Wing Lead Exercise {like a SAREX}, SAREVAL = SAR Evaluation by the USAF). You are also required to present a CAPF 161 at check in at Mission Base. This form is an Emergency Contact form found in the “CAP Pubs” section of eServices. A handy trick is to complete the CAPF 161, the upload the completed form into your Operations Qualifications document file. Then if you forget you can always print that out.

The Inflight log and Aircraft Log Sheets:There is a difference. The Aircraft Log Sheets are found in the AIF and used to document flight data of that specific aircraft. The “Inflight log” is what your crew will use to take notes of what occurs during the sortie. In order to complete both the debrief section of the sortie in WMIRS and the Aircraft’s Log Sheet, you must keep a log of times and information. Your MS and MO are supposed to keep a detailed inflight log of activities during the sortie, to include times, Hobbs times, start and end points of any assignments, points of interest and so on. As PIC, you are responsible for the information which goes into the report. So, you should, at a minimum, note the engine start time, taxi time, off time, on time and shutdown time, Tach and Hobbs times. You should note anything which you feel would be helpful in completing the debrief (If all three of you keep notes, someone will have likely made a note of everything which occurred). During an actual SAR mission, the Mission Staff will use the information from your log to determine the effectiveness of your sortie. The actual inflight log format is up to you. You may use the CAPF 104, one of the various logs floating around CAP, or one of your own design.

Every sortie requires that you complete the Aircraft Log Sheet in the AIF (Aircraft Information File), ah, that big white binder! The form is pretty self-explanatory, but the times are supposed to be in ZULU time. And don’t forget to note the fuel and cost. If no fuel was added, note that as “0” or “zero”. Just like everywhere else, the job ain’t done until the paperwork is complete! One technique is to take a photo of the completed Aircraft Log Sheet with your phone’s camera. This will help you when you complete the Debrief section in WMIRS and update your personal Logbook.

Fuel Receipts:It is very important that you return the fuel level of the aircraft back to the “Mission Ready” level as soon as possible. For most aircraft, this is 50 gallons. Some aircraft are loaded with 40 gallons. Less than 40 limits the aircraft to about 2 hours use, and above 50 can result in overweight issues. You note the amount of fuel uploaded and the cost on the aircraft’s Log Sheet. Next you MUST upload a copy of the receipt into the Debrief section of the sortie in WMIRS. On the receipt, you must note; the Mission Number; Mission Symbol; Sortie Number(s) and Aircraft Tail Number. This is to uploaded As Soon As Practical, but within 24 hours. If you do not… it won’t be pleasant. Should you fly multiple sorties without refueling, such as flying several Cadet Orientation Flights, note all of the sorties covered by the next refueling.

Note! If you change Mission Numbers, you MUST refuel before the new mission as the fuel accounting is tied to missions. Screw this up, and you may be footing the fuel bill!

Initial Flight Training:This the fun part, but there’s a lot which has to occur prior to beginning flight training; Level One, General Emergency Services (GES), a few required FEMA courses, MS and MO. The flight training in Wyoming utilizes the Cessna 182T NAV III aircraft, and will cover; aircraft operations, CAP regulations and paperwork, various CAPisms and other associated items. You’re not receiving Search and Rescue training, yet. You will attend a one day ground school on the workings of the Garmin G1000 system. This course covers the basics of how to operate the G1000 in VFR flight. You will then move into the aircraft and begin getting used to the 182T and how Civil Air Patrol wants their aircraft operated. Your Instructor should cover creating a sortie and entering the data into WMIRS, applicable restrictions and regulations, and required record keeping. There is a LOT more required while flying a CAP aircraft as opposed to any flying club. Much of the flight training will place an emphasis on the lower end of the speed envelope. You will become more comfortable with operating as airspeeds below normal cruise. Our standard search airspeed is 90kts. Slow Flight, Stall recognition and recovery will be emphasized.

The Checkride:Upon completing training, your CAP Instructor will recommend you for a Form 5 checkride with a Check Pilot. Your Instructor is most likely a Check Pilot as well, but CAP requires that the recommending Instructor not be the evaluating Check Pilot. Your Instructor will recommend a few CPs whom you may contact and schedule your checkride. The checkride is simply a method to validate what your Instructor is attesting to, that you are qualified to fly a Civil Air Patrol airplane with other CAP members onboard. Please note, despite rumors to the contrary, Check Pilots ARE really are human, and, just like you, have families, jobs and other demands. It may take a little time to get your ride scheduled. Don’t get discouraged.

