Flight Operations FAQ

See also: Emergency Services FAQ § Air search and rescue

General questions

Where can I find the chart/matrix describing what pilot qualifications are required for certain flights to adhere to FAA exemption?

CAPP 70-4, Guide to FAA Exemptions provides the chart describing the qualifications/certification required for certain types of CAP operations and restrictions on reimbursement of costs.

As the Civil Air Patrol conducts a wide variety of aviation mission types while using several different Pilot rating/endorsements, it would be best to utilize the local expertise in your chain of command to help with matching required Pilot qualifications to the CAP aviation mission types where FAA exemptions apply; your Unit, Wing, and Region Stan/Eval Officers are a wealth of knowledge and are ready to assist.

Where can I find information on the Geospatial Information Interoperability Exploitation Portable (GIIEP) system?

Geospatial Information Interoperability Exploitation Portable (GIIEP) systems are no longer in use.  The DAART system has taken its place. Note: DAART stands for DOMOPS Awareness and Assessment Response Tool (DAART) A fact sheet on DAART can be found through the following link is linked at: DAART Fact Sheet

Are we authorized to wear CAP pilot wings with our uniform when not yet checked out in a CAP aircraft? Such as, a member who is a current private pilot but does not yet meet the CAP requirements?

No. To wear the CAP pilot wings, you must be qualified as a CAP pilot which means meeting the requirements outlined in CAPR 35-6 which includes passing a CAPF 5 flight checks. Once the CAP pilot wings are earned, the member does not need to remain current to wear the wings.

Does the Transportation Security Administration (TSA) offer some type of security awareness training for those involved in aviation?

Yes, the following link will provide information: Security Awareness

Following is an exerpt from its introduction: Welcome to the Flight School Security Awareness (FSSA) Training Module! The purpose of FSSA training is to raise general security awareness levels of employees working in the flight training industry. Employees in this industry must be able to question and respond appropriately to any behaviors or activities that may present a threat to aviation security.

This training module will provide you with the basic knowledge on indicators of suspicious activity and how suspicious activity should be reported. It will also include a variety of scenarios to test your knowledge on what you have learned and will conclude with recommended best practices. Upon completion of the training you will receive a printable certificate.

CAPR 70-1 used to state that 200 hours PIC in type/cat (or SEL) was required for Cadet Orientation Pilot and also for mission pilot. However, after reviewing 70-1 and 60-3 I no longer see a definition for anything other than just 200 Hours PIC. Was the requirement removed that it was to be in SEL? Member in question has 175 PIC SEL and over 100 hours PIC in Rotary from the army?

BOTTOM LINE: the 200 PIC time must be in fixed wing airplanes.

The answer is derived from the FAA's definition of Airplane. Please see below. I have taken an excerpt from CAPR 70-1 and the FAA definition of Airplane. CAPR 70-1 refers to ""For Powered Airplanes"" as opposed to ""For Gliders"", but does use the word ""airplane"". Basically, an airplane has fixed-wings; therefore the 200 hours of PIC would have to be in an airplane. Since the total PIC time is a benchmark for a pilot's experience and judgment, the type/cat do not have to be identified in the regulation. It's up to a Check Pilot to determine whether a pilot is qualified to be an Orientation pilot.

Classification of CAP pilots: CAP pilots may operate a CAP aircraft according to the classification of their experience and askills as follows: d. CAP Cadet, Teacher and ROTC/JROTC Orientation pilots. (3) For powered airplanes have 200 hours PIC time.

FAA: Airplane. A engine-driven fixed wing heavier than air , that is supported in flight by the dynamic reactionof the air against its wings.

I am a CFI. What do I need to do to become a CAP Flight Instructor?

CAP Instructor pilot qualifications can be found in CAPR 70-1, in general however to become a:

CAP Instructor Pilot. (1) Qualified CAP VFR pilot in the aircraft model flown if a corporate CAP aircraft. (2) Qualified IAW FAA regulations to operate as an Instructor in the CAP aircraft flown. (3) Satisfactorily complete an instructor endorsement on a CAPF 5 within the preceding 12 calendar months and be appointed in Ops Quals as a CAP instructor pilot by the wing or region commander, National Commander, or their designee.

