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AIR OPERATIONS MANUAL
Distribution Statement A: Approved for public release. Distribution is unlimited.
COMDTINST M3710.1I
29 March 2021
Commandant
US Coast Guard Stop 7331
United States Coast Guard
2703 Martin Luther King Jr Ave SE
Washington DC 20593-7331
Staff Symbol: CG-711
Phone: (202) 372-2201
COMDTINST M3710.1I
29 MAR 2021
COMMANDANT INSTRUCTION M3710.1I
Subj: COAST GUARD AIR OPERATIONS MANUAL
1. PURPOSE. This Manual promulgates a revision of the Coast Guard Air Operations Manual.
It prescribes policy, standards, instructions and capabilities pertinent to all phases of Coast
Guard flight operations and is intended for use by operational commanders, unit
commanding officers, aircrews tasked with operations, as well as customers of Coast Guard
aviation.
2. ACTION. Area, district, and sector commanders, commanding officers of air stations, Asset
Project Offices, cutters, bases, training commands, headquarters units, assistant
commandants, Judge Advocate General, and special staff elements shall ensure compliance
with the provisions of this Manual. Internet release is authorized.
3. DIRECTIVES AFFECTED. The Coast Guard Air Operations Manual, COMDTINST
M3710.1H is cancelled.
4. DISCLAIMER: This guidance is not a substitute for applicable legal requirements, nor is it
itself a legal rule. It is intended to provide operational guidance for Coast Guard personnel
and is not intended to nor does it impose legally-binding requirements on any party outside
the Coast Guard.
5. MAJOR CHANGES. Due to significant changes to this Manual in both context and
formatting, a change list is not provided. Changes in context are highlighted in the margins
with a vertical line.
6. IMPACT ASSESSMENT. Specific impacts associated with training and administrative
procedures have been considered, and any questions on procedures or compliance should be
directed to Commandant (CG-711).
DISTRIBUTION - SDL No. 170
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NON-STANDARD DISTRIBUTION:
COMDTINST M3710.1I
7. ENVIRONMENTAL ASPECT AND IMPACT CONSIDERATIONS.
a. Commandant (CG-711) reviewed the development of this Manual, and the general
policies contained within it, and determined that this policy falls under the Department
of Homeland Security (DHS) categorical exclusion A3. No further environmental
analysis is necessary in accordance with the U.S. Coast Guard Environmental Planning
Policy, COMDTINST 5090.1 (series).
b. This Manual will not result in any substantial change to existing environmental
conditions or violation of any applicable federal, state, or local laws relating to the
protection of the environment. It is the responsibility of the action proponent to
evaluate all future specific actions resulting from this policy for compliance with the
National Environmental Policy Act (NEPA), other applicable environmental mandates,
and the U.S. Coast Guard Environmental Planning Policy, COMDTINST 5090.1
(series).
8. DISTRIBUTION. No paper distribution will be made of this Manual. An electronic version
will be located on the following Commandant (CG-612) web sites. Internet:
electronic version of this Manual will be provided via the Coast Guard Aviation Mobile
Device (AMD).
9. RECORDS MANAGEMENT CONSIDERATION. This Manual has been thoroughly
reviewed during the directives clearance process, and it has been determined that there are
no further records scheduling requirements, in accordance with Federal Records Act, 44
U.S.C. 3101 et seq., NARA requirements, and Information and Life Cycle Management
Manual COMDTINST M5212.12 (series). This policy does not create significant or
substantial change to existing records management requirements.
10. CONTINUITY OF AVIATION DESIGNATIONS AND QUALIFICATIONS. Aircrew
members shall continue to hold a designation or qualification (specific to aircraft type and
model) even if the requirements to obtain that position have subsequently changed in this
Manual. However, for members maintaining designations or qualifications, the new
periodic training requirements of this Manual take immediate effect, which may not yet be
updated in Asset Logistics Management Information System (ALMIS). Until all aviation
ALMIS data sets are updated to the new requirements, unit tracking of new or changed
designations, qualifications, or periodic training requirements outlined in this Manual will
be necessary.
11. FORMS/REPORTS. The forms referenced in this Manual are available in USCG
Electronic Forms on the Standard Workstation or on the CG Portal:
12. REQUESTS FOR CHANGES. Proposed changes to this Manual shall be submitted to
Commandant (CG-711) via the requesting unit’s Commanding Officer.
/JOHN W. MAUGER/
Rear Admiral, U.S. Coast Guard
Assistant Commandant for Capability
2
COMDTINST M3710.1I
RECORD OF CHANGES
Change Number
Date of Change
Date Entered
By Whom Entered
Original
XX January 2021
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COMDTINST M3710.1I
TABLE OF CONTENTS
CHAPTER 1 OVERVIEW OF COAST GUARD AIR OPERATIONS
A.
Mission of Coast Guard Aviation
1-
1
B.
Authority and Control of Flights
1-
2
C.
Transportation
1-
4
D.
Conduct of Flights
1-
5
E.
Training and Standardization
1-10
F.
Guidance to Mission Planners
1-11
CHAPTER 2 FLIGHT AUTHORIZATION AND CLEARANCE
A.
Authority for the Coast Guard to Operate Aircraft
2-
1
B.
Authorized Official Uses of Coast Guard Aircraft
2-
1
C.
Authority to Approve, Direct, and Initiate Flights
2-
2
D.
Personnel Authorized to Pilot Coast Guard Aircraft
2-
5
E.
Personnel Authorized to Command Coast Guard Aircraft
2-
5
F.
Flight Clearance Authority for Coast Guard Aircraft
2-
7
G.
Mission Essential Personnel Aboard Non-Coast Guard Aircraft
2-
9
CHAPTER 3 FLIGHT AND MISSION PLANNING
A.
Flight Planning Procedures
3-
1
B.
Flight Planning - Aircrew
3-
4
C.
Flight Planning - Weather
3-16
CHAPTER 4 CONDUCT OF AIRCRAFT OPERATIONS
A.
Flight Discipline
4-
1
B.
Ground Operations
4-
5
C.
General Flight Rules
4-
8
D.
Operational Flight Maneuvers
4-15
E.
Offshore Flight Operations
4-22
F.
Participation of Aircraft in Flight and Static Displays
4-23
G.
Maintenance and Ferry Flights
4-26
H.
Flight Violations
4-28
I.
Passengers
4-28
J.
Mission Essential Personnel
4-30
K.
Weapons
4-31
L.
Inflight Use of Portable Electronic Devices
4-33
M.
Aircraft Security and C4ISR Systems
4-36
CHAPTER 5 PASSENGERS AND CARGO
A.
Basic Principles
5-
1
B.
Additional Mission Requirements Use Passenger Approval Guidance .
5-
6
i
COMDTINST M3710.1I
C.
Additional Secondary Use Passenger Approval Guidance
5-
7
D.
Special Passenger Approval and Reporting Requirements
5-
8
E.
Oconus Aeromedical Transport
5-10
F.
Transportation of Cargo
5-11
G.
Orientation Flights
5-12
CHAPTER 6 EQUIPMENT
A.
Mission Configurations
6-
1
B.
Protective Clothing
6-
4
C.
Flotation Equipment
6-
6
D.
Oxygen
6-
7
E.
Safety Devices
6-
8
CHAPTER 7 FLIGHT CREWMEMBER DESIGNATIONS, QUALIFICATIONS, AND
TRAINING
A.
Designation and Qualification of Pilots and Aircrew
7-
1
B.
Pilot Designations
7-
7
C.
Pilot Qualifications
7-11
D.
Aircrew Designations
7-19
E.
Aircrew Qualifications
7-20
F.
Instructors and Examiners
7-29
G.
Periodic Training Events and Evaluations
7-32
H.
Administration of Designations, Qualifications and Training
7-37
CHAPTER 8 AVIATION SAFETY
A.
Safety Program
8-
1
B.
Mishap Response
8-
1
C.
Midair Collision Reporting Requirements
8-
4
D.
Flight Safety for Non-Aircrew Mission Essential Personnel . .
8-
5
CHAPTER 9 ADMINISTRATIVE REQUIREMENTS
A.
Administrative Actions Following a Mishap
9-
1
B.
Recording Operational Flight Data
9-
1
C.
Management of Flight Pay Entitlements
9-
4
D.
Directives and Publications
9-
6
GLOSSARY
APPENDIX (A)
STANDARD ORGANIZATION OF COAST GUARD AIR UNIT
APPENDIX (B)
FITNESS OF AIRCREW PERSONNEL
ii
COMDTINST M3710.1I
APPENDIX (C)
COAST GUARD AUXILIARY AVIATION
APPENDIX (D)
UNMANNED AIRCRAFT SYSTEMS
APPENDIX (E)
PILOT FLIGHT LOGBOOK
ENCLOSURE INDEX
Enclosure (1) ENCLOSURE (1). DISCLOSURE OF PERSONS FLYING ABOARD
FEDERAL GOVERNMENT AIRCRAFT
iii/(iv blank)
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COMDTINST M3710.1I
LIST OF FIGURES
Figure
Page
4-1: Probable Survival Time
4-22
(A)-1: Standard Unit Organization Chart
(A)-1
(E)-1: Flight Record Summary
(E)-3
(E)-2: Summary of Pilot Time by Month, Model, ect
(E)-3
(E)-3: Monthly Log Entries
(E)-6
(E)-4: Accident and Flight Rule Violations Record
(E)-7
v/(vi blank)
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COMDTINST M3710.1I
LIST OF TABLES
Table
Page
1-1: Coast Guard Mission Warranted Risk Reference Table
1-7
2-1: Flight Operation Approval Authority
2-3
3-1: MH-60 and MH-65 Minimum Aircrew Requirements
3-7
3-2: HC-130H Minimum Aircrew Requirements
3-8
3-3: HC-130J Minimum Aircrew Requirements
3-9
3-4: HC-144 Minimum Aircrew Requirements
3-10
3-5: HC-27J Minimum Aircrew Requirements
3-11
3-6: Flight Scheduling Standards per 24-Hour Period
3-12
3-7: Post Mission Requirements
3-14
5-1: Passenger Approval Authorities
5-3
6-1: Anti-Exposure Garment Requirements per Water/Air Temperature
6-5
7 -1: Proration of Semi-Annual Minimums
7-7
7-2: Semi-Annual Minimums for DIFOPS Pilots
7-10
7-3: Helicopter Over Water Semi-Annual Requirements
7-11
7 -4: Advanced SAR Qualification Semi-Annual Requirements
7-13
7-5: Pilot TAC-FR Semi-Annual Requirements
7-17
7-6: RWAI RT Flight (right seat) Requirements
7-18
7-7: Flight Mechanic Semi-Annual Requirements
7-21
7-8: Rescue Swimmer Semi-Annual Requirements
7-23
7-9: Flight Mechanic Tactical Fast Roping Semi-Annual Requirements
7-25
7-10: Mission System Operator Semi-Annual Requirements
7-27
(B)-1: Minimum Aviation Medicine Staffing Requirements
(B)-1
(B)-2: Long Term Reverse Cycle Adaptation Plan
(B)-8
(D)-1: UAS Minimum Aircrew Requirements
(D)-6
(D)-2: UAS Flight Scheduling Standards per 24-Hour Period
(D)-6
(D)-3: UAS Post-Mission Rest Requirements
(D)-7
(E)-1: Qualifications and Achievements
(E)-2
(E)-2: Summary of Total Flight Record
(E)-2
(E)-3: Operational Codes
(E)-8
(E)-4: Instrument Approach Codes
(E)-11
vii/(viii blank)
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COMDTINST M3710.1I
CHAPTER 1. OVERVIEW OF COAST GUARD AIR OPERATIONS
A. MISSION OF COAST GUARD AVIATION.
1.
Mission of Coast Guard Aviation. Official Coast Guard mission programs are
Guard Aviation is an operations and logistics component used to support
Coast Guard mission programs using all multi-mission air assets. Operational
response is the primary mission of Coast Guard aircraft. For this reason,
aircraft capabilities are founded primarily on Search and Rescue (SAR),
Enforcement of Laws and Treaties (ELT) and Marine Environmental Protection
(MEP), Defense Readiness, and other missions requiring operational
response.
Various aircraft types and models in the Coast Guard also perform a logistical
role, providing a variety of choices to tailor aviation support efficiently for
different requirements, including cargo and personnel transportation. Coast
Guard aviation is highly flexible and can be employed quickly to respond to
emergent situations. Assets can be expeditiously redistributed across the
country temporarily to provide a surge capability, or to respond to special
missions.
Coast Guard aircraft are assigned a specific number of program hours per
year. These hours are divided among the various mission areas supported by
Coast Guard aviation.
2.
Purpose. This Manual prescribes policy applicable to all aircraft operated by
the Coast Guard. It can be used as a guide to mission planning and execution,
as well as for the exercise of professional judgment by those in aviation and
those whose programs require aviation support.
The Chapters and Appendices to this Manual provide guidance to manage
aviation and are directive in nature. No provision of this Manual relieves
personnel of their duty to use sound judgment, or to take such emergency
action as the situation demands.
Operational Commanders and unit Commanding Officers are empowered to
use sound judgment to identify and implement additional training or techniques
not addressed herein in order to best satisfy unique mission requirements
of their units. Commanders implementing unit specific syllabi, or any
nontraditional training, techniques, and procedures shall inform the Office of
Aviation Forces, Commandant (CG-711).
3.
Procedures. Successful operations require the exercise of sound leadership
principles, good judgment, and common sense at all levels of command. When
the need arises, special instructions or waivers will be issued by Commandant
(CG-711). However, in the operational environment, mission demands may
require onscene deviation from prescribed Instructions or Policy when, in
the judgment of the Pilot-in-Command (PIC), such deviation is necessary for
flight safety or the saving of human life. Such deviation must not be taken
lightly and must be tempered by maturity and a complete understanding of the
aircraft, mission, and crew.
1-1
COMDTINST M3710.1I
4.
Generalization. Because of the need to generalize, wording such as
normally, etc., usually, and such as is employed throughout this Manual.
Words or clauses of this nature shall not be used as loopholes, nor shall they
be expanded to include a maneuver, situation, or circumstance which should
not be performed or encountered.
5.
Updates and Changes to this Manual. Proposed changes to this Manual shall
be submitted to Commandant (CG-711) via the requesting unit’s Commanding
Officer.
B. AUTHORITY AND CONTROL OF FLIGHTS.
1.