In order to take the checkride you must arrive having completed the 70-1 Quiz within the proceeding 60 days (no extensions); have copies of the completed Airplane Question and Answer form for each aircraft type in which you would like to hold qualifications; and a fresh, blank CAPF 5. The fastest way to make a Check Pilot unhappy is to show up without these completed. You must also have in hand your pilot certificate and medical certificate (or Basic

Med documentation), logbook and any other documents which seem appropriate. When you schedule your checkride, ask the CP what they will need to see. If you’ve uploaded your documents, much will already be available for the Check Pilot to review prior to the actual checkride. Also, if you would like to receive a Flight Review during your Form 5 checkride, please inform the Check Pilot PRIOR to the checkride. It’s normally not an issue, but they may need to add an element or two to their plan in order to comply with FAR 61.56. Additionally, if you would like any extra qualifications added to your Pilot Qual, such as Instrument privileges or Instructor qualification, please let the CP know ahead of time. These do add about 30 to 45 minutes to the Form 5 checkride. The ride its self is pretty much laid out on the CAPF 5. The preflight oral section will usually run about 1½ to 2 hours, covering CAP regulations, changes, FAA Hot Topics, a review of your Airplane Q&A and the like. You will be evaluated on overall knowledge, confidence and judgement based upon the current ACS for the level of certificate which you hold. The flight will typically run 1.2 to 1.7 for a VFR Pilot Form 5 checkride. You are expected to demonstrate a mastery of the aircraft and safe conduct of the flight. Nothing on the checkride should be new to a Private Pilot. We are NOT expecting perfection, you will make mistakes. How you handle those mistakes will tell the CP a lot about you as a pilot. The Check Pilot may choose to demonstrate something “new”, but you are not being evaluated on that item. The Check Pilots are not looking for a reason to disapprove a ride, they want to approve the checkride and are looking at the checkride in totality for safe and confident operations. They are on your side but are there to protect the members who will be flying with you in the future. Most pilots come back from a Form 5 or Form 91 checkride saying that they enjoyed the flight and learned a few things. So, relax, try not to stress out, calm down, have fun, and one last piece of advice, RELAX!!!

Sortie Training Documentation:Detail, details! Well okay, some details. During a training sortie, you are supposed to be accomplishing training. We are required to document what we plan to do in the Brief section, and what we did do in the Debrief section of the Sortie. You can spend a lot of time researching the routine and required items, listing them individually in both sections… or you can now push the “Easy Button”. When flying on A or B training missions, you are to use one of the “AF Approved Proficiency Flight Profiles” (found in capmembers.com, Programs, Emergency Services, Aircraft). Each PFP has a header, which details who is qualified to fly a sortie using that PPP. You must check that you meet the requirements or have an Instructor/Check Pilot with you. Next you need to review the actual Profile, and the “routine” and “required” items to be accomplished. There is a checklist of the items for that profile. Once you have determined which PPP you are planning to fly, and have assembled a crew, you will go into WMIRS and create your sortie. Under “Profile” you will enter “Px” x being the profile number i.e. P4 is a Proficiency Flight Profile number 4. Once you have entered all of the required information, completed the sortie info and sortie brief, print a copy of the PFP checklist to take along. Per the PFP preamble (would that be the PFP-p?) you must complete the specified “required” item(s) and document what you accomplished, or why you did not accomplish that task and why. Since you need to complete several tasks, having the checklist handy and fill it out as you go make life easier. And, since you are required to document everything which you do, or don’t

do, take the easy way out and just complete the checklist as you go and upload it into the sortie files after the sortie is complete fulfills that requirement. Much easier!

A note about A9 – Maintenance Ferry FlightsWhen aircraft are being flown to/from maintenance, the sortie will be operated as an A9 mission. This is a sortie which is perfect for the new CAP TMP. You get to fly around the state, delivering people and/or airplanes. A9 sorties do have additional restrictions above most other sorties. You may pick up, drop off and move crews around in support of relocating aircraft. You may take along any CAP member and offer to let them operate equipment in the aircraft for “familiarization”. You may conduct an instrument approach for proficiency and take credit for the landing. However, per CAPR 60-3, you may not conduct “training” during an A9 mission, unless it is “incidental” to the flight. In other words, only the required flight time for the aircraft/crew transfer is acceptable. You can’t practice a sector search or chase an ELT for 30 minutes while on a MX Ferry. Save the “training” and “proficiency” flying for the appropriate sorties.