CAP Check Pilot. (1) Qualified as a CAP instructor pilot in the CAP aircraft flown. Only the or National Commander or designee may waive this requirement to cover unusual circumstances; the National Commander will be added to the end of the waiver coordination process as prescribed in paragraph 1-2, after the CAP/DO, for waiver requests pertaining to this paragraph. (2) Satisfactorily complete the online National Check Pilot Standardization Course (NCPSC) prior to initial appointment and every 4 years thereafter. Completion of the NCPSC (Airplane) qualifies as completion of NCPSC (Glider). (3) To give an orientation pilot endorsement on a CAPF 5 pilot evaluation, the check pilot must have the same endorsement on their CAPF 5 flight evaluation. (4) Satisfactorily complete a check pilot endorsement on a CAPF 5 pilot evaluation given by a CAP check pilot examiner within the preceding 12 calendar months and be appointed in OPS Quals as a CAP check pilot by the wing or region commander, National Commander, or designee.

What changes are being made to the FAA flight plan requirements in January 2017?

The FAA is transitioning to the FAA Form 7233-4, FAA International Flight Plan, in January of 2017 for all flights to include CONUS operations. The following guidance is applicable to CAP flight filing and to the FAA Form 7233-4, FAA International Flight Plan.

Flight Plan. The PIC must file and activate an FAA flight plan or obtain VFR Flight Following for every flight in a CAP aircraft beyond 50 nautical miles' distance from point of origin. An IC may exempt flights that are part of a supervised mission from this requirement contingent upon alternate flight following procedures.

Call signs. Use the three-letter, three-/four-digit call sign ""CAP####"". When required to file a flight plan, list the three-letter, three-/four-digit call sign ""CAP####"" in the ""AIRCRAFT IDENTIFICATION"" block of the FAA Form 7233-4, FAA International Flight Plan, in lieu of the aircraft registration ""N"" number. List the aircraft registration ""N"" number in the ""OTHER INFORMATION"" block of the FAA Form 7233-4, FAA International Flight Plan, as REG/(Registration ""N"" Number here); example: REG/N#####. Call Signs will consist of no more than seven characters and will utilize letters and numbers only; no dashes, spaces, hyphens, or additional zeros. When ADS-B equipped, the call sign must align perfectly with the Flight ID programmed into the ADS-B transponder.

Exceptions. Wing or region commanders may approve the aircraft tail number as a call sign only when an external ""customer"" has specifically requested it.

FAA Form 7233-4, FAA International Flight Plan, filing guidance is located on the ""CAP Pilots"" web page in the ""FAA & ICAO Information"" section

Do you have to be a commercial pilot to fly Cadet O-flights?

No. Cadet Orientation Pilot requirements are covered in CAPR 70-1.

Does the crew rest period start with the completion of the last CAP activity OR does start when the member actually arrives at their place of rest (home, hotel, other)?

Crew rest starts at the end of the last CAP activity.

The USAF does a good job of defining Crew Rest and Flight (Crew) Duty Period (FDP). Please refer to AFMAN 11-202V3 below.

9.4.5. Crew Rest Period. The crew rest period is normally a minimum 12-hour non-duty period before the FDP begins. Its purpose is to ensure the aircrew member is adequately rested before performing flight or flight related duties. Crew rest is free time, and includes time for meals, transportation, and rest. Rest is defined as a condition that allows an individual the opportunity to sleep.

9.4.6. Flight Duty Period. FDP begins when an aircrew member reports for a mission, briefing, or other official duty and ends when engines are shut down at the end of the mission, mission leg, or a series of missions. FDP for UAS ends at final engine shut down, final in-flight handover briefing, or final crew swap, whichever occurs last.

Where can I download the ROTC Cadet Flying curriculum?

See the attached OPLAN between the Civil Air Patrol and AFROTC/AFJROTC.

I am a military pilot with over 6 yrs. of active service and have been in CAP for one year. Does my military pilot time count toward the time requirements in CAP 35-6 which requires that a CAP Senior Pilot Rating have been an active CAP pilot for at least 3 years?

Yes, there are provisions to apply for a waiver to substitute military-rated service for the senior and command pilot CAP service requirements in Paragraph 7 of CAPR 35-6.

Can a new member ride as a passenger in a CAP Corporate aircraft if the new member has a CAP ID card (temp or permanent), but has NOT completed Level I and Cadet Protection training?