Primary Authority. The Commandant has primary authority for the operation
of aircraft in the Coast Guard under 14 U.S.C. §88 and §93.
2.
Clearance. A PIC receives clearance for a flight from the Commanding
Officer. For scheduled flights, this is accomplished through the flight schedule.
Nonscheduled flights obtain the permission of the Commanding Officer prior
to departure. When this is not possible, such flights may be authorized at a
lower level, refer to Chapter 2.
Either the Commanding Officer or the PIC may delay a mission if, in the
opinion of either, conditions are not safe. The PIC has final responsibility for
the safe conduct of the mission. Specific guidance as to authority for flights
is contained in Chapter 2. In the case of flights involving transportation of
passengers or cargo, guidance may be found in Chapter 5.
3.
Command and Control. Command and Control (C2) of Coast Guard aviation
assets is maintained in a strategic sense by Commandant, in an operational
sense by Area, District, and Sector Commanders, and in a tactical sense
by air station commanders and commanders of vessels with embarked or
deployed aircraft. Elements of C2 are delegated to a subordinate command,
such as an aviation detachment, when lines of communication are distant
or when it is critical to the completion of the mission to have command and
control in the actual theater of operations. Aviation missions are planned with
the concurrence of the appropriate operational commander having oversight
responsibility.
4.
Operational Control. Operational Control (OPCON) is the authority to
organize and employ aviation forces, assign tasks, designate objectives, and
give authoritative direction necessary to accomplish the mission. OPCON
includes authoritative direction over all aspects of Coast Guard operations
necessary to accomplish the missions assigned to the command. Additionally,
OPCON is the strategic management of an aviation force throughout a
wide Area Of Responsibility (AOR) to cover the spectrum of Coast Guard
requirements, from daily operational tasking to complex, large-scale
emergent response. OPCON resides with the Area Commander and is
typically delegated to the District Commander. Except for FORCECOM and
Headquarters aviation units, all air stations and the operations division of the
Aviation Training Center fall under the operational control of District or Area
Commanders. All Atlantic Area HC-130 aircraft are under the operational
control of the Area Commander; all other Coast Guard aircraft fall under the
operational control of the District Commanders.
1-2
COMDTINST M3710.1I
The Training Division of the Aviation Training Center falls under the operational
control of FORCECOM; the Aviation Logistics Center falls under the
operational control of Commandant (CG-4); and Air Station Washington falls
under the operational control of Commandant (CG-711). Additional units may
fall under operational control of FORCECOM or Commandant as directed by
the Deputy Commandant for Operations (CG-DCO).
5.
Tactical Control. Tactical Control (TACON) is the command authority for
aviation forces made available for tasking. TACON is limited to the detailed
direction and control of aviation resources in the operational area necessary to
accomplish assigned missions. TACON is inherent in OPCON, however the
OPCON authority may delegate TACON of a certain number of its assets to
another operational element without releasing OPCON. TACON of aviation
assets typically rests with the Commanding Officer of the air station for which
those assets are assigned. On all flights involving a TACON change, the time
and place of TACON shift shall be clearly defined. Normally, TACON of aircraft
and crews will shift to gaining unit upon first landing at the new operating
location. If this is impractical, or if improved oversight can be attained in
another manner, Commanding Officers of the units involved in the TACON
change shall agree to a clearly defined time or place of TACON shift.
6.
Administrative Control. Administrative Control (ADCON) is the responsibility
to administratively support operational personnel. ADCON includes personnel
management, logistics, maintenance support, individual and unit training,
discipline, and similar matters not included in the operational missions of
the subject organization. There are few situations where shifting ADCON of
Coast Guard aviation forces would be prudent. However, consideration may
be given to shifting ADCON of a cutter deployed helicopter for deployments
greater than 60 days.
7.
Coast Guard Academy Flight Club. The Coast Guard Academy supports the
Coast Guard Academy Flight Club and is responsible for the club’s activities.
This club operates under the rules and regulations established by the Federal
Aviation Regulations and is not governed by the policies delineated in this
Manual. Should a mishap or flight violation occur it will be investigated by the
appropriate office of the National Transportation Safety Board (NTSB).
8.
Execution. Execution of an aviation mission is accomplished at the lowest
level possible consistent with management and coordination of all assets
participating in the mission. If only a single aviation asset is involved, the PIC
is responsible for the execution of the mission.
For aviation missions involving multiple aircraft (e.g., fast roping, airborne
use of force) an Air Mission Commander (AMC) may be assigned by the unit
Operations Officer and will be responsible for the overall mission execution.
If aviation assets are operating jointly with surface or other assets, the AMC
shall be responsible for execution of the aviation portion of the mission.
HITRON issues the AUF-Noncompliant Vessel (NCV) AMC qualification prior
to operational AUF-NCV deployments or missions.
1-3
COMDTINST M3710.1I
If two or more aircraft are operating jointly for other missions (e.g., SAR), the
responsibility for the mission normally passes to the PIC of the aircraft with
the better communications capabilities. When working with surface forces,
responsibility for coordinating air and surface mission execution normally rests
with the surface element having the greatest communications capability.
9.
Aircraft Configuration Control. The Coast Guard has established an
Aircraft Configuration Control Board (ACCB) to review all proposed aircraft
equipment and modifications. Aircraft Configuration Control is one of the most
critical elements in ensuring the overall safety of aircraft, standardization
of aircraft/mission equipment, and logistical support of aircraft and aircraft
related systems. As such, no aircraft modifications or changes will be made
without specific authorization from Commandants (CG-41) and (CG-711)
and no inflight testing will be conducted without specific authorization from
Commandant (CG-711).
Any authorization to modify aircraft and/or conduct tests must consider a wide
range of factors including but not limited to:
• Structural loading
• Aerodynamic characteristics
• Weight and balance
• Electrical load analysis
• Aircraft performance
• Prototype installation and Developmental Test and Evaluation (DTE)
• Development of operating procedures and training
• Crew performance and ergonomics
• Trial installation and Operational Test and Evaluation (OTE)
• Electromagnetic Interference (EMI)/Electromagnetic Compatibility (EMC)
testing
• TEMPEST testing for COMSEC systems and equipment
C. TRANSPORTATION.
1.
General. Carrying passengers and cargo on Coast Guard aircraft is strictly
regulated. Because of the cost of operating aircraft and the public scrutiny
of passenger transportation, it is necessary to ensure passengers who ride
on Coast Guard aircraft do so in the Government’s interest and that it is the
most cost-effective means.
1-4
COMDTINST M3710.1I
The basic policy for transportation on Coast Guard aircraft is contained
in Office of Management and Budget (OMB) Circular A-126, Improving
the Management and Use of Government Aircraft and 41 CFR §300-304.
This policy is interpreted by DHS Aviation Management and Safety, MD
Department of Homeland Security, including Coast Guard aircraft. Coast
Guard specific interpretation and policy are contained in Chapter 5 of this
Manual. Federal and military regulations prescribe the method of carrying
hazardous materials aboard aircraft.
2.
Requests for Transport. When requesting transportation on Coast Guard
aircraft, the requesting agency or office must provide sufficient information so
that transportation feasibility may be determined. The general information
required to enter the determination process is in Chapter 5 of this Manual. It is
the responsibility of the requester of the transportation, not the Coast Guard
unit providing the transportation, to provide this information.
D. CONDUCT OF FLIGHTS.
1.
General. A variety of factors shape the manner in which flights are conducted.
Guidance concerning the conduct of flights on Coast Guard aircraft is divided
into mission planning and mission execution. This guidance may be found in
Chapter 3 and Chapter 4 of this Manual.
2.
Risk Management. Operational commanders, Commanding Officers, and
Aircraft Commanders shall carefully weigh the urgency of each mission and
assess the benefits to be gained versus the risks involved. For all missions,
potential risks to the aircraft and crew shall be weighed against risks to
personnel and/or property if the mission is not undertaken. Additionally, the
effects of exposing personnel to the additional risks associated with flight
operations shall be considered. This is an ongoing process that shall continue
until the mission is complete. The Risk Management Manual, COMDTINST
conducting Risk Management (RM).
While all possible contingencies cannot be addressed, the following
Paragraphs establish policy guidelines to be used in making risk versus gain
Paragraph 1.D.2.e. below contains descriptions of the missions.
a.
Warranted Risk for National Defense. Risk of damage to or sacrifice of
the aircraft and crew is acceptable if the gain is the defense of the United
States, its citizens, and/or installations. Accepting this risk for national
defense applies to flight activities performed during certain operational
Defense Readiness missions and certain Operational Ports, Waterways,
and Coastal Security (PWCS) missions.
1-5
COMDTINST M3710.1I
In all cases, the appropriate Rules of Engagement or Use of Force Policy
shall take precedence. RWAI aircraft operating under the TACON of NO-
RAD elements are guided by the Operation Noble Eagle Standing Rules
of Engagement. AUF-NCV rules of engagement are defined by the U.S.
b.
Warranted Risk for Search and Rescue. Crews carrying out SAR
missions, or any other evolving mission in which circumstances dictate a
rescue effort of persons or property, shall apply the following guidance
in making risk vs. gain decisions.
(1) Saving Human Life. If a mission is likely to save human life, it
warrants a maximum effort. When no suitable alternatives exist
and the mission has a reasonable chance of success, the risk of
damage to or abuse of the aircraft is acceptable, even though such
damage or abuse may render the aircraft unrecoverable. Probable
loss of the aircrew is not an acceptable risk.
(2) Preventing or Relieving Pain or Suffering. If a mission is likely to
prevent or relieve intense pain or suffering, or if it may result in the
possibility of saving human life, it warrants the risk of damage to
or abuse of the aircraft if recovering the aircraft can be reasonably
expected.
(3) Saving Property. If a mission is likely to save property of the
United States or its citizens, it warrants the risk of damage to the
aircraft if the value of the property to be saved is unquestionably
greater than the cost of aircraft damage and the aircraft is fully
expected to be recoverable.
c.
Warranted Risk for Missions Involving Law Enforcement and Evidence
Recovery. The possibility of recovering evidence and interdicting or
apprehending alleged violators of federal law does not warrant probable
damage to or abuse of the aircraft. This guidance applies to flight
activities performed during missions such as: Non-AUF Drug and Alien
Migrant Interdiction, routine PWCS, routine Defense Readiness, Marine
Environmental Protection, Living Marine Resources, and other routine
Law Enforcement missions.
AUF-NCV missions are not considered routine in nature and may warrant
the risk of damage to or abuse of the aircraft following the issuance of
a Statement of No Objection (SNO). The aircraft is fully expected to be
recoverable, and probable loss of the aircrew is not an acceptable risk.
d.
Warranted Risk for Logistics and Other Missions. Logistics or other
missions having little or no urgency shall not be prosecuted if they
expose the aircraft to hazards greater than those encountered during
the course of routine training missions. This guidance applies to flight
activities performed during missions such as: Marine Safety, Ice
Operations, ATON, and Waterways Management missions.
1-6
COMDTINST M3710.1I
e.
Warranted Risk Table. Table 1-1 below expands on the missions
pertinent level of warranted risk guidance Paragraphs.
Table 1-1. Coast Guard Mission Warranted Risk Reference Table
Mission
Activities and Functions
Warranted Risk Guidance
(refer to Sections listed)
Search and Rescue
Operate a national
Paragraph 1.D.2.b.
distress/response
communication system;
operate surface and air
assets; plan, coordinate, and
conduct search and rescue
operations for persons and
property in distress.
Marine Safety
Establish standards and
Paragraph 1.D.2.d.
conduct vessel inspections
to ensure the safety of
passengers and crew
aboard commercial vessels;
partner with states and
boating safety organizations
to reduce recreational
boating accidents and
deaths. Investigate marine
casualties; license U.S.
mariners.
Ports, Waterways, and
Conduct harbor patrols,
Paragraph 1.D.2.a. and
Coastal Security
complete vulnerability
Paragraph 1.D.2.c.
assessments, enforce
security zones, approve
vessel and facility
security plans and ensure
compliance, develop Area
Maritime Security Plans,
conduct risk assessments,
assess foreign port
antiterrorism measures
and other activities to
prevent terrorist attacks and
minimize the damage from
attacks that occur.
1-7
COMDTINST M3710.1I
Table 1-1. Coast Guard Mission Warranted Risk Reference Table Continued
Mission
Activities and Functions
Warranted Risk Guidance
(refer to Sections listed)
Drug Interdiction
Deploy cutters, aircraft,
Paragraph 1.D.2.c.
and deployable specialized
forces to conduct patrols,
interdict and seize maritime
drug trafficking vessels.
Migrant Interdiction
Deploy cutters and aircraft
Paragraph 1.D.2.c.
to prevent, disrupt and
interdict maritime smuggling,
and maritime migration by
undocumented migrants to
the U.S.
Defense Readiness
Conduct worldwide military
Paragraph 1.D.2.a.
and
operations in support of the
Paragraph 1.D.2.c.
National Military Strategy
and Department of Defense
(DoD). Deploy cutters, boats,
aircraft, and deployable
specialized forces in and
around harbors to protect
DoD force mobilization
operations in the U.S. and
expeditionary operations
overseas.
Ice Operations
Conduct Polar Operations
Paragraph 1.D.2.d.
to facilitate the movement of
critical goods and personnel
in support of scientific
requirements, national
security activities and
maritime safety. Conduct
domestic icebreaking
operations to facilitate
navigation and commerce.
Conduct International Ice
Patrol operations.
1-8
COMDTINST M3710.1I
Table 1-1. Coast Guard Mission Warranted Risk Reference Table Continued
Mission
Activities and Functions
Warranted Risk Guidance
(refer to Sections listed)
Aids to Navigation and
Maintain the extensive
Paragraph 1.D.2.d.
Waterways Management
system of U.S. aids
to navigation. Monitor
and coordinate marine
traffic in key ports and
waterways through Vessel
Traffic Services. Regulate
construction and operation of
bridges that span navigable
waters.
Marine Environmental
Prevent and respond to oil
Paragraph 1.D.2.c.
Protection
and hazardous substance
spills. Prevent illegal
dumping in U.S. waters.
Prevent invasions by aquatic
nuisance species.
Living Marine Resources
Safeguard U.S. living
Paragraph 1.D.2.c.
marine resources and their
environment, to include
protected species, protected
areas, and critical habitats,
from unlawful acts and
environmental degradation.
Other Law Enforcement
Protect the U.S. maritime
Paragraph 1.D.2.c.
borders, EEZ, and relevant
areas of the high seas
by detecting, deterring,
and interdicting foreign
vessels engaged in illegal
operations.