Weight & Balance: Current CAP regulations only require that a Weight & Balance be uploaded into the sortie files for A1 and A5 missions. That being said, it is a very good practice, and strongly encouraged, to complete a W&B for each sortie, and upload it into the Sortie File. At a minimum, you should note the Takeoff Weight and CG in the “Crew Notes” in the Briefing section of the sortie. There are apps available for the iPhone/ iPad and Android phone/tablets which will perform the Weight & Balance calculations for you by simply inputting the weights of your crew, the amount of fuel onboard, and the weight of anything in the cargo area. Takes 15 to 30 seconds. From here take a screenshot of the data, and upload this into the Sortie File under the “Weight & Balance” folder. If you do not have internet access, you may give the Takeoff Weight and CG which is displayed on the app to the FRO when you call before takeoff, and they may enter this into the sortie for you.

The iPad and WingX Pro:Wyoming Wing has issued an Apple iPad Mini for each aircraft. These are to be carried on every sortie. In the iPad should be a series of files which contain much of the “paperwork” associated with Flight Operations. One of the most powerful and useful items on the iPad is the app, WingX Pro7. This app contains all VFR sectionals, IFR enroute charts and Instrument Approach Procedures charts for the contiguous US. There is a Flight Planning function, weather (DUATS) function, Airport and Facilities Directory (A/FD) and other utilities. The WingX charts are updated on a 28-day cycle. Currency for the database can be seen on the “Menu” page. Data in green is current, yellow indicates that the data is about to expire, but an update is available, red indicates that the database has expired.

Keeping the database up to date should be a duty assigned to a person located at the aircraft’s home base. If a database has expired, it may still be used for VFR and enroute IFR operations. The database may be updated easily by any pilot as long as wifi is available and you have about 1 to 2 hours (some wifi is notably faster, so times may be shorter).

The Black Box:On the iPad is a great app. WingX Pro. As discussed previously, this app can do amazing things. One function which it has is called “Black Box”. This feature is a wonderful tool for both training and during an actual mission. This function will track you from the moment which you touch “REC” until you touch “STOP”. Your ground track can be displayed after the flight on the IPad and you can see how well you flew the planned training pattern. The track may also be displayed on Google Earth. For training, this is a wonderful tool for self-analysis of your plan and its implementation. If you tried to fly one of the patterns without the GPS guidance, here is where you can see how well you did. Nice job! For use during an actual mission, this function helps the Mission Staff to analyze the effectiveness of the coverage and can help them gage the Probability of Detection (remember that term?). During the debriefing, this tool can help you and the Mission Staff determine whether another sortie into the same area would be helpful or not. Maybe you couldn’t get into an area due to clouds, or possibly there was poor lighting due to your time overhead. During a SAREX or actual mission, you will almost certainly be asked for your Black Box data. So, get into the habit of utilizing the Black Box function during every sortie.

The Flight:Finally! Now we get to turn and burn! Kick the tires, light the fires! Not so fast, Sparky. With only a few exceptions, you are expected to put together a crew for your training sortie. You do realize that use of the aircraft usually entails conducting some training, don’t you? So, make a few phone calls to your squadron mates who hold MS/MO qualifications, or are training for either position. Or, you can take along a member who might be interested in training for those positions. “Expected” means just that, you are expected to put together a crew. If you can’t find anyone to fly with you, you should either postpone the sortie, or conduct “pilot” proficiency. You know, stalls, slow flight, steep 720 degree turns, quick canyon reversals. All of those maneuvers which we think are FUN and make others queasy (save these maneuvers for a solo Profile 10 or with another pilot). Plan out your sortie, and answer these questions; What are you going to do? Where are you going to go? When are you planning on departing and returning? What is your objective? All of this will need to be documented in the Briefing section. Check with your local Check Pilot, they may have a few preplanned training sorties with objectives already worked out. A few requirements; everyone must be in a CAP uniform. You don’t have to all be in the same uniform, but everyone must be in a uniform. Everyone must have their CAP ID on their person. No CAPID, no fly. Everyone must comply with IMSAFE (Illness, Medication, Stress, Alcohol, Fatigue, Environment). It is your responsibility as PIC to make sure that your crew is in compliance. A complete preflight is required, naturally. If a discrepancy is noted, you must contact the Squadron Maintenance Officer and together you will determine whether the sortie may be conducted before the discrepancy is addressed. You may add engine oil, service the tires with air, and fuel the aircraft, but that’s about it without guidance from the Squadron or Wing MX Officer.