Yes, regulations do allow a new member with a CAP ID card to ride in CAP aircraft under the restrictions and conditions outlined in CAPR 70-1. (Note: Your wing may have established a requirement for members to complete initial training before riding in corporate aircraft.)

Why do we allow cadets to use CAP aircraft to obtain private pilot licenses, but we don't allow seniors to do the same thing? I'm not talking about instrument or commercial add-ons, but private pilot licenses.

Instruction of senior member student pilots is prohibited unless specifically authorized in writing by the wing commander, region commander and the Chief Operating Officer. Regarding seniors getting private pilot licenses, this issue has been brought up several times over the years to the CAP leadership. It has always been turned down.

Senior and cadet members may receive flight instruction from CAP instructors in CAP aircraft under the conditions in CAPR 70-1.

What are the responsibilities of the Flight Release Officer (FRO)?

The flight release officer (FRO) has to know the inter-workings of CAP. A commitment to CAP survival is of the utmost importance since one faulty flight release could literally place the corporation in a position that might severely damage the flying program as we know it.

The FRO will have the full faith and trust of the unit commander and with that support can not be afraid to grant or withhold authorization. The FRO must be decisive. Decisions made by the FRO are final, regardless of the situation.

Additionally, the member has to complete the Flight Release Officer Course on the Learning Management System

The FRO has to live by the book. He/she has to have a current library of flight management regulations and be familiar with the contents of each regulation. Especially important is the guidance listed in CAPR 70-1.

Does the CAP Form 5 process satisfy the requirements of FAR Section 61.56: Flight review, paragraph (d)?

The CAP Form 5 process does not fulfill the flight review of FAR 61.56(d) because our check pilots are not FAA examiners or FAA approved pilot check airmen.

However, the CAP Form 5 process can be used to complete this biennial review if a few things are done:

1. Get the concurrence of the CAP check pilot (who must be an FAA certified CFI) PRIOR to the check ride. 2. Complete the requirements of 61.56(a) during the check ride. Keep in mind that the Form 5 is an evaluation and should not revert to training. More than what is on the Form 5 may be required by the CFI. 3. If successful, make a logbook entry IAW 61.56c(2). Annotation of the Form 5 is OK, but may not be recognized by FAA without the logbook entry.

In addition, a CAP Form 5 can contribute to the requirements of the FAAWings program described in 14 CFR 61.56(e).

See CAPP 70-12, Pilot Onboarding, section 1.4 and the FAA Wings website for additional information.

What are the requirements to be a "mission transport pilot"?

See CAPR 60-3, para 2-3f and link below for information on emergency services specialty qualifications for Transport Mission Pilot (TMP).

2-3. Specialty Rating Requirements and Performance Standards.

f. The following are the approved emergency services specialty qualifications above the GES level. The requirements to train or qualify in the below specialties can be found on the appropriate SQTRs in Ops Quals (eServices) , and additional information can be found in the appropriate task guide or in other training materials available on-line on the CAP/DOS website: Standardization/Evaluation/Flight Ops.

See specific requirements for Transport Mission Pilot under eServices.

> Operations Qualifications > SQTR - Entry/View Worksheet > Transport Mission Pilot

I am a student pilot who has completed his first solo. My instructor is a CAP instructor pilot. What forms do I need to fill out to be awarded my cadet solo wings?

Ask your CAP Instructor Pilot to upload a copy of your "Student Pilot Certificate with Solo Endorsements" into the Ops Quals system and then have them submit your "Solo Pilot Rating" in Ops Quals as well. All information should be entered into the Ops Quals system by your CAP Instructor Pilot. For more information, please see CAPR 35-6 para 8.

Where can I find out about the AOPA Airport Watch Program?

The Aircraft Owners and Pilots Association (AOPA) has partnered with the Transportation Security Administration (TSA) to develop a nationwide Airport Watch Program that uses the more than 650,000 pilots as eyes and ears for observing and reporting suspicious activity. This helps general aviation keep our airports secure without needless and expensive security requirements. AOPA Airport Watch is supported by a centralized government provided toll free hotline (1-866-GA-SECURE) and system for reporting and acting on information provided by general aviation pilots. The Airport Watch Program includes warning signs for airports, informational literature, and training videotape to educate pilots and airport employees as to how security of their airports and aircraft can be enhanced.