3.
Vessels.
1-9
COMDTINST M3710.1I
E. TRAINING AND STANDARDIZATION.
1.
Purpose. Training, qualification, proficiency, and readiness are essential to
the successful completion of all aviation missions. Pilots and aircrew must
maintain high levels of psychomotor skills to operate complex platforms safely
and successfully. Such skills rapidly deteriorate if not regularly exercised.
Through a combination of formal transition and upgrade training syllabi, annual
proficiency training, annual check flights, and recurrent training, aircrew
members maintain a high level of effectiveness and performance. Specific
training and aircrew designation requirements are discussed in Chapter 7.
2.
Standardization of Training and Procedures. Coast Guard Aviation uses
standardized training and procedures to ensure that flight operations are
conducted in the safest possible manner consistent with mission requirements.
Within any aircraft type and model, all aircrew follow the same checklists and
use the same procedures in clearly defined circumstances. By adhering to an
approved set of standard procedures for repetitive, routine tasks, aviators
create a discipline that ensures critical details are not overlooked. Necessary
precautions are always taken to ensure the well-being of the crew and the
aircraft.
3.
Standardization and Crew Formation. Standardization permits randomly
selected aviators to form a disciplined, coordinated crew on any aircraft in
which they have been designated and in any mission in which they have been
qualified.
4.
Standardization - Aviation Training Center. The Aviation Training Center
develops and promulgates standardized flight procedures. It evaluates
adherence to these procedures through annual Standardization Program
Visits to all operational units. These visits also examine the station’s
training program, ensure desired skills and standards are taught by qualified
instructors, review aviator proficiency, and provide refresher training
opportunities.
Standardization is also emphasized during one-week annual proficiency
checks of all operational pilots using visual flight simulators and Crew
Resource Management (CRM) training.
5.
Designations and Qualifications. A designation certifies that a pilot or aircrew
member has gained the training and experience necessary to perform basic
operation of a specified aircraft type and model, while a qualification certifies
that a member has gained advanced knowledge, skills, and abilities necessary
to perform specific missions in Coast Guard aircraft. Authorized designations
and qualifications are outlined in Chapter 7.
6.
Training Hour Targets. For operational units, at least 20 percent of all
Fixed-Wing (F/W) flight hours and 40 percent of Rotary-Wing (R/W) hours
should be dedicated to training. This allows for proficiency and the ability
to complete the various training and upgrade syllabi. At rotary-wing units
performing Aviation Special Missions, the training percentage might be higher
depending on the array of special missions assigned by that unit’s District
and Area Commander.
1-10
COMDTINST M3710.1I
F.
GUIDANCE TO MISSION PLANNERS.
1.
Coordinating Mission Requests. Mission requests should be submitted to
the operational commander as early as possible to be considered in periodic
planning processes. The operational commander will evaluate mission
requests and prioritize them based on guidance provided by Commandant
(CG-DCO), and will resource those missions based on program flight hours
allocated by Commandant (CG-711).
Once missions are identified and prioritized, the appropriate office coordinates
with the representatives of each air station to schedule known and anticipated
missions. The missions are allocated on the basis of the most suitable aircraft
to do the mission, the availability of the different types and model of aircraft,
and the number of funded flight hours available to accomplish the mission.
Commanders who request aviation support should understand that program
hours may limit the number of flight hours available to support a given mission.
Air stations will always respond to emergencies, but depending on the number
of flight hours remaining, they may be restricted in the number of flight hours
available to support more routine missions. A similar process occurs within
each Area.
2.
Coordinating Mission Requests Outside District or Area. When a unit plans
to use an asset located outside its district or area, the unit planner should use
a two-step process. First, make informal telephone inquiries to the command
center of the operational commander and to the operations department of the
air station owning the required assets. This serves to confirm that the asset
requested is the most suitable one, and to allow all parties to discuss any
considerations that may not be obvious (e.g., conflicts with other expected
tasking).
The second step is for the requesting unit to send a formal request for tasking
message via its district to the operational commander of the requested unit,
with informational copies to the Area Commander and the air station. Normally,
the operational commander sends a tasking message to the air station, and
formally authorizes direct liaison between the requester and the air station for
subsequent planning.
3.
Participation of Mission Experts. Participation of mission experts during the
planning and execution of a mission enhances mission effectiveness. Any
mission requiring a level of specialized expertise should include such an
expert in the planning and execution of the mission.
4.
Short Notice Mission Request Procedures. Unscheduled missions, missions
that need immediate response, or missions occurring at other than normal
working hours are requested through the appropriate district or area command
center. District units request aviation support through their own district
command center.
1-11
COMDTINST M3710.1I
5.
Short Notice Mission Requests Outside District or Area. Requests for aviation
assets under the responsibility of another District Commander are made via
the requesting party’s command center to the area command center and then
to the district command center having responsibility for the particular aviation
asset requested. If time is critical, the command centers may authorize direct
liaison with the air station.
6.
Requests Originating from Outside the Coast Guard. Routine requests from
non-Coast Guard parties for Coast Guard aviation support are best directed
through the Coast Guard program most clearly aligned with or likely to benefit
from the mission. The affected Coast Guard program will evaluate the request
and forward as appropriate through their chain of command to Commandant
(CG-DCO). If alignment with a Coast Guard program is not clear, the Office of
Aviation Forces, Commandant (CG-711) can serve as the initial entry point
for these organizations. Their requests will be directed to the appropriate
program for evaluation. Requests without alignment or benefit to a Coast
Guard program can still be approved but will generally require reimbursement.
Commandant (CG-711) will coordinate these requests.
Direct emergency requests for Coast Guard aviation support from
non-Coast Guard parties to the appropriate area command center, which
forwards the requests to the Coast Guard command center for coordinated
evaluation/approval.
Specific procedures for handling requests for the transportation of passengers
or cargo are discussed in Chapter 2 and Chapter 5 of this Manual.
7.
Mission Prioritization. When the demands for Coast Guard aviation assets
exceed the ability of the commander to fulfill each mission request, the
missions are prioritized in accordance with strategic planning Directives. The
highest priority is given to emergent threats. Threats to national security,
serious personal injury or loss of life, and major property loss are prioritized in
that order. Less emergent threats or threats that are judged less catastrophic
receive a lower mission priority.
Potentially large-scale pollution incidents need to be assessed as early as
possible. Depending on the circumstances, a major spill can be a national
security threat, a serious violation of federal law, a threat to life and property,
or a regional economic catastrophe. Mission support of such a threat should
receive very high priority. Routine missions, such as harbor patrols, may be
deferred or canceled if another mission with a higher priority occurs.
8.
Aircraft Characteristics. Take aircraft characteristics into account when
planning missions. Coast Guard aircraft fall into two broad categories:
fixed-wing and rotary-wing. These are further divided into Long-Range
Surveillance (LRS), Medium-Range Surveillance (MRS), Medium-Range
Recovery (MRR) and Short-Range Recovery (SRR) categories.
Mission-specific capabilities are discussed in Chapter 6; for more detailed
law enforcement capabilities, refer to the U.S. Coast Guard Maritime Law
capabilities are further described in the U. S. Coast Guard Addendum
1-12
COMDTINST M3710.1I
a.
Long Range Surveillance. Long-range surveillance aircraft satisfy
the ICAO/IMO SAR equipment definition of Extra-Long Range aircraft
(ELR). In optimal conditions, these aircraft have a 1500 NM action
radius plus 2.5 hours search remaining. Coast Guard HC-130s can
carry 75 passengers, up to 35,000 pounds of cargo or can be configured
to carry litters for medical patients. Planners should be aware that large
payloads decrease the range of the aircraft.
b.
Medium Range Surveillance. Medium Range Surveillance aircraft
satisfy the ICAO/IMO SAR equipment definition of Medium Range
Aircraft (MRG). In optimal conditions, these aircraft have a 400 NM
action radius plus 2.5 hours search remaining. The Coast Guard
HC-144 can carry 40 passengers, up to 9,400 pounds of cargo or can
be configured to carry litters for medical patients. The Coast Guard
HC-27J can carry 46 passengers, up to 13,000 pounds of cargo or can
be configured to carry litters for medical patients. Planners should be
aware that large payloads significantly decrease the range of the aircraft.
c.
Medium Range Recovery. Medium Range Recovery aircraft satisfy the
ICAO/IMO SAR equipment definition of Helicopter-Medium (HEL-M). In
optimal conditions, these aircraft have a 100-200 NM action radius and
a capacity for evacuating 6 to 15 persons. The Coast Guard MH-60
can land on National Security Cutters and some 270 foot cutters, and
can perform helicopter inflight refueling from any flight deck-equipped
cutter to extend range.
d.
Short Range Recovery. Short Range Recovery aircraft satisfy the
ICAO/IMO SAR equipment definition of Helicopter-Light (HEL-L). In
optimal conditions, these aircraft have a 100 NM action radius and a
capacity for evacuating 1 to 5 persons. The Coast Guard MH-65 can
land on any cutter with a flight deck and can perform helicopter inflight
refueling from those ships to extend range.
9.
Aircrew Utilization Standards. Aircrews are limited to specified crew mission
duty limits, which must be taken into account when planning protracted
missions. Aircrew utilization factors may be found in Chapter 3. UAS aircrew
utilization factors can be found in Appendix (D).
10.
Readiness. All Coast Guard air stations, except Air Station Washington,
maintain at least one BRAVO ZERO (B-0) aircraft at all times. Some air
stations may have more than one type of aircraft in a ready posture (i.e., one
rotary-wing and one fixed-wing aircraft).
B-0 aircraft are district or area assets. In the Pacific Area, all B-0 aircraft are
under the direct control of the districts. In the Atlantic Area, all HC-130s are
under the Operational Control (OPCON) of the area. All other aircraft in the
Atlantic Area in a B-0 status are controlled by the districts.
1-13
COMDTINST M3710.1I
11.
Airspace Restriction. Airspace restrictions can limit the ability of an aircraft
to operate in a given area. The airspace along the coastal United States is
controlled at different times by a variety of agencies, primarily the Federal
Aviation Administration (FAA), the Navy, and the Air Force. Examples include
control zones around busy airports and military warning areas. Depending on
the way the airspace is being used, Coast Guard aircraft may be restricted in
their access to portions of certain airspace.
If possible, make airspace reservations for pre-planned missions 24 hours in
advance. The entity having OPCON of an aircraft shall coordinate entry into
Department of Defense (DoD) Special Use Airspace.
For emergent missions, delays can occur before Coast Guard aircraft can
safely enter restricted airspace being used for activities that may pose a
hazard to flight. Examples include gunfire exercises, missile launches, air
combat maneuvering, etc.
12.
Communications, Navigation, Surveillance/Air Traffic Management (CNS/ATM)
Requirements. International or offshore flight operations can have unique
aircraft equipment requirements. Commanding Officers and PICs shall review
airspace CNS/ATM requirements and ensure compliance or adequate flight
management provisions with required capabilities in accordance with FAA,
ICAO, and DoD conventions and regulations. Commandant (CG-711) and
operational commanders shall be notified in the event that aircraft CNS/ATM
noncompliance results in an impact to CG flight operations.
While special handling and waivers for CNS/ATM compliance may be available
within ICAO conventions, CG aircrews shall not rely on waivers and special
handling from ATM facilities for flight planning and aircraft operations.
13.
Mission Objectives. Agree upon clear and realistic mission objectives
before a flight. This enables the aircrew to plan the most effective means for
accomplishing the mission, and it provides the customer with a reasonable
measure of the effectiveness of the sortie.
Changes to a mission while the aircraft is airborne often cannot be avoided,
but it must be understood that they come at the cost of time and fuel used to
revise the flight plan for the remainder of the sortie.
14.
Post-Mission Reports. Post-mission reports exchanged between the aviation
element and the supported element are fundamental parts of a satisfactory
mission. The complexity of the report depends on the scope of the mission.
A simple telephone call may be sufficient, or a formal written report may be
necessary. Besides being the means of transmitting the results of the mission,
the report should clarify any changes or problems encountered in meeting
the mission objectives.
Without an honest appraisal of the mission performance by both parties,
neither party has a basis or incentive to improve the manner in which a mission
is conducted in the future.
1-14
COMDTINST M3710.1I
CHAPTER 2. FLIGHT AUTHORIZATION AND CLEARANCE
A.
AUTHORITY FOR THE COAST GUARD TO OPERATE AIRCRAFT.
1.
Authority. The basic authority for the Coast Guard to operate aircraft is
contained in 14 U.S.C. §§ 2, 88 and 93. This authority is further embodied
in the Federal Travel Regulations, codified at 41 CFR Chapters 300-304.
Authority is also delegated under this Manual and other Coast Guard policies.
2.
Policies and Reporting Requirements. Office of Management and Budget
(OMB) Circular A-126, Improving the Management and Use of Government
Aircraft, DHS Management Directive 0020.1 (series), Aviation Management
and Safety and this Manual prescribe policies and reporting requirements
for the use of Coast Guard aircraft.
3.
Responsibility. The primary responsibility and authority for the operation of
Coast Guard aircraft is vested in the Commandant under 14 U.S.C. §§ 88 and
93. Coast Guard aircraft shall be operated only for authorized official purposes
and shall be used in the most cost-effective manner possible.
B.
AUTHORIZED OFFICIAL USES OF COAST GUARD AIRCRAFT.
1.
Mission Requirements Use. Use of Coast Guard aircraft for activities that
constitute the discharge of DHS or Coast Guard official responsibilities, which
may include authorized assistance to other government agencies. Mission
Requirements Use is normally conducted as the primary purpose of flight.
Authorized Mission Requirements Uses are defined and described by the
various Employment Categories in the Operational Reporting, COMDTINST
2.
Required Use Transportation. Use of Coast Guard aircraft as the primary
purpose of flight is reserved for certain Coast Guard officials or employees for
bona fide communications or security needs of the traveler’s organization or
exceptional scheduling requirements. All Required Use Transportation must
be approved in advance and in writing as described in Chapter 5.
3.
Other Transportation for Official Business. Coast Guard aircraft may be used
to transport passengers and/or cargo for Official Business. This transportation
may be approved only if such use is either cost effective or if no commercial
airline or aircraft service, including charter, is reasonably available to effectively
fulfill the transportation requirement. Policy on transportation of passengers for
official business is specified in Chapter 5.
4.