Remember, you MUST talk with your FRO before takeoff. “Can you hear me, now?”

CAP regulations (and good operating procedures) dictate that the written checklist shall be used. You have the option of running the checklist yourself, or you may have the person in the right seat read the checklist as you verify and confirm each item. By the way, failure to utilize the written checklist during a Form 5 or 91 checkride will result in a talking to from the Check Pilot, and may result in a disapproval of that checkride. Hey, if it’s good enough for airline pilots with tens of thousands of hours, it’s good enough for you.

As a CAP PIC, your first, last and primary responsibility is the safe operation of the flight. This begins with the planning of the sortie. Consider your plan, your comfort level and capabilities, your aircraft, the weather and terrain and the rest of the crew. When you brief your crew, discuss egress plans and who goes where. You may assign duties to the crew, “watch our wingtips as I maneuver across this ramp”. Explain that “Sterile Cockpit” doesn’t mean silence, it means that any conversation is directed to the operation of the aircraft and remaining safe.

Remember this as well, less than 10% of CAP senior members are pilots. Almost certainly the members of your crew are not going to be very familiar with aviation and light aircraft. You’re the “expert”, they are placing total trust in your abilities. Avoid making sudden or dramatic maneuvers with a crew onboard. You’ll have that opportunity during your training and on the Form 5 & 91 checkrides. Consider adopting a technique which military and airline crews use. Verbalize. “Coming in with the power”, “Turning Left”, “Flaps coming out” keeps your crew in the loop as to what is occurring and avoids surprises. If your Observer fells comfortable, consider having them run the challenge side of the checklist. It makes them feel more part of the crew. And it will give you more of that “Command” feel in “Pilot In Command”!

Make the most of your training sorties. Consider having multiple elements and targets. Chase an ELT training beacon, then go checkout the local dam for cracks, look for kids on inner tubes. Pretty much what you came up with during your planning, or found in a preplanned training sortie. Throw in a couple maneuvers for proficiency, (stick with the gentle ones, unless your crew is totally in to it, save the stalls and steep turn for another flight) and shoot a couple of landings. Proficiency maneuvers are acceptable for most sorties. AF Maintenance sorties and actual missions are the main exceptions.

A point of order. Should you land and shutdown for any reason, the sortie is terminated. You must contact your FRO to end the sortie and plan a new sortie. “Comfort Stops” sometimes happen. NO, you can NOT just pull the engine to low idle and open the door. Just contact the FRO, explain where you are, why you landed and shutdown. Next, get on WMIRS and input a new sortie, then talk with your FRO for release of the new sortie to continue the flight. The ONLY exception for shutting down the engine where a new sortie is not required is specifically during a Form 5 Checkride of an Instructor or Check Pilot.

Upon shutdown, run your checklists, order fuel to return the aircraft to its standard dispatch fuel level, look for any discrepancies. Now, call your FRO. This is a requirement to begin the Sortie Closeout. You’ll fill out the aircraft logsheet with the times which you and your MS noted. Ah, you did remember to note; taxi, takeoff, touchdown and shutdown times didn’t you?

WMIRS wants those time in local 24hr time, the logsheet is in UTC 24hr (go figure!). After you have had the aircraft refueled, you need to pay for the fuel. There are two different credit cards in the AIF. The yellow Shell Card if for “A” Missions ONLY. “B” Missions are paid with the blue US Bank Card. Keep it straight, or expect a call. Document the fuel amount and cost on the logsheet and in WMIRS. On the receipt, note the Mission Number (17-B-3545), the Mission Symbol (B12) and sortie(s) (A0013, A0014) and the aircraft’s tail number (N702CP). Now, you are REQUIRED to upload a copy of the receipt within 24 hours into the Sortie Files of the sortie in the Debrief section. If there is no receipt available in WMIRS within 72 hours, you are in deep trouble, and potentially may lose your flight privileges. It’s that critical that the fuel slip is uploaded. Oh, and don’t forget to return the credit card to the AIF.

Post FlightOkay, you’ve got everyone out of the aircraft and the fuel truck has arrived. Now what? Bring the fuel level back to the normal dispatch fuel load for that aircraft. Don’t know? What did you start with? That’s probably a good indicator. Typically, we fuel to 50 gallons. However, there may be a different dispatch fuel load based upon the weight of the local members who fly. If you are flying an aircraft from a different squadron, check with their DO for any different dispatch fuel load.