More information can be found by clicking on the following link: AOPA

Can a qualified CAP VFR Pilot take their annual form 5 the month before it is due and still have it funded by the Air Force?

Only AFAM eligible CAP pilots may received Air Force funded CAP Form 5 checkrides. CAP VFR pilots are not AFAM eligible and thus will not have their CAP Form 5 check rides funded by the Air Force.

Reference: CAPR 60-3, para 3-5.(h). states the following: ""CAPF 5 and 91 checkrides for personnel eligible to fly AFAMs. Only one CAPF 5 and one CAPF 91 is normally funded for mission pilots and trainees annually.""

An AFAM eligible CAP pilot may take the annual CAP Form 5 check ride the month before it is due and still have it funded by the Air Force.

NOTE: A CAP Form 5 can not be funded if the checkride has expired.

Where can I find guidance on Wt & Bal, ORM, & Form 104 requirements?

PREFLIGHT ACTIONS:

Prior to flight, the PIC or their designee must familiarize themselves with all necessary pre-flight information as required by the FARs. This includes obtaining appropriate weather, NOTAM, TFR, and airport information, completion of a weight & balance (Wt & Bal) computation, and completion of Operational Risk Management (ORM) assessment.

In addition, the PIC must contact the Flight Release Officer (FRO) and conduct a briefing of applicable items on the ORM assessment and FRO checklist. This briefing may be accomplished in person or via the phone.

WMIRS DOCUMENTATION REQUIREMENTS:

There is currently no national regulatory requirement to upload Weight & Balance (Wt & Bal), and/or the CAPF 104 information into WMIRS.

Individual wings, at the discretion of the wing commander, may require any or all of the previously mentioned information to be uploaded to WMIRS as part of their documentation for their missions and sorties. In the event that such a requirement is set forth, it will be established in a supplement or operating instruction that is readily accessible to all affected pilots. Wt & Bal: 14 CFR §91.103 Preflight action.

Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include- (a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC; (b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information*: (1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and (2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.

• It is normally citied that take-off and landing distance can't be determined without knowing weight & balance.

ORM: CAPR 60-3 para 1-11. & CAPR 62-1 para 3.c.3. & 3.d.1

CAPF 104: CAPR 60-3 para 1-16.d.3

What is the requirement to determine crosswinds and gusts?

Pilots are required to consider gusts when determining if forecast or current wind conditions comply with any and all CAPR 70-1 wind limitations.

Automatic Dependent Surveillance - Broadcast (ADS-B) Crew Responsibility

For aircraft equipped with ADS-B systems, the aircraft identification used on the flight plan, must match the flight ID being transmitted by the ADS-B transmitter. CAPR 70-1 9.11.2.3.2 . requires CAP aircraft to use a three-letter, four-digit call sign (CAP####); therefore, this call sign must be listed on the flight plan under aircraft identification and input to the ADS-B system as the flight ID. (The tail number should be provided in the comments box on the flight plan.) Methods of inserting and verifying ADS-B information vary by manufacturer and installation, so check the Pilot Guides supplied with your avionics to determine how to accomplish this task. An ADS-B Call Sign MisMatch (CSMM) causes significant operational difficulties for air traffic controllers, so the FAA takes great interest in these deviations.

Our diligence in meeting this requirement demonstrates CAP’s professionalism and helps to ensure that ADS-B will provide maximum benefit to users of the NAS.

Operations training

What do we need to do to provide flight training for our cadets?

There is no special process for offering flight instruction to your cadets. All that is needed is a willing CAP Flight Instructor and a CAP aircraft. Your wing may have a policy regarding cadet flight instruction, so begin by checking with the wing.

Here's how it would work. A Flight Instructor agrees to provide the flight instruction, free of charge since he/she can not charge in accordance with CAPR 70-1. A CAP airplane, either member furnished or corporate, would need to be available for the training. The cost of the aircraft would have to be negotiated or in accordance with current wing or unit corporate aircraft rental rates.

What are the requirements for pre-solo wings?

The criteria for pre-solo wings referenced in CAPR 35-6 Operations Ratings, Awards and Badges and shown in CAPR 39-1. Criteria for award: CAP Cadet successfully performing a fight demonstration to an on-board CAP certificated flight instructor (CFI), that he/she has the ability to fly the aircraft without assistance from the on-board CAP CFI.