Reimbursable Use. The Coast Guard enters into Reimbursable Use
agreements with other government agencies in which the cost of the service
provided must be recovered. Also, there are situations in which use of
Coast Guard aircraft by private entities requires reimbursement. Current
rates can be found in Reimbursable Standard Rates, COMDTINST 7310.1
in Chapter 5.
2-1
COMDTINST M3710.1I
C. AUTHORITY TO APPROVE, DIRECT, AND INITIATE FLIGHTS.
1.
Area and District Commanders. Area and District Commanders are
delegated the authority under the DHS Management Directive, 0020.1 (series)
Aviation Management and Safety, to approve and direct flights in support of
assigned missions (Mission Requirements Use). The Deputy Commandant for
Operations (CG-DCO) is delegated the authority to approve and direct flights
of headquarters units in support of assigned missions.
2.
Commanding Officers. Commanding Officers of units with tactical control of
aircraft have authority to approve flights for Mission Requirements use; this
approval is embodied by signing the unit flight schedule. This authority can
be delegated no lower than the assigned Operations Officer. Flights may
be initiated in accordance with local procedures when prior approval is not
practicable (e.g., Search and Rescue missions). Such flights shall be approved
by the assigned Operations Officer or higher authority as soon as possible.
The Commanding Officer of a unit with aircraft permanently assigned shall be
an active duty Coast Guard aviator. In the Commanding Officer’s absence the
authorities of this Manual shall be delegated to the next successive aviator
below the Commanding Officer within the chain of command, no lower than
the assigned aviation Operations Officer.
3.
Transportation Flights. Transportation authority guidance is provided in
Chapter 5 for passengers and cargo. For situations not specifically covered in
this Manual, obtain guidance and approval from the appropriate District or Area
Commander via the chain of command. Forward requests for air transportation
that cannot be resolved at these levels to Commandant (CG-711) by the
concerned District or Area Commander.
4.
Flight Test Programs. Flight test programs to evaluate new equipment
or aircraft configurations are prohibited without specific authorization from
Commandant (CG-711). Maintenance test flights, which are authorized as
discussed in Chapter 4, are not to be confused with the flight test programs
prohibited by this Paragraph.
Aircraft modifications require close coordination between Commandant
(CG-711), (CG-41), (CG-1131), and Aviation Logistics Center (ALC) to
ensure that airworthiness certification, flight clearance authorization and flight
evaluations are completed in a safe and systematic manner. Flight clearance
authority resides with Commandant (CG-711) and participation of non-Coast
Guard pilots and/or aircrew in developmental test and/or operational evaluation
flights must be authorized in writing by Commandant (CG-711).
Before test flights in which a USCG aviator will be flying with a non-USCG
aviator (e.g., joint USCG/NAVAIR certification or joint USCG/Original
Equipment Manufacturer test flights), complete a thorough preflight briefing
covering airframe model specific differences, requisite flight test maneuvers,
emergency procedures, checklists and CRM issues, at a minimum.
2-2
Table 2-1. Flight Operation Approval Authorities
Flight Type
Approval Authority
Criteria for Approval
Additional Requirements
Mission
Commanding Officers of
Purpose of the flight is one of the
Approval authority may be delegated no lower
Requirements
Coast Guard air stations
authorized mission requirements uses
than the Operations Officer.
and cutters with aircraft
as defined and described by the various
embarked or deployed.
Employment Categories in Operational
Required Use
Secretary of Department of
Use of the government aircraft is required
DHS Secretary has made administrative
(blanket approval)
Homeland Security.
because of bona fide communications
determination that all official travel on Coast
or security needs of the agency or
Guard aircraft by DHS Secretary, Deputy DHS
exceptional scheduling requirements.
Secretary, Commandant, Vice Commandant,
Atlantic Area Commander, and Pacific Area
Commander qualifies for blanket approval as
Required Use.
Required Use
The Judge Advocate General
Use of the government aircraft is required
Must be requested in writing, in the form of a
(USCG personnel,
(TJAG) or Deputy Judge
because of bona fide communications
memorandum providing sufficient evidence to
case-by-case)
Advocate General (DJAG) of
or security needs of the agency or
demonstrate the required use criteria.
the Coast Guard.
exceptional scheduling requirements.
Requests must be routed in advance of travel
to TJAG/DJAG through the Chain of Command
and Commandant (CGLGL). TJAG/DJAG will
provide Commandant (CG-711) a copy of all
written documentation approving Required Use
for filing with the flight record.
Required Use
Senior or deputy legal
Responsibility of the Coast Guard directorate
(Non-USCG agency
official of the respective
coordinating the flight to provide Commandant
officials)
Department or Agency
(CG-711) with written documentation approving
must approve Required Use
the transportation of all personnel outside the
Transportation.
Coast Guard for filing with the flight.
Table 2-1. Flight Operation Approval Authorities Continued
Flight Type
Approval Authority
Criteria for Approval
Additional Requirements
Transportation
Must be approved at
The actual cost of using Coast Guard
The transportation must be approved in
Primary Purpose
least one organizational
aircraft, based on the in-government rate
advance and in writing.
(Flight originating
level above the person(s)
listed in Reimbursable Standard Rates,
within NCR)
traveling, but no lower than
Must also have the concurrence of the entity
the Vice Commandant.
than the cost of using commercial airline
having OPCON of the aircraft.
or aircraft (including charter) service;
Transportation
Must be approved at
or
Headquarters, Area, or District offices that
Primary Purpose
least one organizational
No commercial airline or aircraft (including
coordinate flights under this section must
(Flight originating
level above the person(s)
charter) service is reasonably available.
forward all documentation of cost justification
outside NCR)
traveling but no lower
In this context, reasonably available
to Commandant (CG-711). Air stations will
than the appropriate Area
means service to meet the traveler’s
provide Commandant (CG-711) all associate
Commander.
departure and/or arrival requirements
passenger manifests not recorded in ALMIS.
Transportation
Requires review by
within 24-hour period unless the traveler
Primary Purpose
Commandant (CG-711)
demonstrates in writing extraordinary
(HQ aviation unit
to determine the appropriate
circumstances require a shorter period.
personnel, ALC or
approval authority.
APO)
Transportation
Requires approval one
Primary Purpose
organizational level above
(Cargo)
the unit requesting the cargo
transportation.
COMDTINST M3710.1I
D.
PERSONNEL AUTHORIZED TO PILOT COAST GUARD AIRCRAFT.
1.
Coast Guard Aviators. Except for operational orientation flights as permitted
in Chapter 5 of this Manual, only Coast Guard aviators designated in type and
model or in training to become designated in type and model are authorized to
manipulate the controls and pilot Coast Guard manned and unmanned aircraft.
2.
Other Military Aviators. Commanding Officers may assign aviators of another
service, aviators assigned as a Foreign Exchange Pilot, or aviators certified
as Test Pilots for DTE or OTE operations as a pilot in a Coast Guard aircraft
without prior authorization so long as they are designated and qualified in
type and model. Any such assignment shall be reported by the Commanding
Officer to Commandant (CG-711) via the chain of command. The command
shall retain a description of the conditions and an account of the circumstances
leading to the assignment.
3.
Civilian Contract Pilots (CCP). Civilian pilots may be assigned to operate
Coast Guard aircraft when employed under an active government contract
supporting maintenance, test, ferry, logistics, or training requirements. CCPs
shall not be assigned to operational missions. Commandant (CG-711) shall
approve the inclusion of a CCP in any Coast Guard contract. Guidance for
eligibility and training requirements is provided in Contractor’s Flight and
E.
PERSONNEL AUTHORIZED TO COMMAND COAST GUARD AIRCRAFT.
1.
Authorized Command Personnel. A Coast Guard aircraft shall be flown
only under the command of the pilot authorized to make the flight. Normally,
authorization is granted by the Commanding Officer of the unit to which the
aircraft is assigned. When a Coast Guard aircraft is temporarily located at
another Coast Guard unit, the Commanding Officer of that unit may deviate
from this requirement when the aircraft’s use is deemed essential and fully
qualified flight crewmembers are available. The Commanding Officer of the
unit to which the aircraft is permanently assigned shall be advised of the
aircraft’s status and the estimated duration of the requirement.
2.
Pilot-in-Command. The Pilot-in-Command (PIC) is defined as the pilot who
has been assigned, by proper authority, to take charge of the aircraft and be
responsible for a specific flight or mission.
The PIC accepts the aircraft by signing the Preflight Record. If a flight must
depart when a PIC has not been assigned, the senior pilot holding the
designation of Aircraft Commander (AC) or First Pilot (FP), in that order, shall
be the PIC. Omission of this act will not in itself nullify the status of the PIC.
Normally, the PIC is the pilot in the aircraft holding the highest designation in
type and model. If both pilots hold the same designation, the PIC is the pilot
with the highest qualification required for the mission. If both pilots hold the
same designation and qualification, the PIC is the senior pilot. If an Instructor
Pilot or Flight Examiner is required to manipulate or guard the controls for the
primary mission, then the required Instructor Pilot or Flight Examiner shall be
the PIC. When a Civilian Contract Pilot (CCP) is assigned with an active duty
pilot holding the same designation, the active duty pilot shall be the PIC.
2-5
COMDTINST M3710.1I
a.
Pilot-in-Command Responsibilities. The PIC is responsible for the
professional, safe, orderly, efficient and effective performance of the
aircraft, aircrew and passengers during the entire mission, whether it is
a single sortie from home station or many sorties while deployed away
from home station. This responsibility exists from the time the PIC first
enters the aircraft with intent for flight, until leaving it upon completion
of the mission.
b.
Pilot-in-Command Authority. To carry out this responsibility, the PIC
has the authority to direct all aircraft and aircrew activities during the
mission, including periods between sorties. The PIC has flight clearance
authority as described in this Chapter as well as the authority to modify
planned missions to provide for the safety of the crew and the airframe.
It is imperative that all members of the flight crew be aware of the PIC’s
identity and authority. The successful completion of the mission or the
safety of the crew and aircraft may be jeopardized if any crewmember
doesn’t know who is in command or fails to recognize the PIC’s authority
and act accordingly.
c.
Exceptions. The authority and responsibility of the PIC of a Coast
Guard aircraft are independent of rank or seniority in relation to other
persons taking part in that flight, except as detailed in the following
Paragraphs.
(1) Commanding Officer. The Commanding Officer of a Coast Guard
aviation unit, or other aviator in tactical command, retains full
authority and responsibility regarding his or her command. This
includes the flight in which the aviator in tactical command is
participating.
(2) Acting Aviator in Tactical Command. When the Commanding
Officer (or other aviator senior to the PIC and in the aircraft’s tactical
chain of command) assumes direct command of the aircraft, that
officer assumes responsibility for the safe and orderly conduct of
the flight. Any subsequent flight rule violations, mishap reports,
or other actions arising from the flight will refer to that officer, the
acting aviator in tactical command, as the PIC for the remainder
of the flight.
d.
Transfer of Pilot-in-Command Authority/Responsibility for Manned
Aircraft. The authority and responsibility of the PIC of manned aircraft
will not normally be transferred to another individual. A transfer of PIC
authority and responsibility may be authorized only by the Commanding
Officer of the unit to which the aircraft is attached, or by a higher
authority within the unit’s operational chain of command.
2-6
COMDTINST M3710.1I
Deviations from this policy are authorized only as required by emergency
or military necessity. The fact that the PIC of an aircraft may give up
the actual physical control of the aircraft to another pilot does not alter
the basic assignment of authority and responsibility for the flight. For a
series of flights constituting one operation (e.g., ferry, deployment), the
initially assigned PIC shall retain the authority and responsibility for the
aircraft until the operation has been concluded.
3.
Crewmember Status. The status and crew position assignment of each
individual participating in a flight must be clearly understood by the entire
aircrew before the flight. This information must also be specifically recorded
on the crew list or passenger manifest for the flight. The senior crewmember
present in a separate compartment shall be clearly identified to the other
crewmembers in that compartment.
4.
Air Mission Commander. An Air Mission Commander (AMC) may be
assigned when deemed necessary by the Commanding Officer for complex
missions using more than one aircraft, single aircraft AUF-NCV operations
or Unmanned Aerial Systems operations. The AMC is normally the senior
ranking Aircraft Commander assigned to the mission. For AUF-NCV missions,
the pilot shall hold an AUF-NCV Air Mission Commander Qualification. The
AMC is responsible for the overall effective and safe execution of the mission
ensuring detailed preplanning, mission coordination and mission briefing
are completed. The AMC has the authority to direct all aircraft and aircrew
activities for the duration of the mission. Each aircraft PIC retains the authority
and responsibilities for their assigned aircraft as stated in Paragraph 2.E.2.a.
F.
FLIGHT CLEARANCE AUTHORITY FOR COAST GUARD AIRCRAFT.
1.
Clearance. Clearance, as used in this Paragraph, is defined as military
permission to execute a definite aircraft movement. It is not to be confused
with Air Traffic Control clearance.
2.
Basic Clearance. Clearance for flights of Coast Guard aircraft is based
on the nature of the mission, condition of the aircraft and crew, and the
actual/expected weather and other conditions at all points in the proposed
flight.
a.
Authority. Clearance authority for aircraft flights is granted to
Commanding Officers of units with aircraft assigned and to the PIC for
assigned missions. Commanding Officers can delegate authority for
clearance to officers under their commands. Clearance authority for
Coast Guard aircraft operating from other military activities is normally
retained by the Coast Guard through the PIC.
b.
Restrictions. The Commanding Officer of a Coast Guard unit with
aircraft assigned shall not permit a Coast Guard aircraft to depart when
he or she believes the safety of the proposed flight is unduly jeopardized
by the weather, condition of the aircraft or other known factors, or when
such departure would constitute a violation of regulations.
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COMDTINST M3710.1I
c.
Emergency Security Control of Air Traffic (ESCAT). ESCAT is an
emergency preparedness plan that prescribes the joint action to be
taken by appropriate elements of the Department of Defense (DoD), the
Department of Transportation (DOT) and the Department of Homeland
Security (DHS) in the interests of national security. The plan defines the
authorities, responsibilities, and procedures to identify and control air
traffic within a specified air defense area during air defense emergencies,
defense emergency, or national security conditions. Flight operations
vital to national defense, as determined by appropriate military
commanders, will be given priority over all other military and civil aircraft.