Next, secure the aircraft. If you are walking away from the aircraft it must be secured in accordance with CAPR 66-1. That means; Control Lock Installed; Throttle Lock Installed, both main wheels Chocked, aircraft tied down with rope (NO CHAINS!); Doors and window Locked. Obviously, if the aircraft is hangered, the tiedowns are not needed, but the wheel chocks are still required. But there are a few other considerations. All hangar doors are to be FULLY opened; you should have two people helping you move the aircraft into and out of the hangar; not only do they make the job of moving the aircraft easier, they are also able to see if you are about to make contact between the aircraft and an immovable object.

Next you must closeout the sortie. You now need to open WMIRS, go to your sortie, select “debrief” and complete the entries. OFF and ON times in local Mountain time. The Hobbs and Tach, both END and START. If you were on a sortie with a specific area in which you operated, the to/from Hobbs and the “To/From” and “In Area” Hobbs times. Now you see the reason for good logs and notes! Document how much fuel you uploaded, the cost and invoice number. If you did not add fuel on this sortie, click on “No Fuel” and note in the remarks section with which sortie you are combining the fuel. If this is the sortie in which you are combining the fuel, note all applicable sortie numbers in the remarks section. Upload that copy of the fuel receipt. Upload any Sortie Files. In the Summary, explain what you accomplished during the sortie. Deliverables would be photos, video, equipment, personnel, etcetera. Remarks are just that, any pertinent remarks. In Weather, note the conditions at departure, arrival and enroute. Note the conditions in the search area, if appropriate. This helps the IC staff with evaluating the effectiveness of your sortie and the planning for future sorties. On actual sorties, someone will debrief you and complete most of this information for you. On proficiency sorties, get the basics in ASAP, fuel load, fuel receipt, times, Hobbs and Tach. Then, when you have time you may, as Congress says, “Amend and Extend” your comments, by completing the rest of the

debrief section. Don’t forget to upload the Pilot Proficiency Profile checklist into the sortie files. After 72 hours, the sortie is “Locked” and you no longer may make any changes.

Approved Pilot Proficiency Profiles:So, now that you’re a qualified Civil Air Patrol Pilot. You have a spiffy new Flight Suit, adorned with colorful patches. You’ve got you CAPID tucked next to your Pilot Certificate. It’s a sunny day, you’ve talked two other CAP members to go for a flight and you have both an airplane and a FRO whom you’ve conned into releasing your sortie. Now what? Well, to be honest, if you’re at the hangar, with an airplane, crew and a preliminarily released sortie and you don’t have a plan, we are in trouble. During your time setting up the sortie, you should have entered a “profile” in the appropriate slot and a “plan” for the sortie in the summary. You can go back to “capmembers.com” and look for the “Proficiency Flight Profiles (AF Approved)”. These have been mentioned previously. But, in a nutshell, these 10 Profiles (actually these is an additional secret profile, but you’ll find out about that later) lay out the recommended training pattern for different types of search, disaster relief or imagery support type sorties. There are a few others. You need to look at the header which explains the type of sortie, the required pilot qualifications, the recommended activities and so forth which is expected. You may NOT fly a Profile listed unless either you meet the required pilot qualifications, or you are flying with a qualified Instructor or Check Pilot. If you do meet the qualifications for that profile, just look over the expected activities and see what fits. You don’t have to do everything on the list. But, you must attempt to complete each of the “required” tasks. Not completing a “required” task is not a big deal, you just need to document what you did and did not complete, and why you missed those tasks (weather, wind, time, etcetera). Print a copy of the profile, then use it in both your planning and during the sortie. This ensures that you are accomplishing that which is expected of you as Pilot In Command. And, if you use it as a checklist, there’s a treat!

Now, you’ve got your copy of the planned Proficiency Profile, you’ve made the appropriate notes in WMIRS and you’re good to go. But wait! Even you may see that your sortie has been “released” by your FRO in WMIRS, you are most definitely NOT “good to go”. Now, before you start up, and no later than before takeoff, you MUST talk with your FRO. No talking… No flying! Again, you MUST personally speak with the FRO. You may NOT have your Observer talk with the FRO for you. CAPR 70-1 is very clear, the PIC and FRO must have a conversation prior to departure. You need to hear words to the effect of “You are released”. So, make sure that you are approved for departure by the FRO before you commit aviation.