I have cadets interested in taking private pilot lessons through our squadron with a CAP Instructor Pilot and in our CAP aircraft. What costs are the cadets responsible for?

None except for examiner fees for issuance of an FAA pilot certificate or rating. Charges and fees are covered in CAPR 70-1.

The cadet may be required to pay for the use of the aircraft; however the wing/unit/other members may opt to pay the fees associated with flying for the cadet. Some wings have cadet flight scholarships. The cadet should contact unit officers first to see how funding works in their unit/wing.

What is the aircraft ground handling video training requirement?

CAPR 70-1 states that the training is required biennially (every second year).

Only CAP personnel current in Aircraft Ground Handling (AGH) training are authorized to supervise the movement of CAP aircraft. AGH training is provided on AXIS and may be taken at any time.

Please login to eServices, go to the menu in the upper left hand corner of the screen, scroll down to Online Learning and select Learning Management System, the next screen in the upper middle section, you should see Go To AXIS. Please select that option.

If the course hasn't been taken before it can be located in the ""Course Catalog"" dropdown.

If that is not clear, here is another way:

The aircraft ground handling course is located on the AXIS system.

To get to AXIS, log into eServices

Click on the “Menu” located in the top left corner Select “Online Learning” from the menu Select “Learning Management System (LMS) under “Online Learning” On the LMS page, click on the “AXIS” link on the top left Once in AXIS, click on the “Course Catalog” and look for “Aircraft Ground Handling Training”

Where can I find the National Check Pilot Standardization Course (NCPSC)?

The National Check Pilot Standardization Course is available on AXIS found within eServices.

Standardization and evaluation

Where can I find information on the glass cockpit CAP Cessna G-1000 equipped aircraft?

For more information, go to the CAP learning management system, AXIS. The G-1000 training material has been moved to AXIS to provide a standardized area for training. You can find information concerning the material at: https://www.gocivilairpatrol.com/programs/emergency-services/aircraft-operations

Where can I find more information on the CAP Stan/Eval program?

Go to gocivilairpatrol.com > Programs > Aircraft Operations > Standardization and Evaluation

Where can I take the CAP Form 5 annual examination online?

The CAPR 70-1 General Exam is now located within AXIS. Once the General Exam has been passed, you will be enrolled in the category-specific examinations. You need only take the applicable category-specific examination. To access AXIS, login to eServices, go to the menu in the upper left corner of the screen, go to Online Learning, next select Learning Management Services, then in the middle left of the top of the screen, you should see Go To AXIS. Please select that option.

Specifics on how to get to the exams.

There are two parts to the annual exams, a “General” exam and at least one aircraft (Powered, Glider, or Balloon) specific exam required.

From the old learning management system (https://www.capnhq.gov/CAP.LMS.Web/Default.aspx) , click on the “Go To AXIS” link in the top left corner. This will take you to the AXIS learning management system.

In AXIS, click on “Course Catalog” and search for “CAPR 70-1 General Flight Exam”. This is the first exam you need to take. If you’ve taken the exam previously, scroll down to previously taken courses to see if the course link is there.

Once you’ve passed the “General” exam, you will be given access to the aircraft specific exams.

Below are the steps to locate the 70-1 exams.

The form 5 exam is located on the AXIS system.

Do the following to locate the exam: Log into eServices Click on the “Menu” in the upper left corner Select “Online Learning” Select “Learning Management System” Toward the upper left corner, click on “Go To AXIS” Once on AXIS, scroll down the main page and look for “CAPR 70-1 General Flight Exam”. If the General exam is not on the main page, click on “Course Catalog” tab along the top of the page and look for “CAPR 70-1 General Flight Exam” Once you pass the exam, you will need to take the necessary “Powered”, “Glider”, “Balloon”, or “sUAS” exam. These exams will neither be on the main page or in the course catalog once you complete the “General” Exam.

Click on Course Catalog again and search for the aircraft specific exam required:

CAPR 70-1 Powered CAPR 70-1 Glider CAPR 70-1 Balloon CAPR 70-1 sUAS

Once passed, the specific aircraft completion will be passed to Ops Quals.

Where can I find information on the Standardized Aircraft Information File (AIF)?