Whether or not USCG aircraft are permitted to fly under ESCAT depends
on the level of ESCAT imposed by the North American Aerospace
Defense Command (NORAD) as defined under the ESCAT Air Traffic
Priority List. During ESCAT implementation, Commandant (CG-711)
coordinates with DoD, DOT, and DHS on behalf of the Coast Guard and
disseminates operational guidance to units as soon as available. Units
shall maintain a current copy of ESCAT in their operations center.
d.
Delay of Missions. The final decision to delay a mission may be made
by either the Commanding Officer or PIC when, in the opinion of either
individual, conditions are not safe to start or continue a mission.
Final responsibility for the safe conduct of the mission rests with the PIC.
If the assigned PIC refuses a mission, it will not depart until that PIC is
satisfied that conditions have improved or such necessary corrective ac-
tions have been taken that the mission can proceed safely. Another PIC
and crew shall not be assigned to take the same mission under the same
conditions without the specific approval of the Commanding Officer of the
aviation unit to which the PIC is assigned. This authority may not be del-
egated. Due consideration must be given to the urgency of the mission
and the new crew’s ability to proceed safely on the mission under the ex-
isting conditions before a change in PIC and crew may be approved.
3.
Clearance for Malfunctioning or Damaged Aircraft. If a precautionary
landing is made away from home station for observed or suspected aircraft
malfunctions or damage, the PIC shall ensure that a proper inspection of
the aircraft is conducted by competent maintenance personnel and the
results reported to the home station’s engineering officer or other qualified
maintenance officer.
Further flight without the approval of the appropriate clearance authority, as
given in Paragraph 2.F.3.a. and Paragraph 2.F.3.b., is prohibited.
a.
Minor Malfunctions and Nonstructural or Cosmetic Damage. If the
engineering officer or other qualified maintenance officer has evaluated
the reported malfunction to be minor and not a threat to the safety of
the crew or aircraft, the Commanding Officer is authorized to clear
the aircraft for further flight. If the aircraft has been damaged and the
engineering officer or other qualified maintenance officer has evaluated
the damage to be nonstructural or cosmetic, the Commanding Officer
may clear the aircraft for further flight.
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COMDTINST M3710.1I
Only in the most unusual circumstances should the aircraft be cleared for
further flight without the specific approval of the Commanding Officer.
b.
Major Malfunctions and Actual or Suspected Structural Damage. If a
major malfunction or structural damage is found or suspected and further
flight is required, the Commanding Officer or his/her representative shall
brief Commandant (CG-711) and Commandant (CG-41) on the extent
of the damage and recommended action. Commandant (CG-711), with
technical concurrence from Commandant (CG-41), will be the clearance
authority for further flights of aircraft with actual or suspected structural
damage or major malfunction.
4.
Clearance for Aircraft Operating in the National Capital Region. When
operating within the Washington, DC special flight rules area, all aircraft shall
comply with 14 CFR §93 subpart V, Washington, DC Metropolitan Area Special
Flight Rules Area (SFRA), and any associated FDC NOTAMs. For aircraft not
assigned to Air Station Washington, Air Station Atlantic City, or the NCRAD
facility, Commandant (CG-711) shall be notified prior to landing at any airport
within the Washington, DC SFRA.
Furthermore, Commandant (CG-711) approval is required for all aircraft
landing at Ronald Reagan National Airport (KDCA) except aircraft assigned to
or in direct support of the following missions:
• Air Station Washington VIP transportation
• Transportation of individuals granted blanket Required Use
• National Capital Region Air Defense (NCRAD)
• Continuity of Operations (COOP)
Coast Guard Auxiliary aircraft are prohibited from entering the Flight Restricted
Zone (FRZ).
G. MISSION ESSENTIAL PERSONNEL ABOARD NON-COAST GUARD
AIRCRAFT.
1.
Approval. As used in this Section, approval is defined as military permission
to employ mission essential Coast Guard personnel on aircraft not operated
by the Coast Guard.
2.
Approval Authority. A commanding officer or officer in charge may authorize
assigned personnel to fly aboard non-Coast Guard aircraft for operational
missions.
Flights by mission essential personnel aboard non-Coast Guard aircraft shall
be limited to the minimum necessary to accomplish assigned missions.
a.
Non-Coast Guard Aircraft. For the purposes of this Section, other
aircraft are those not operated by the Coast Guard and include the
following:
• Aircraft operated by other military services.
• Aircraft operated by Coast Guard Auxiliary personnel.
2-9
COMDTINST M3710.1I
• Aircraft operated by Civil Air Patrol, Federal, state, and local govern-
mental agencies.
• Aircraft operated by civilian aviation service providers.
However, this Section does not apply to flights aboard air carriers as de-
fined in 14 CFR §121 and 135 of the Federal Aviation Regulations.
b.
Personnel Applicability. Refer to Paragraph 4.J. for additional
requirements.
3.
Air Carrier Selection. Coast Guard personnel utilizing commercial aircraft
while on official business shall travel aboard civilian aircraft operated by
aviation service providers certified at a minimum under 14 CFR §135,
Operating Requirements: Commuter and On Demand Operations.
Whenever practicable, use civilian aircraft by vendors which have been
inspected and certified by either the Department of Defense’s Commercial
Airlift Review Board (CARB) or the Department of the Interior’s National
Business Center Aviation Management Directorate (NBC-AMD). Approved
providers can furnish documentation of approval.
Over-water flights on other single engine, single-piloted aircraft (fixed or
rotary) shall be limited to daytime and Visual Flight Rules (VFR), as defined
in 14 CFR §91, only.
2-10
COMDTINST M3710.1I
CHAPTER 3. FLIGHT AND MISSION PLANNING
A. FLIGHT PLANNING PROCEDURES.
1.
Preflight Planning Requirements. At a minimum, the PIC shall be familiar with
applicable performance data at all intended and alternate airfields, weather
for the route of flight, fuel reserve requirements, aircraft weight and balance,
flight restrictions as applicable to MEDEVAC missions, NOTAMs, special use
airspace, Air Defense Identification Zones and foreign clearance requirements
relevant to the mission.
Prior to any flight, the PIC shall ensure that all required risk management
analyses are performed per the Risk Management Instruction, COMDTINST
2.
Performance Data. The PIC shall assess departure, destination, and
alternate field conditions, and all en route segments to ensure the flight
complies with aircraft flight manual performance requirements.
a.
Departure Climb Gradient. The PIC of any fixed-wing aircraft shall
ensure the aircraft meets or exceeds the published climb gradient with
one engine inoperative for the departure method being used. When no
climb gradient is published, the aircraft must be able to climb at 152 feet
per nautical mile (2.5 percent) or greater with one engine inoperative.
Departures may use visual obstacle avoidance (see-and-avoid) in lieu of
meeting the required climb gradient with Commanding Officer approval.
b.
En route Performance. For each segment of the flight, the PIC shall
assess the effect of wind, temperature, forecast icing, density altitude,
terrain elevation, aircraft gross weight, and potential engine loss on
aircraft performance.
3.
Weather Briefing. Obtain an aviation weather briefing before all flights.
Acceptable sources of weather data include government-sanctioned aviation
weather services and dedicated aviation weather subscription services.
If a weather briefing cannot be obtained prior to departure and the weather
conditions are at or above the minimums required for departure, the flight may
proceed. The PIC shall contact an appropriate facility for weather information
as soon as practicable after takeoff.
4.
Instrument Flight Rules (IFR) Flights. Before an IFR flight, obtain and record
a comprehensive weather briefing. This weather briefing shall include all items
(applicable to the route of flight) contained in a Standard Briefing as defined in
the Aeronautical Information Manual (AIM). Retain IFR flight planning weather
information recorded at a Coast Guard unit for 90 days.
5.
Fuel Reserve Requirements. Fuel reserve shall be at least that required for
45 minutes of flight after reaching the alternate (for fixed-wing aircraft) or 20
minutes of flight after reaching the alternate (for rotary-wing aircraft).
In any case, fuel carried on departure will be at least ten percent more than
that required to reach the alternate airfield via the destination.
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COMDTINST M3710.1I
Consider meteorological factors, mission requirements, and any known or
expected traffic delays when computing fuel reserves. Additional fuel reserve
requirements, in lieu of a destination alternate for remote locations, are
discussed in Paragraph 3.C.9. of this Chapter.
6.
Weight and Balance. Prior to any flight, the PIC shall ensure that a weight
and balance calculation has been completed based on the actual loading of
the aircraft. The PIC shall also be familiar with any anticipated evolutions
during the flight that will significantly change aircraft weight and balance (e.g.,
evolutions involving embarkation of passengers/survivors, aerial deliveries
of equipment, personnel, significant fuel burn or dumping, etc.) and comply
with limitations.
Leave a copy of the completed weight and balance form with a responsible
individual on the ground and file a copy with the completed flight plan, unless:
• The unit has completed a standard loading weight and balance form within the
last twelve months, and the aircraft is loaded in accordance with that standard
loading, or
• The aircraft is capable of recording weight and balance data on a crashworthy
recorder.
Retain completed weight and balance forms for 90 days at the aircraft’s home
unit. Conduct an inventory of all station aircraft in accordance with the Weight
7.
NOTAMs. The PIC shall be familiar with all NOTAMs and Temporary Flight
Restrictions (TFRs) for the planned route of flight.
8.
Special Use Airspace. All flights shall adhere to 14 CFR §73 for entry into
and operations within special use airspace.
All operations within Warning Areas shall be coordinated with the controlling
agency prior to entry. Two-way communications with the controlling agency
shall be maintained when practicable.
9.
Air Defense Identification Zones. The PIC is responsible for coordinating
entry into and operations within Air Defense Identification Zones.
10.
Foreign Clearance Procedures. Coast Guard aircraft shall comply with the
DoD Foreign Clearance Manual. The PIC shall confirm that required foreign
clearances for aircraft, cargo, and personnel have been obtained.
11.
Customs, Agriculture, and Immigration. Commanding Officers shall ensure
that all aircrews comply with applicable customs, immigration, public health,
and agriculture regulations.
12.
Flight Plans. The PIC of a Coast Guard aircraft shall file a written or
computerized domestic, military, or ICAO flight plan prior to each flight, except
when departing on an urgent SAR, National Defense, Law Enforcement or
Homeland Security mission, a local VFR flight, or when required for operational
security. The PIC is responsible for closing out any active flight plans.
3-2
COMDTINST M3710.1I
File an IFR or VFR flight plan for any transit, training, or logistics missions
flown outside the unit’s designated AOR. Provide a detailed route of flight
and RM briefing to the designated Operations Officer or higher command
authority prior to departure.
a.
Local VFR Flights. For VFR flights scheduled to return to the flight’s
point of origin, complete the Local Clearance, Mission Route Section
of the Pre-Mission and Service Record within ALMIS Electronic Asset
Logbook (EAL). A paper Pre-Mission and Service Record may be
substituted if required due to EAL malfunctions.
b.
En route Stops. Flights making en route stops need not file a new flight
plan or local flight clearance form if all of the following criteria are met:
• Intermediate stops are entered, in order of intended landing, on the
flight plan filed at the original point of departure.
• Personnel to be picked up or discharged are either noted on the orig-
inal flight plan or on a current passenger manifest that is left at each
intermediate stop.
• The pilot-in-command remains unchanged.
c.
Formation Flight Plans. One flight plan may be filed for a formation of
aircraft proceeding as a unit under Visual Meteorological Conditions
(VMC).
d.
Flight Rules. Flights of Coast Guard aircraft shall be conducted in
accordance with IFR, whenever practical.
When operating under VFR, use radar advisory services to the fullest
extent practical.
e.
Copies of Flight Plans. A copy of each filed flight plan shall be left with
the aircraft home unit or with base operations, the airport manager, or
other responsible person at the point of departure. Copies filed at Coast
Guard units shall be retained for 90 days.
13. Passenger Manifest Requirements. Before any flight, the PIC shall file a copy
of an accurate crew and passenger list with a responsible person, showing
name, grade, and service (if military), duty station, and status aboard the
aircraft (passenger or crew). Where it is not practicable to leave the crew
and passenger list with someone on the ground, an appropriate ground radio
station shall be advised of the personnel aboard as soon as possible.
Manifests may be recorded in ALMIS or on paper and shall be retained by the
aircraft’s home unit for no less than seven years.
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COMDTINST M3710.1I
B. FLIGHT PLANNING - AIRCREW.
1.
Minimum Pilot Designation Requirements. All pilots must be designated in
type and model. An AC shall be assigned as the PIC of aircraft on difficult or
unusual missions, all air intercept and AUF missions, and on flights scheduled
to carry passengers. Special limitations apply to pilots on Duty Involving Flying
Proficiency (DIFPRO) orders, refer to Chapter 8.
a.
All Two-Pilot Aircraft. Normally, either of the following is required to
meet minimum pilot assignment requirements for two-pilot aircraft:
• An AC and a CP
• Two FPs
Further guidance is provided below for assignment of pilot aboard two-
pilot aircraft.
(1)
Training Flights. For two-pilot aircraft, the minimum pilot
assignment requirements for training flights are:
• For flights during an approved pilot qualification syllabus under
Visual Flight Rules (VFR), the student need not hold a CP desig-
nation.
• For training flights other than pilot instruction, under daylight VFR,
an FP and a CP may be assigned together. The FP shall neither
relinquish the pilot’s seat to the CP, except in an emergency, nor
relinquish control of the aircraft when at an absolute altitude below
500 feet.
• Special authorization for Aviation Training Center (ATC) instruc-
tors to conduct training flights under Instrument Flight Rules (IFR)
with student pilots not yet qualified as CPs is provided in Para-
graph 3.B.1.c.
• IFR departures which require a departure alternate are not au-
thorized for training flights or flights with a FP in command.
(2)
Maintenance Flights. At a minimum, an AC and an FP are
required aboard two-pilot aircraft for maintenance flights. A
Commanding Officer may authorize a CP in lieu of the FP on a
calculated risk basis. When practicable, assign an aeronautical
engineering officer to test flights of unit aircraft; however, it is not
necessary for the aeronautical engineering officer to be the PIC.
For further guidance and restrictions on aircrew assignments for
maintenance flights, refer to Chapter 4.
(3)
Ferry Flights. For ferry flights, the minimum required pilot
assignment consists of an AC and a CP.
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COMDTINST M3710.1I
(4) Pilot Augmentation. Maximum scheduling standards can be
augmented by an additional pilot. When pilot augmentation is
required, the minimum pilot assignment requirements are:
• Two ACs and a CP or FP
• One AC and two FPs
The PIC retains authority for the flight regardless of crew rotation.