In flight, keep that Profile Checklist handy and work your way through the list. You need to accomplish the entire list, or document why you did not complete that task. Not completing a task is not a major issue, but you must attempt to complete as much of the “required” tasks as possible. Keep track of your activities on a log, note the objectives encountered, or not. Note the time, GPS position and the Hobbs time of each objective encountered. Have your crew note a description of what you are seeing. Remember, you are practicing being on a real mission, looking for missing people, an aircraft or a vehicle, possibly on a photo mission. You will need to be able to give information during a debriefing after the sortie. Imagine being on the IC Staff and getting, “Well, yeah. We saw a dark area near some drainage in our area. You might want

to send a ground crew out that direction.” Not terribly helpful, is it? Much more informative would be something along the lines of, “We noted a dark area, which appeared to be an area of burned grass, along a small drainage. The LAT/LON was N44 degrees 57.25 minutes by W108 degrees 12.22 minutes. We were overhead at about 1200 feet AGL at 1135 local time. We did not see any wreckage, but there is a group of trees in the same location which we could not see below.” A whole lot more information for the IC Staff to work with to determine future efforts.

Yes, you are allowed on proficiency sorties to perform maneuvers, shoot approaches and landings. After all, this is proficiency. Just consider your crew. They may be game to ride through a few steep turns or slow flight, but many are not. You might want to confine your maneuvers to the more benign and limit yourself to two touch & go’s and a full stop at the destination airport, rather than grinding around the pattern for 30 minutes. Should you be a Transport Mission Pilot on a PCT4. You might consider shooting two touch & go’s at each airport, rather than one crash & dash then making a run for the next airport.

Now you have completed the sortie, refueled the aircraft to Mission Dispatch levels and tucked it away into the hangar. Here’s the treat. Remember that Profile sheet which you printed? You did check every item off, or note why the item was not completed, right? In the sortie debrief section in WMIRS you will find a section called the “Sortie Files”. Scan or photograph the form and upload it into the Sortie File. Next, go to the area labeled “Deliverables”. Make a note that you have uploaded the Profile Sheet into the Sortie Files. Other than filling in the times, Hobbs/Tach, fuel info and making a few other comments, you are done. Doing this takes care of a lot of verbiage which now you don’t need to add in the comments and summary. Oh, and make sure that you called the FRO right after shutdown. They sleep better that way.

Mission QualifiedThe next step is to become a fully Mission Qualified Pilot. The official designation is MP-SAR/DR, Mission Pilot-Search and Rescue/Disaster Relief. Once qualified, you will be able to fly most if not all of the Proficiency Profiles. The process builds upon your training as a MS and MO. You will complete ground training and move into flight training. You will learn the nuances of the various search patterns, how to fly them with and without the GPS navigation system. You’ll learn more about how to prosecute ELT signals and be introduced to FLIR operations. A good reference is the NESA Inflight Guide. This guide covers most of the information in a very understandable, but complete manner. The primary job, after safe operations, of a MP is to position the aircraft so that the MO and MS are able to accomplish their duties in the most effective manner possible. Yup, you’re the bus driver.

Once your Instructor feels that you are ready, you’ll be sent to a Mission Check Pilot for a MP Checkride, referred to as a “Form 91”. This will consist of an oral, both Q&A and a conversation about search procedures. Then you will be briefed into a search scenario and the MCP will act as your MO. You may have a MS along, both to give you experience of a full crew and to give the MS more experience as well. You will demonstrate a briefing, operate the sortie, document your actions/results, and complete the debriefing and associated paperwork. Upon successful

completion of your Form 91, you will be rated as a Mission Pilot per CAPR 60-3. But you’re not done yet!

After you qualify as a MP, your training is not yet complete. Next, you will complete Mountain Fury training, which is the Civil Air Patrol’s mountain flying course (required to operate in High Terrain). This course consists of about a half day ground school, with an emphasis on operating in mountainous terrain. Next will be the flight training, consisting of a series of flights where you will be flying at search altitudes, in the mountains. When your Instructor is satisfied, they will endorse your Mountain Flying Certificate (MFC). Additionally, you will complete the Strong Wind qualification course. This consists of a half day ground school and a flight with an Instructor who will evaluate your judgment and skills in dealing with strong surface winds (a requirement to qualify for release by a SFRO in conditions which exceed the wind limitations listed in CAPR 70-1). The flight must have three takeoffs and landings, and you will be expected to demonstrate proper use of the flight controls during taxi, takeoff and landing to counter the effect of strong winds. This may be completed during a Form 5 or Form 91 checkride as well. Upon completion of both of these extra courses, you will be considered by the Wing as a fully qualified Wyoming Wing Mission Pilot.