CAPS 72-4, Aircraft Information File describes the purpose and construction of the AIF. The content required to build an AIF is provided on the Aircraft Operations > Standardization and Evaluation webpage under the heading CAPS 72-4.""

https://www.gocivilairpatrol.com/programs/emergency-services/aircraft-operations/standardization-and-evaluation

Unmanned aerial systems

Does my unit need to registrar the drone (UAS) we have in the unit?

The FAA has released requirements to register recreational/hobby UASs that weigh more than .55 pounds (approx 9 oz) starting next week. These requirements apply to our CAP resources including the model airplanes and copters provided through the STEM program as well as any UAS that our CAP units have received or procured through other means. CAP National Headquarters will accomplish this registration for all of our CAP owned resources. DO NOT INDIVIDUALLY REGISTER THEM YOURSELVES. If you have already done so, please contact Mr. John Desmarais at JDesmarais@capnhq.gov. The path forward:

First, we must register all of the units we have fielded for educational purposes. Dr. Jeff Montgomery is providing the operations staff the information on the STEM kit UASs fielded by his the Aerospace Education office. If any of your units own a model airplane, copter or other system that could be considered a UAS (see http://www.faa.gov/uas/registration/faqs/) that was NOT provided as part of a STEM kit that you are using for educational purposes, please have your unit POCs email the CAP headquarters operations administrative assistant, LaShonda Frazier (lfrazier@capnhq.gov) with the make and model of the system, the unit charter number it is assigned to, and the email address and CAPID of the POC for the system.

Second, we must individually register UASs that will be used for operational mission purposes like imagery collection for disaster relief, search and rescue, etc and expect we will also have to provide details to our insurance carrier as well. We do not have any approved UASs for operational mission use yet, but I know some of you have either already received units from your state counterparts or other means with that intention, will soon, or would like to dual purpose the STEM kits above. The online process for us to register UASs for this purpose with the FAA is expected to be available sometime after the new year, and the Operations office will register those units as well. We will need more information in order to register those units and will put out more detailed guidance on that after the new year. Until otherwise registered and approved, do not fly UASs for operational mission purposes on behalf of CAP. If any of your units have a UAS already or are expected to receive one any time soon that they intend to use for operational missions, please also have the unit's UAS POC contact LaShonda via email (see above) so that we can work together to chart a path ahead. I intend to host a conference call or webinar that we will announce the first week of January. For now, do not plan to re-purpose STEM kits for operational mission use immediately; NHQ will develop guidance for how we can do so legally and effectively in the coming months.

Last, because of the above registration issues and the insurance and liability associated with them, we will need to track all model aircraft, copters, and other types of UASs that CAP owns across the country. Expect more guidance on this after the new year once tools have been put in place to do so.

sUAS Usage (AFAM or Corporate Status)

sUAS may be used in our Title 10 status (under an AFAM) only in select pre-approved missions. Currently these are the Counter sUAS Support mission (Red Cell), the AERONet Project (currently assigned to SWR), and for certain NHQ assigned DSCA missions which require NORTHCOM authorizations. For the C-sUAS Mission, a DJI aircraft using special DoD software is used. Those involved units have those aircraft specifically assigned to them and the required waivers for COTS use are in place from SECDEF for that mission set. For all other federal missions, we use the InstantEye Mk3 Gen4 or approved kit built aircraft (these are on the AFSOC non-COTS approved list) . Those aircraft are maintained at NHQ and are drop shipped for the mission overnight to their destinations. We then provide just in time training for them.

There are no restrictions for sUAS use in a corporate status. You may use your DJI sUAS aircraft on corporate missions without restriction. All sUAS training is conducted in a “C” mission status as well, and each Wing/Region has an assigned “C” mission number for training. You may move personnel and equipment for sUAS under an AFAM “T” mission, but all sUAS flying must be done under the “C” mission. There is never a charge per hour for training or proficiency flights with sUAS.

If you need to use sUAS for a SAR mission, you may open a concurrent “C” mission for the sUAS flight activities. The transport of equipment and personnel (and all other activities) associated with the “M” mission must be placed under the “M” mission. The $25.00/flight hour costs would then have to be assumed by the customer (and they must agree, in writing – and cannot be a federal partner/agency) or the Wing. We may only support our federal partners in a Title 10 status. If that occurs, we’ll revert to the InstantEye aircraft and get them shipped to the site.

If you have any questions please contact the sUAS Program Manager, Mr. Austin Worcester at aworcester@capnhq.gov.