Maximum individual flight time and crew mission time limits still
apply.
b.
Short Range Recovery (SRR) Helicopters . Normally, one of the
following is required to meet minimum pilot assignment requirements
for aircraft authorized for single-pilot operation:
• Under daylight VMC, an AC or an FP is the minimum required. A SRR
aircraft may be flown by a student pilot who has been designated Safe
for Solo by the unit Commanding Officer.
• Under night VMC, the minimum requirement is an AC and a CP or two
FPs. When mission urgency dictates, an AC alone may be authorized
by the Commanding Officer. This authority may not be delegated.
• Under Instrument Meteorological Conditions (IMC), an AC and a CP,
or two FPs, are required.
Further guidance is provided below for assignment of pilot aboard aircraft
authorized for single-pilot operation.
(1) Training Flights. For SRR helicopter training flights, the minimum
pilot assignment requirements are:
• Under daylight VMC - CP, but only when engaged in an upgrade
syllabus flight as part of that syllabus.
• Under night VMC - An AC and a CP, or two FPs; or when the Com-
manding Officer determines that adequate illumination is avail-
able to provide visual reference, an AC and a student pilot en-
gaged in syllabus instruction may be authorized.
• Special authorization for Aviation Training Center instructors to
conduct training flights under IMC with student pilots not yet qual-
ified as CPs is provided in Paragraph 3.B.1.c.
• IFR departures which require a departure alternate are not au-
thorized for training flights or flights with a FP in command.
(2) Maintenance Flights. For SRR helicopter Maintenance flights, an
AC is required. When practicable, an aeronautical engineering
officer shall be assigned to test flights of unit aircraft, however, it is
not necessary for the aeronautical engineering officer to be the PIC.
For further guidance and restrictions on aircrew assignments for
maintenance flights, refer to Chapter 4.
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COMDTINST M3710.1I
(3) Ferry Flights. For SRR helicopter at least an AC and a CP are
required.
The Commanding Officer may authorize a single-pilot ferry flight in
day VMC if the mission is conducted within the unit’s AOR or point
to point on one sortie. The PIC must be AC qualified and current in
the type and model of the aircraft.
c.
Special Authorization for Aviation Training Center. Flight under
instrument conditions may be conducted by Training Division (TRADIV)
instructors and students engaged in a pilot training syllabus provided
that each airport where flight operations are to be conducted has a
ceiling of 500 feet or better and visibility of at least one mile, or meets
approach minimums, whichever is higher.
2.
Minimum Pilot Qualification Requirements. For all missions, the PIC shall
hold the appropriate qualification for the mission to be performed.
A second pilot shall be assigned that is qualified for the mission to be
performed, with the following exceptions:
• For operational SAR missions and SAR training during day VMC, a second
pilot in an aircraft is not required to hold a Basic SAR qualification. For he-
licopter hoisting operations, the pilot in the right seat shall hold a Basic or
Advanced SAR qualification unless flying with an Instructor Pilot for a SAR
syllabus flight.
• For Vertical Surface hoisting missions, a second pilot is not required to hold
an Advanced SAR - Vertical Surface qualification.
• For shipboard-helicopter operations, a second pilot is not required to hold
a shipboard-helicopter qualification; for SRR, single-pilot operations may be
performed per Paragraph 3.B.1.b. of this Chapter.
• For basic Fast Roping training missions, the second pilot is not required to
hold a FR qualification.
• For CBR training missions, the second pilot is not required to hold a CBR
qualification.
Pilots in a DIFPRO status may stand SAR alert duty if they have previously
held an AC designation and Advanced SAR qualification in the aircraft
type and model to be flown, have a current Basic SAR qualification, have
completed local RM/OPHAZARD training, and have approval of the air station
Commanding Officer.
Pilots in a DIFPRO status performing duties as the Pilot Monitoring or Pilot
Flying at night or during IMC approaches to a hover over water, hovering over
water, and instrument takeoffs from the water status shall hold a Basic SAR
qualification, or be in the Basic SAR syllabus flying with an IP.
A pilot under instruction may be unqualified in that mission while completing
an appropriate qualification syllabus.
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COMDTINST M3710.1I
3.
Minimum Aircrew Assignment Requirements. The Paragraphs below
prescribe the minimum aircrew required in addition to the minimum pilot
requirements described in this Chapter for Coast Guard aircraft/missions.
Crew positions are described in Chapter 8 of this Manual. Commanding
Officers or PICs are authorized to require additional personnel based on unit
or mission needs.
For aircraft types and missions not indicated, Commandant (CG-711)
prescribes the minimum crew requirements. The minimum crew described in
the flight manual is defined as the minimum number of persons required to
operate the aircraft safely.
a.
MH-60 and MH-65 Minimum Aircrew. Minimum aircrew requirements
for the MH-60 and MH-65 are prescribed in Table 3-1.
Table 3-1. MH-60 and MH-65 Minimum Aircrew Requirements
Mission
BA
BH
FM
RS
FR
TAC-FR
PM-A
Comments
SAR/MEDEVAC
Requirement for RS
may be waived at
CO’s discretion.
A FM-VS and a
RS-VS are required
•
•
for Vertical Surface
hoisting missions.
Additional RS, HS
or FS for MEDEVAC
missions at CO’s
discretion.
Airborne Use of
The PM-A must
Force
be qualified for the
assigned mission
(e.g., AUF-NCV).
•
•
The BA requirement
can be fulfilled by the
PM-A if he/she is BA
qualified in type.
Fast Roping
•
Tactical Fast Roping
For training events,
requirement for PM-A
•
•
may be waived at
CO’s discretion.
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COMDTINST M3710.1I
Table 3-1. MH-60 and MH-65 Minimum Aircrew Requirements Continued
Mission
BA
BH
FM
RS
FR
TAC-FR
PM-A
Comments
Nonpersonnel
hoists or cargo sling
operations
•
(e.g., HIFR/
VERTREP/
External Loads)
RWAI
A RWAI qualified
aircrew is required for
all RWAI missions.
(Exception: A
•
single BA/FM under
instruction as part
of the RWAI Aircrew
Syllabus meets this
requirement.)
All other missions
A FM is required for
•
all personnel hoists.
b.
HC-130H Minimum Aircrew. Minimum aircrew requirements for the
HC-130H are prescribed in Table 3-2.
In addition to the requirements in Table 3-2, a navigator shall be assigned
to any flight that will:
• Encounter Instrument Meteorological Conditions (IMC).
• Conduct any portion of the flight on an IFR flight plan.
• Use area navigation (INS and/or GPS) as primary flight path guidance.
• Be flown at night (sunset to sunrise).
• Conduct aerial deliveries.
• Conduct a full acceptance or full functional check flight in accordance
Table 3-2. HC-130H Minimum Aircrew Requirements
Mission
BA
DM
LM
R
N
FE
SSO
TSO
Comments
SAR/Patrol
•
•
•
•
•
MEDEVAC
The R requirement can be
fulfilled by a N.
•
•
•
•
Additional RS, HS, or FS
for MEDEVAC missions
at CO’s discretion.
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COMDTINST M3710.1I
Table 3-2. HC-130H Minimum Aircrew Requirements Continued
Mission
BA
DM
LM
R
N
FE
SSO
TSO
Comments
CASPER
The BA or DM
Sensor Operations
requirement can be
fulfilled by the SSO if
•
•
•
•
•
•
he/she is BA or DM
qualified in type and
model.
CASPER
The BA or DM
Tactical Operations
requirement can be
fulfilled by the SSO if
•
•
•
•
•
•
•
he/she is BA or DM
qualified in type and
model.
Cargo
The R requirement can be
fulfilled by a N.
When carrying less
•
•
•
than 500 pounds
of nonpalletized or
nonwheeled cargo, the
LM may be replaced by
a BA.
All other missions
When carrying more
than 50 passengers, an
additional BA shall be
•
•
stationed in the cargo
compartment during
takeoff and landing.
c.
HC-130J Minimum Aircrew. Minimum aircrew requirements for the
HC-130J are prescribed in Table 3-3.
Table 3-3. HC-130J Minimum Aircrew Requirements
Mission
BA
DM
LM
MSO
MSO
Comments
1
2
SAR/Patrol
Minimum crew can be LM and BA
•
•
if the LM is DM qualified.
Operations using
When circumstances dictate,
Mission Systems
•
•
•
•
requirement for a second MSO
may be waived at CO’s discretion.
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COMDTINST M3710.1I
Table 3-3. HC-130J Minimum Aircrew Requirements Continued
Mission
BA
DM
LM
MSO
MSO
Comments
1
2
Cargo/Passenger
A LM is required for all flights
carrying wheeled or palletized
cargo (except the mission system
pallet), cargo loads that exceed
500 pounds, flights involving
more than 10 passengers,
•
•
whenever floor loading limits
are in question, or anytime
transporting dangerous goods
with passenger restrictions or
segregation requirements as
defined by the AFMAN 24-204.
All other missions
Additional RS, HS, or FS for
•
MEDEVAC missions at CO’s
discretion.
d.
HC-144 Minimum Aircrew. Minimum aircrew requirements for the
HC-144 are prescribed in Table 3-4.
Table 3-4. HC-144 Minimum Aircrew Requirements
Mission
BA
DM
LM
MSO
MSO
Comments
1
2
SAR/Patrol
•
•
Operations using
When circumstances dictate,
Mission Systems
•
•
•
•
requirement for a second MSO
may be waived at CO’s discretion.
Cargo/Passenger
A LM is required for all flights
carrying wheeled or palletized
cargo (except the mission system
pallet), cargo loads that exceed
500 pounds, flights involving
more than 10 passengers,
•
•
whenever floor loading limits
are in question, or anytime
transporting dangerous goods
with passenger restrictions or
segregation requirements as
defined by the AFMAN 24-204.
All other missions
Additional RS, HS, or FS for
•
MEDEVAC missions at CO’s
discretion.
3-10
COMDTINST M3710.1I
e.
HC-27J Minimum Aircrew. Minimum aircrew requirements for the
HC-27J are prescribed in Table 3-5.
Table 3-5. HC-27J Minimum Aircrew Requirements
Mission
BA
DM
LM
MSO
MSO
Comments
1
2
SAR/Patrol
Minimum crew can be LM
•
•
and BA if the LM is DM
qualified.
Operations using Mission
When circumstances
Systems
dictate, requirement for
•
•
•
•
a second MSO may be
waived at CO’s discretion.
Cargo/Passengers
A LM is required for all
flights carrying wheeled or
palletized cargo (except
the mission system pallet),
cargo loads that exceed
500 pounds, flights
involving more than
•
•
10 passengers, whenever
floor loading limits are
in question, or anytime
transporting dangerous
goods with passenger
restrictions or segregation
requirements as defined
by the AFMAN 24-204.
All other missions
Additional RS, HS, or FS
•
for MEDEVAC missions at
CO’s discretion.
4.
Crew Utilization. For SAR missions in which saving life is probable, crew
utilization requirements of this Paragraph may be waived by Commanding
Officers on a calculated risk basis. This authority may not be delegated. It
should be understood that flight safety will be affected with a corresponding
rise in mishap potential. Advise cognizant operational commanders of the
situation and action taken.
For other missions, only Commanding Officers of aviation units are authorized
to waive the crew utilization requirements of this Paragraph to move an aircraft
or a deadheading flight crew to or from a staging area. This authority may
not be delegated. Where an exceptional operational requirement exists,
the Commanding Officer may initiate the waiver on a calculated risk basis.
Otherwise, a request for a waiver shall originate only from the PIC.
3-11
COMDTINST M3710.1I
a.
Command Responsibility. Prescribed limits are necessary for safe
Coast Guard air operations. More conservative limits may and should
be imposed at all command levels when deemed advisable. As these
limits are approached, time available for ground duties necessarily will
be reduced. Such consequences must be anticipated and accepted
during periods of heavy flight activity.
b.
Responsibility of Flight Crewmembers. Crew utilization standards
impose limits upon operational commanders in order to improve mental
and physical readiness of flight personnel. Individual benefits derived
depend upon the proper use of off duty time to ensure good mental
and physical condition.
It is the moral and military responsibility of each flight crewmember to
engage only in those off duty activities that will allow the crewmember to
report to duty fully rested. It is impossible for the Commanding Officer
or cognizant department head to be aware of how crewmembers use off
duty time.
Ensure all flight crewmembers are aware of these provisions. Individual
flight crewmembers shall advise the Operations Officer whenever he or
she is approaching, or has reached, the prescribed limits.
c.
Aircrew Flight Scheduling Standards. Within any consecutive 24 hour
period, avoid scheduling a flight crewmember to exceed the hourly limits
shown in Table 3-6. Avoid extending flights scheduled for the maximum
time allowed except for urgent mission requirements.
A new 24-hour period will begin any time a flight crew or non-crewmember
has completed ten hours rest, regardless of duty status. Do not calculate
deadhead time as part of rest time.
Table 3-6. Flight Scheduling Standards per 24-Hour Period
Aircraft Type
Individual Flight Hours
Crew Mission Hours
Rotary-Wing Single-Pilot
6
12
Rotary-Wing Multi-Pilot
8
12
Fixed-Wing Unpressurized
8
12
Fixed-Wing Pressurized
12
16
Rotary-Wing Multi-Pilot (CBR)
4
6
Fixed-Wing Pressurized (CBR)
4
8
(1) Reverse Cycle Operations. Unless a flight crewmember has
night adapted, the member may not be scheduled for more than
two consecutive nights of reverse cycle operations. The Flight
Scheduling Standards and Rest Requirements of Table 3-6 and
Table 3-7 apply to reverse cycle operations.
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COMDTINST M3710.1I
(2) Alert Duty Limits. Flight crewmembers shall not be assigned
alert duty for more than 24 consecutive hours; alert duty is limited
to 12 consecutive hours if adequate crew rest facilities are not
available. Flight crewmembers shall have at least 10 hours off
duty immediately before assuming alert duty, however specific
exceptions may be authorized by the Commanding Officer on a
calculated risk basis.
(3) Strip and Special Alert Duty Limits. Flight crewmembers shall not
be assigned strip or special alert for more than 12 consecutive
hours (with adequate crew rest facilities) or eight consecutive hours
(without adequate crew rest facilities). They shall have at least 10
hours off duty immediately before assuming strip alert duty.
(4) Simulator and Aircrew Weapons Trainer Limits. Simulator, Aircrew
Weapons Trainer (AWT) and Cockpit Procedures Trainer events
may be scheduled anytime after aircraft events. However, aircraft
events are not authorized within the 12 hour period immediately
after simulator or AWT events. An event is defined as any time
spent in the simulator with visuals or motion turned on.
d.