Staying Qualified:It is YOUR responsibility to maintain your qualifications. This not only mean staying current but keeping track of your Civil Air Patrol qualifications. You should check these occasionally. As an example, you may have passed your Form 5 four months ago, and you’re thinking that you are good for another 8 months. But you may be “non-current” because you last completed the “Aircraft Ground Handling” online training 25 months ago. It’s only good for 24 months. Opening up eServices; Operations; Operations Qualifications; What Do I Need; VFR Pilot will bring up most of your qualifications and their expiration dates. Some of the more advanced qualifications will require that you check those individually. It’s really embarrassing to get a crew together, schedule the sortie, preflight and when you call your FRO for release you’re told to stand down because you are not qualified. Bummer Dude.

Another reason that you should (and shall) check your currency, is that it is easy to forget that you are due for a Form 5 or Form 91 checkride and go non-current. Now, this opens up a real can of worms. You may not act as Pilot in Command of a CAP aircraft. You may only train with a CAP IP or CP in the right seat. If a Check Pilot is not available where you and the aircraft are located, you must either find someone who is willing to fly you to where a CP is available, then cool their heels as you fly the checkride. A “lovely” way to waste the better part of a day. Or, you must talk a CP into flying to where you are located, and then conduct your checkride. Again, a “lovely” way to burn through the better part of a day for the CP.

Adding Qualifications:You’ve successfully completed your Initial Form 5 Checkride and are now a qualified CAP Pilot. What now? In addition to Mission Pilot, you may add “Instrument”, “Turbo” and if you have not already, “Cadet Orientation Pilot”. You may also add other aircraft types. You will be qualified in the Cessna 182T Nav III with G1000 as a VFR Pilot. Should you wish to add “Instrument” to your

qualifications, you must attend a G1000 Instrument Ground School with a IP and complete a checkride with instrument procedures. You may add a Cessna 206 qualification, which will also qualify you for “Turbo”. These require an Abbreviated Form 5 checkride with a Check Pilot. The maneuvers required are strictly at the Check Pilot’s discretion. An Abbreviated Form 5 is used to add qualifications, but this does not reset your currency, nor the due date for your Annual Form 5.

If you hold a CFI and wish to teach, you may request an evaluation by the Stan/Eval staff. All Wyoming Wing Instructors, Check Pilots and Mission Check Pilots hold a CFI, or have extensive aviation training experience, such as a military Instructor or 14CFR Part 121 or 135 Check Airman. Should you be accepted, you will need to complete G1000 Instructor Ground School, training for Wyoming Wing IP qualification, successfully complete the online Check Pilot Standardization School, and then complete a Form 5 checkride for Instructor. After completing all phases, you will be re-evaluated by the Wing Director of Training (DOT) and the Wing Director of Standardization and Evaluation (DOV) for recommendation to the Wing Commander for appointment as a Wyoming Wing Instructor Pilot. Note, simply completing all phases and meeting all requirements does not guarantee a qualification nor appointment as a WYWG Instructor Pilot.

A few of the major “MUSTs”You MUST enter the sortie(s) into WMIRS.You MUST talk with a FRO prior to takeoff. You need to hear something like, “You are released”.You MUST let your FRO know that you are on the ground as soon as practical.You MUST document your sortie in WMIRS after the sortie as soon as practical.You MUST upload a copy of the fuel receipt, with proper annotations.You MUST end a sortie and begin a new sortie with each engine shutdown.

A few of the major “No-Nos”Don’t operate a sortie without a release from a FRO.Don’t use the aircraft for any “personal business”.

If you wonder, “Could this be personal?” it probably is.Don’t combine fuel with different mission numbers.Don’t operate at an airport where the surface winds exceed the limitations in 70-1 on a regular

release, the sortie must be released by a SFRO.

The “Take Aways”1) Obtaining a Pilot Qualification with the Civil Air Patrol is not a quick and easy process. It

is not uncommon that, due to your schedule, the weather, your Instructor’s schedule, your Check Pilot’s schedule, the aircraft availability, getting though MS, MO and initial Pilot qualification to take 6 to 9 months. Be patient and understanding. We went through the same process and feel your pain.