Post-Mission Rest Requirements. After a flight in which accumulated
times total those in Table 3-7, a crewmember shall be required to take no
less than the indicated number of off-duty hours before being assigned
as an aircrew member. These rest requirements shall be applied
whenever an aircraft is safely on the ground or flight deck, regardless of
engine or rotor operation or intent for further flight. Individual flight hours
and crew mission hours, listed in Table 3-7, are cumulative unless 10
hours of rest are completed between sorties, regardless of duty status. If
adequate crew rest facilities are not available between multiple sorties,
crew mission time shall continue to accrue. Off duty time must allow a
minimum of 8 hours of bed rest.
For any crew day that ends in a time zone that is four or more hours
different from where it began, required hours off duty listed in Table 3-7
shall be increased by three hours.
One half of the number of flight hours spent deadheading shall count as
crew mission time. Deadheading shall not be calculated as part of crew
rest time.
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COMDTINST M3710.1I
Table 3-7. Post Mission Rest Requirements
Fixed-Wing
Rotary-Wing/Single Pilot
Hours Off Duty
Fixed-Wing
Individual
Crew Mission
Individual
Crew Mission
Flight Hours
Hours
Flight Hours
Hours
8.0-9.9
12.0-12.9
6.0-6.9
10.0-10.9
10 (12) *
10.0-11.9
13.0-14.9
7.0-7.9
11.0-11.9
12 (18) *
12.0+
15.0+
8.0+
12.0+
15 (24) *
NOTE: Alternate Off Duty Standards (*) are to be used if the individual flight hours or
crew mission hours in this table are achieved for two or more consecutive days.
For single-pilot fixed-wing and rotary-wing ferry operations, use fixed-wing
standards.
e.
Extended Period Duty Limits. When the tempo of operations requires
individual flight time in excess of the extended period duty limits listed
in this Paragraph, flight personnel shall be closely monitored and
specifically cleared by the aviation unit Commanding Officer on the
advice of a flight surgeon.
(1) Duty Limits.
(a) Deployed Aircrews. A flight crewmember may remain in a
duty status indefinitely as long as they have not exceeded
an average of four flight hours per day for the previous
seven days (including days prior to deployment) and has
not exceeded individual flight hours or crew mission hours
in Table 3-7. If the average flight hours per day exceed
four hours during any seven consecutive days, then the
crewmember shall be relieved from all duty for no less than
24 hours.
(b) Non-deployed Aircrews (including all RWAI). A flight
crewmember shall be relieved from all duty (including
collateral duties) for no less than 24 consecutive hours at
least once during any eight consecutive days (192 hours).
(2) Seven-Day Hour Limit. A flight crewmember shall not fly as a
crewmember more than 50 hours in any seven consecutive days.
(3) Thirty-Day Hour Limit. A flight crewmember shall not fly as a
crewmember more than 125 hours during any 30 consecutive days.
(4)
365-Day Hour Limit. A flight crewmember shall not fly as a
crewmember more than 1100 total military/civilian hours during
any 365 consecutive days.
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COMDTINST M3710.1I
(5) Cross-decking Aviation Detachments (AVDETs). The decision
to move AVDETs between cutters should be carefully weighed
against all mission requirements, logistical concerns, and crew
fatigue. Area commands shall be notified anytime the movement
of AVDETs between cutters will extend their consecutive days at
sea beyond 30 days.
5.
Alcohol Consumption. Aviation personnel are restricted from aerial flight for
12 hours after last alcohol use and must have no residual effects. This includes
the use of low and no-alcohol beer. Residual effects include light-headedness,
headache, fatigue, nausea, visual alteration/distortion, and lack of alertness.
6.
Medication. Personnel engaged in flight operations shall not take any
medication/supplement unless prescribed and/or approved by a flight surgeon
or other qualified aviation medicine provider in accordance with the Coast
aeromedical policy letters on medication use.
7.
Restrictions on Blood and Bone Marrow Donations. Aircrew personnel shall
obtain permission from the Commanding Officer before donating blood or bone
marrow. Aircrew personnel shall be grounded following blood or bone marrow
donations. Return to flight status shall be in accordance with the Coast Guard
8.
Hypobaric Exposure. The following restrictions to flight following low pressure
chamber flights or accidental hypobaric exposure apply:
• Flight personnel shall not perform flight duties for 12 hours after exposure to
low pressure chamber flight in excess of 30,000 feet. They may fly during
the 12 hours as passengers in aircraft where cabin altitude does not exceed
10,000 feet.
• Individuals who have experienced a reaction to decompression (i.e., vasomo-
tor collapse, unconsciousness, bends, etc.) shall be immediately referred to
a flight surgeon or other qualified aviation medicine provider.
9.
Hyperbaric Exposure. Under normal circumstances, flight personnel shall not
fly or participate in low pressure chamber flights within 24 hours following
Self-Contained Underwater Breathing Apparatus (SCUBA) diving, compressed
air dives, or high-pressure chamber evolutions.
Where an urgent operational requirement dictates, flight personnel may fly
within 12 hours of SCUBA diving, provided no symptoms of decompression
sickness or air embolism as described in the Coast Guard Aviation Medicine
subject is examined and cleared for flight duties by a flight surgeon or other
qualified aviation medicine provider.
Emergency Breathing Device training does not limit personnel from flight or
Low Pressure Chamber training. The duration and depth of training is not
normally sufficient to produce symptoms of decompression sickness or air
embolism.
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COMDTINST M3710.1I
10. Vision. Aviation personnel are required to have at least 20/20 vision while
performing flight duties. Aviators required to fly with corrective lenses or
contact lenses to correct to 20/20 must have in possession a backup pair
of corrective lenses. Pilots shall not wear contact lenses during single-pilot
operations. If prescribed, Helicopter Rescue Swimmers shall wear the
prescription lens mask. Refer to Section 1.C.13 of the Coast Guard Aviation
C. FLIGHT PLANNING - WEATHER.
1.
Meteorological and Navigation Planning Facilities. Commanding Officers
shall ensure that adequate meteorological and flight planning facilities are
provided for the use of their assigned aircrews. Operations Watch Standers
shall notify airborne crews of changing weather conditions. The requirements
for reporting shall be promulgated in unit standing orders.
2.
Application of Actual and Forecasted Weather. All flights shall comply with
the weather requirements of this Section based on the actual weather at the
point of departure, the forecast weather en route, and the forecast at both the
destination and alternate for the period beginning one hour before until one
hour after the estimated time of arrival (ETA) at each point.
Existing weather can be used as a basis for clearance when forecast weather
is unavailable and if the pilot’s analysis of available data indicates satisfactory
conditions for the planned flight.
3.
Instrument Meteorological Conditions and Instrument Flight Rules Flight
Plans. File an Instrument Flight Rules (IFR) flight plan for all flights which
may expect to encounter IMC in controlled airspace on any portion of the
planned route. For local area operations, an IFR flight plan is not required if a
Special VFR clearance is obtained.
4.
Takeoff Minimums. Published nonstandard takeoff minimums apply to all
missions except operational Rotary-Wing Air Intercept (RWAI).
The following standard takeoff minimums apply in the absence of published
nonstandard minimums for the departure airport:
• Meteorological visibility of one half statute mile for nonoperational missions.
• Meteorological visibility of one quarter statute mile for operational missions.
When urgency of the mission dictates, the Commanding Officer of the parent
unit may authorize a takeoff below these minimums. This authority may be
delegated to deployed Aircraft Commanders. Consideration must be given to
obstacle/terrain clearance, departure alternate, emergency landing capability,
equipment limitations, and pilot ability.
5.
RWAI Weather Requirements. For operational RWAI missions, there are no
takeoff minimums. To conduct an intercept, the intercepting aircraft shall have
the target of interest in sight and remain clear of clouds with no less than one
statute mile of flight visibility.
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COMDTINST M3710.1I
For RWAI training missions, the interceptor and the Track of Interest (TOI)
aircraft shall maintain VFR cloud clearances while in the training area. The
minimum visibility for RWAI training missions is 3 NM. The TOI altitude shall
allow for a minimum of 1,500 feet between the TOI aircraft and cloud bases or
next cloud layer when operating VFR over-the-top. The minimum hard deck
for training intercept is 1,000 feet Above Ground Level (AGL).
6.
Departure Alternate Requirements. When departure airport weather is above
takeoff minimums but below approach minimums, a departure alternate is
required that meets weather requirements described in Paragraph 3.C.10.
of this Chapter (Alternate Airport Minimums (Departure and Destination)).
An airport shall be selected and indicated on the flight plan that meets the
following criteria:
• Two-engine aircraft: not more than one hour from the departure airport at
single-engine cruising speed computed for no wind conditions.
• Four-engine aircraft: not more than two hours from the departure airport at
three-engine cruising speed computed for no wind conditions.
The aircraft must be capable of climbing to and maintaining MEA with one
engine inoperative while en route to the departure alternate.
If the departure airport is not served by an instrument approach, a departure
alternate is required unless departure airport weather allows a visual approach
at the departure airport.
IFR departures which require a departure alternate are not authorized for
training flights or flights with a FP in command.
7.
Destination Forecast Unavailable or Below Minimums. No clearance shall be
authorized for destinations at which there is no Terminal Aerodrome Forecast
available, or the forecast weather will be below compatible approach minimums
(ceiling and visibility) upon arrival unless an alternate airport is available at
which forecast weather conditions are equal to or better than the following:
For fixed-wing aircraft:
• Ceiling is at least 2,000 feet above the airport elevation or at least 400 feet
above the lowest compatible approach minimum, whichever is higher.
• Visibility is at least three statute miles.
For rotary-wing aircraft:
• Ceiling is at least 1,000 feet above the airport elevation or at least 400 feet
above the lowest compatible approach minimum, whichever is higher.
• Visibility will be at least two statute miles.
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COMDTINST M3710.1I
8.
Destination Alternate Requirements. An alternate destination is required
on all instrument flight plans if the intended point of landing does not have a
serviceable approach procedure or when the forecast weather at the first point
of intended landing (for each point of intended landing on a stopover flight
plan) does not meet the following conditions for the period one hour before to
one hour after the ETA:
For fixed-wing aircraft:
• Ceiling is at least 2,000 feet above the airport elevation, or 400 feet above
the lowest compatible approach minimum, whichever is higher.
• Visibility is at least three statute miles.
For rotary-wing aircraft:
• Ceiling is at least 1,000 feet above the airport elevation or at least 400 feet
above the lowest compatible approach minimum, whichever is higher.
• Visibility is at least two statute miles.
9.
Destination Alternate Not Available. If the destination is an island or other
remote location where an alternate is unavailable, the Commanding Officer of
the unit to which the aircraft is attached will determine the amount of holding
time that must be planned in lieu of an alternate; in no case shall this be less
than one hour. This holding time is in addition to the fuel reserve requirements
outlined in Paragraph 3.A.5. of this Chapter.
10.
Alternate Airport Minimums (Departure and Destination). The weather at the
departure alternate must be at or above the specified weather at departure
time and forecast to remain so for one hour after ETA at the departure
alternate. Weather at the destination alternate must be forecast to be at
or above the specified weather from one hour before to one hour after ETA
at the destination alternate.
For fixed-wing aircraft, weather must be equal to or better than published
nonstandard alternate minimums. If none are specified, the ceiling must
be at least 800 feet and visibility two statute miles for airports served by a
compatible non-precision approach, and ceiling at least 600 feet and visibility
two statute miles for airports served by a compatible precision approach; but
weather at the alternate shall not be lower than the lowest compatible circling
minimums as specified in current flight information publications.
For rotary-wing aircraft, the ceiling must be at least 200 feet above the
minimum for the approach to be flown, and visibility at least one statute mile
but not less than the minimum visibility for the approach to be flown.
If an airport is designated as Alternate/Not Authorized (e.g., indicated by
triangle-A/NA in US Government charts), weather at the alternate must meet
those allowing descent from the MEA, approach and landing under basic VFR.
11.
Shipboard Operations. Weather criteria for conducting shipboard operations,
including takeoff, landing, Vertical Replenishment (VERTREP), and
Helicopter Inflight Refueling (HIFR), are published in the Shipboard-Helicopter
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COMDTINST M3710.1I
12. Flight in Icing Conditions. Flight in icing conditions shall be conducted in
accordance with the applicable aircraft flight manual.
13. Turbulence and Thunderstorms. Flight in turbulence shall be conducted in
accordance with the aircraft flight manual. All flights shall avoid thunderstorms.
Fixed-wing flights shall avoid areas of known (reported or verified) severe
turbulence and extreme turbulence. Rotary-wing flights shall avoid areas of
moderate or greater intensity turbulence.
14. Volcanic Ash Precautions. Avoid aircraft operations in the general area of
volcanic activity. Since volcanic dust may extend for several hundred miles,
flights should be planned well clear of the area and, if possible, the flight
path should be above or on the upwind side of the volcanic dust. Aircraft
which have encountered volcanic dust shall not be cleared to fly until suitable
maintenance inspections have been accomplished.
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COMDTINST M3710.1I
CHAPTER 4. CONDUCT OF AIRCRAFT OPERATIONS
A. FLIGHT DISCIPLINE.
1.
Purpose. Flight discipline is the resolve to safely employ an aircraft within
operational, regulatory and organizational guidelines while using a systematic
approach to track and validate the path of the aircraft and the actions of
fellow crewmembers. Flight discipline recognizes the ever present potential
for human error due to (1) the limitations of human performance; (2) the
challenging and complex aviation environment and (3) the multifaceted
interactions among flight crewmembers and aircraft technology. Flight
discipline creates and maintains flight safety through CRM core competencies.
2.
Crew Duties. All flight crewmembers are duty bound to implement and employ
flight discipline defined behaviors without hesitation in all situations. Each
crewmember contributes to mission accomplishment through the effective and
efficient completion of their assigned crew duties and shall also monitor and
back up other crewmembers to ensure the accurate accomplishment of their
duties. To create and maintain aircraft flight safety while executing the mission,
all crewmembers shall perform their specific flight duties:
• The primary responsibility of the pilot flying (PF) is to control the flight path of
the aircraft, including monitoring automated systems if engaged. It is the PF’s
secondary responsibility to monitor non-flight path associated tasks such as
aircraft systems, navigation, radio communications, and the activities of other
crewmembers. The PF shall not allow the secondary responsibility to interfere
with the primary responsibility of controlling and monitoring the aircraft’s flight
path.