2) Civil Air Patrol is not a flying club. Each sortie is intended to accomplish something in support of the triad mission of Civil Air Patrol. Misusing the aircraft, or using the aircraft for personal reasons will very likely result in a loss of flight privileges.

3) Civil Air Patrol has its own way of operating. We must comply with the CAP Regulations, Policies and Procedures while operating CAP Aircraft. That means; wearing a uniform; complying with required documentation; completing the required paperwork; securing the aircraft properly. If you don’t know about something, have questions, or are not sure, contact someone and ask.

4) Flight Release Officers (FRO) are required for every sortie. You may not operate an Air sortie without having a direct conversation with a FRO prior to takeoff. No conversation? No takeoff!

5) Sortie documentation is extremely important to insure the sortie is paid appropriately. Failure to complete the required paperwork/WMIRS entries creates additional work for your fellow members (volunteers, just like you) who now have to chase you down and have you complete the required entries. Failure to do so, or repeated issues can result in a loss of flight privileges. Sortie closeout information should be entered as soon as practical after the sortie. You must upload an image of the fuel receipt (showing Mission Number, Mission Symbol, Sortie Number, Aircraft Tail Number) as soon as practical. The sortie is locked 72 hours after landing. Failure to upload the receipt will trigger all sorts of things which you don’t want. You might even be required to pay for the sortie yourself!

6) Cadet Orientation Flights. Each Cadet O’Flight is its own separate sortie. Each time a different cadet moves into the right seat, it’s a whole new sortie, requiring entering a separate sortie in WMIRS, a separate sortie in the Aircraft Log Sheet and a separate release by a FRO. Each Time!

7) Credit Cards. In the AIF are two Credit Cards. Using the correct card for the mission is essential. Use the wrong card and you may be paying for the fuel personally.

******************** Training Flow Chart ***********************

The Appendix

Civil Air Patrol Regulations(found in eServices under Administration; Other Resources; CAP Pubs/Form/Regulations)

10-2 Files maintenance and Records Disposition35-6 Operations Ratings, Awards, and Badges60-3 Emergency Operations Training and Operational Missions66-1 CAP Aircraft Maintenance Management70-1 Flight Management100-1 Radio Communications Management100-3 Radiotelephone Operations173-1 Financial Procedures and Accounting173-3 Payment for Mission Support

Civil Air Patrol FormsCAPF 5 CAP Pilot Flight EvaluationCAPF 5Q-A Airplane QuestionnaireCAPF 9 Release for Non-CAP Members as PassengersCAPF 71 Aircraft InspectionsCAPF 91 CAP Mission Pilot CheckoutCAPF 104 Mission Flight Plan / Briefing Form

Civil Air Patrol PamphletsCAPP 2 CAP ELT / EPERB SearchCAPP 52-7 Cadet Orientation Flight Syllabus

Operations and Training Materials(Found in eServices under Operations; Other Resources; CAP Stan/Eval)

CAPR 70-1 Flight ManagementCAPR 70-1 Approved SupplementsAIF Aircraft Information File (Including all associated forms, i.e. – Aircraft Log Sheets)Inflight Guide (Great reference and “How To” of SAR operations)Mission SymbolsPilot Proficiency Profiles (AF Approved)Required Information for Non-CAP member Passenger RequestCAP 70-1 Form 5 Annual Exam (Link)G1000 Training MaterialsAircraft Ground Handling Course (Link)Numerous other references and links

Websites and where to find stuff;www.CAPNHQ.gov eServices – your CAP records, WMIRS, Regulationswww.capmembers.com Training manuals and PowerPoint information

Fuel Receipt Annotations

Mission Number – “17-T-5470”

Mission Symbol – “B5”

Sortie Number – “A0005”

Aircraft Registration – “N702CP”

Should you have multiple sorties between fuelings, you would note all applicable sortie numbers on the receipt. As an example – “A0005, A0006, A0007”.

Note the Invoice Number – “081319” which must be entered into the Debrief section of WMIRS. Also, you must input the amount of fuel uploaded “22.0 gal” and the cost “$108.46”.

Never change Mission Numbers without returning the fuel level back to standard dispatch fuel for that aircraft (typically 40 or 50 gallons). The fuel expenses must be aligned with the Mission Number so that the monies come from the proper budget. Combining Mission Numbers creates many accounting issues. You don’t want THAT phone call.