• The primary responsibility of the pilot monitoring (PM) is to monitor the flight
path of the aircraft, including monitoring automated systems if engaged, and
execute appropriate backup. It is the PM’s secondary responsibility to com-
plete non-flight path associated tasks such as aircraft systems, navigation,
radio communications, and the activities of other crewmembers. The PM
shall not allow the secondary responsibility to interfere with the primary re-
sponsibility of monitoring the aircraft’s flight path.
• The primary responsibility of flight crews is to execute their assigned duty in
aircraft cabin and monitor the flight path of the aircraft during critical phases
of flight.
Aircraft type communities shall define the specific crewmember duties within
their respective aircraft flight manual. Additionally, specialized missions such
as RWAI may require deviations from standard flight control responsibilities.
These known deviations shall be addressed by the mission specific TTP
manuals and routinely evaluated by the ATC Mobile Aviation Special Missions
Division.
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COMDTINST M3710.1I
3.
Checklist Use. Checklists shall be used in all aircraft except those specifically
exempted by Commandant (CG-711). The use of checklists is mandatory.
If a Commandant (CG-711) approved electronic checklist is used, there must
be a paper copy within arm’s reach ready for immediate availability. In the
absence of a Coast Guard promulgated checklist, the most recent checklist
provided in the appropriate flight manual shall be used.
Local modifications to checklists, including partial completions without specific
intent for flight operations, are not authorized without approval of Commandant
(CG-711). Rapid response checklists must be published and approved for use
at individual units by Commandant (CG-711).
4.
Standard Phraseology. The use of standardized phraseology promotes
effective communication and increases team efficiency. To maintain shared
situational awareness among flight crews, crewmembers shall announce
changes in flight path and/or aircraft configuration. Aircraft type communities
shall define the standard phraseology and specific levels of automation
verbalized within aircraft flight manuals.
5.
Critical Phases of Flight. Critical phases of flight are aircraft operations where
the consequences of deviation increase and safety margins decrease. Critical
phases of flight include but are not limited to:
• All ground operations involving aircraft movement.
• Takeoff, approach, and landing.
• Anytime a checklist is in progress.
• Immediately prior to level off during climb/descent under IFR.
• Fixed-wing flight operations below 1,500 feet AGL, except when in cruise
flight.
• Hover operations.
• Below 300 feet AGL/AWL during approach or departure from a hover.
• As directed by the PIC.
All flight crewmembers will employ the sterile cockpit rule to minimize
distractions during critical phases of flight. This rule is not solely limited to the
personnel physically located in the cockpit area of the aircraft, as the title may
indicate, but this rule applies to everyone on the aircraft. No person shall
engage in any conversation or activity that could distract or interfere with a
flight crewmember properly conducting their assigned duties during critical
phases of flight. This rule does not preclude emergency procedure training.
During critical phases of flight the PM shall be able to immediately take control
of the aircraft if necessary. The PM shall announce any control inputs that
assist or limit the flight control inputs of the PF.
6.
Two-Challenge Rule. During the normal course of operations, if any
crewmember challenges the actions of the pilot flying and does not receive an
appropriate acknowledgment after a second challenge, the pilot monitoring
shall initiate a change in control of the aircraft.
4-2
COMDTINST M3710.1I
7.
No-Challenge Rule. If the pilot monitoring feels the aircraft is in extremis and
immediate action is required for the safety of flight, the pilot monitoring shall
initiate the appropriate control input in lieu of the Two-Challenge Rule while
verbalizing the control inputs and hazardous condition (e.g., left turn, traffic,
my controls). Once the hazard is cleared, positive aircraft control shall be
definitive (e.g., clear of the hazard, your controls).
8.
Automation. The purpose of aircraft automation is to assist the flight crew
with mission accomplishment. Flight crews delegate flight path and aircraft
system functions to balance workload and optimize situational awareness. The
level of automation used at any specific time should be the most appropriate to
(1) safely control the flight path of the aircraft; (2) assist flight crew workload;
(3) maintain shared situational awareness among the flight crew; and (4)
enhance mission effectiveness. Flight crews shall adhere to the following
automation principles:
• Flight crews have the final and ultimate authority over the automation for con-
trolling the aircraft flight path and monitoring aircraft systems.
• Aircraft automation shall not command flight crew actions but recom-
mend/suggest appropriate actions, and the flight crew shall determine the
proper course of action.
• Flight crews shall know their current aircraft automation level, and how that
automation level affects their workload and shared situational awareness.
• Flight crews shall be proficient in operating the aircraft at, and transitioning
between, all levels of automation.
• If aircraft automation provides unexpected commands to the flight controls,
flight crews shall revert to lower levels of automation, or manual flying, as
necessary, before resolving any problems with the automation.
Since the automation interface is unique to the aircraft, aircraft type
communities shall define the specific levels of automation within their
respective aircraft flight manual.
9.
Automation Flight Discipline . Advanced technology aircraft with automated
systems require high levels of crew coordination to prioritize tasks and
effectively manage workload. Successful crew coordination is accomplished
through standardized procedures and flight discipline. To maintain appropriate
levels of automation situational awareness, flight crews shall adhere to the
following:
• Ensure the duties of all flight crewmembers using automated systems are
clearly defined, briefed, and understood.
• Maintain constant awareness of cockpit automation modes in all phases of
flight.
• Crosscheck other flight crewmembers’ Flight Management System (FMS)
data or flight guidance system inputs for completeness and accuracy.
• Use standard phraseology for advising current automation status, any
changes to the automation status or aircraft systems status.
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COMDTINST M3710.1I
• Perform normal systems monitoring duties in conjunction with utilizing advi-
sories from automated alert systems.
Ensure that automation systems data entry does not detract from the primary
responsibility of controlling and monitoring the aircraft flight path, refer to
Crew Duties.
10.
Operating the Flight Controls. Pilots shall constantly know who is operating
the aircraft as PF and PM and ensure both roles are occurring throughout
the flight. Flight control transfer between PF and PM shall be announced
verbally and conducted in a clear and direct manner. The PF is responsible for
controlling the flight path until the PM acknowledges PF duties.
Specialized missions such as RWAI may require deviations from standard
flight control responsibilities. These known deviations shall be addressed by
the mission specific TTP manuals and routinely evaluated by the ATC Mobile
Aviation Special Missions Division.
a.
Control Guarding and Defensive Posturing. During critical phases
of flight the pilot monitoring shall have his or her hands and feet in a
position to immediately take control of the aircraft if necessary. The pilot
monitoring shall announce any control inputs that assist or limit the flight
control inputs of the pilot flying. Changes in physical control shall be
accomplished per the guidance in the following Paragraph.
b.
Changes in Physical Control. Changes in the physical control of
aircraft shall be done in a positive manner. Normally, simple voice
procedures shall be used.
The pilot exercising control is responsible until the relieving pilot verbally
acknowledges acceptance of control. When verbal transfer is not possi-
ble for reasons such as high noise levels or an inoperative Intercommu-
nications System (ICS), the following procedures shall be used:
• The pilot desiring to be relieved shall pat his or her head with one hand
and then point to the other pilot.
• The pilot taking control shall pat his or her head in acknowledgment
and immediately and deliberately move both hands to the flight con-
trols.
• The pilot being relieved shall hold both hands overhead signifying that
he or she has given up control.
11.
Cockpit Strategic Napping. Cockpit strategic napping is authorized aboard
the HC-130, HC-27, HC-144, and C-37 during low-workload phases of flight
as a means to reduce fatigue and improve performance during subsequent
high-workload phases. However, if fatigue will unacceptably degrade safety,
the mission will be discontinued and a replacement crew assigned. Anticipated
cockpit strategic napping will not be relied upon in evaluating crew fatigue
during pre-mission planning.
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COMDTINST M3710.1I
Of the two pilots and a designated flight deck crewmember seated in the flight
engineer seat, jump seat, or augmented crew position, only one may nap at
a time; the remaining two crewmembers shall remain in their crew positions.
Naps shall be limited to 40 minutes, and all crewmembers shall be awakened
one hour before an anticipated high-workload event. The autopilot, TCAS,
and terrain warning systems (if equipped) shall be employed during cockpit
strategic napping.
12.
Expressing Breast Milk. To the maximum extent possible, crewmembers
should be able to express breast milk. This action should not jeopardize
crewmember safety regarding PPE requirements and occupation of pilot’s
seats shall comply with policy in Paragraph 4.C.13. The PIC has the final
authority to determine when a crewmember may express breast milk during
flight operations. Use of electronic devices to assist in the expressing of
breast milk shall comply with Paragraph 4.L., Inflight use of Portable Electronic
Devices.
13.
Knowledge of Aircraft Manuals and Directives. All aircrew members shall be
familiar with the publications that pertain to all aircraft for which they hold
current designations. These publications include, but are not limited to, aircraft
flight manuals, safety of flight supplements, and Commandant Instructions. A
current flight/performance manual (portable electronic device or paper) and all
pertinent checklists shall be carried on the aircraft and be available to the crew.
14.
Focus on Aviation Professionalism. A focus on aviation professional
development early in a pilot’s career is paramount to building a solid foundation
of knowledge and skill. To maintain this focus, duty-standing pilots on their
first Coast Guard aviation tour shall not enroll in off-duty post-graduate
education until they have earned an Aircraft Commander designation and have
completed mission qualification relevant to the unit's mission requirements
(e.g., AC designation with an Advanced SAR qualification).
B. GROUND OPERATIONS.
1.
Starting the Aircraft Engines. An aircraft engine shall not be started unless a
pilot, either designated or in training for designation in type and model, or a
crewmember certified in writing by the Commanding Officer as being qualified
to perform engine starts, occupies a pilot’s seat.
2.
Engaging Helicopter Rotors. A pilot designated in type and model shall
occupy a pilot’s seat whenever the rotor is engaged, turning under power, or
during shut down. Undesignated pilots under instruction as part of an approved
ATC Mobile syllabus may occupy a pilot seat during hot-seat evolutions.
3.
Fire Guard During Engine Start. Observe the following precautions before
starting an engine or APU:
• Post a fire watch/observer outside the aircraft to monitor each engine as it
is started. If the aircraft is so equipped, the fire watch/observer shall have
two-way voice communications with the person starting the engine, unless
impractical or unsafe.
• The person starting the engine exchanges signals with the fire watch/observer
to ensure that the propeller/rotor and exhaust areas are clear.
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COMDTINST M3710.1I
• Fixed-wing aircraft that depart the ramp before starting all engines can con-
duct further engine starts without external fire watch or observer, if the starts
are monitored from inside the aircraft.
• If possible, establish a radio fire guard prior to engine start with a control-
ling entity of that airfield (e.g., FBO, Ground Control, Base Ops, Maintenance
Control) that maintains the ability to notify crash rescue. Secure the radio fire
guard at the completion of APU/engine ground operations.
4.
High Power Run-Ups. Before conducting a high power run-up, position the
aircraft so that propeller, rotor, or exhaust blast will not cause damage to other
aircraft, personnel, equipment, or property.
5.
Taxiing Aircraft. Only pilots designated or in training for designation in type
and model, or crewmembers designated in writing by the Commanding Officer
as being qualified to perform taxiing operations, shall taxi a fixed-wing aircraft.
Only pilots designated or in training for designation in type and model, shall
taxi a rotary-wing aircraft.
When an aircraft is being taxied within 25 feet of obstructions, a two person
(minimum) taxi crew is required. One member will serve as taxi signalman/wing
walker, the other as an additional wing walker. Aircraft shall not be taxied at
any time within 5 feet of obstructions.
Further guidance on aircraft taxiing and ground handling is provided in the
6.
Controlling Vehicles Near Aircraft. When operating vehicles near aircraft,
adequate guide personnel shall be used to help vehicle operators maintain
safe clearance. This requirement must be stressed at non-aviation units.
7.
Hot Refueling. Hot refueling is the act of fueling an aircraft while one or
more engines are operating. Gravity feed hot refueling is prohibited. Aircraft
equipped with a single-point (pressure) refueling capability may be hot refueled
with the PIC’s approval.
Carefully weigh the benefit of repetitive hot refueling against the risk. By
lengthening the interval between through/postflight inspections, the risk of
experiencing an undetected aircraft component problem increases.
8.
Loading/Unloading of Cargo. It is the responsibility of the PIC to ensure
that cargo is loaded and unloaded safely. For aircraft in which a Loadmaster
qualification exists: Whenever the cargo may affect the weight and balance of
the aircraft and whenever hazardous cargo is involved, loading and unloading
operations should be supervised by a qualified Loadmaster and shall be
conducted in accordance with Preparing Hazardous Material for Military Air
Loadmaster in no way diminishes the overall responsibility of the PIC.
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COMDTINST M3710.1I
Normally, the aircraft’s engines should not be running and propellers/rotors
should not be turning while cargo loading/unloading operations are in progress.
If required by operational exigency and deemed by the PIC to be safe under
the existing conditions, cargo may be loaded/unloaded with engines running
and/or propellers/rotors turning. Care shall be taken to ensure that an
adequate safety zone is maintained around any turning propellers/rotors and
exhaust blast areas during any engines running evolution.
Care shall also be taken to prevent any foreign object from becoming dislodged
and damaging the aircraft or cargo, or injuring personnel during the loading
and unloading process.
9.
Embarkation/Debarkation of Personnel. It is the responsibility of the PIC
to ensure that all personnel enter and leave the aircraft safely. Normally,
fixed-wing aircraft’s engines should not be running and propellers should
not be turning while personnel are entering or leaving the aircraft. Aircraft
swapping crews for hotseat training missions are authorized to leave the
engines running.
If deemed by the PIC to be safe under the existing conditions, personnel may
enter or depart the aircraft with engines running and/or propellers/rotors turning
under the supervision of an aircrew member. Care shall be taken to ensure an
adequate safety zone is maintained around any turning propellers/rotors and
exhaust blast areas during any engines running evolution.
Care shall also be taken to prevent any foreign object from damaging the
aircraft or cargo, or injuring personnel. In particular, personnel approaching
or departing an aircraft while its engines are running shall not wear headgear
other than approved safety helmets or wear or carry other items which
may easily become separated from their persons by a gust of wind or
propeller/rotor/exhaust blast.
10.
Security of Aircraft. All classified material shall be safeguarded in accordance
All weapons shall be safeguarded in accordance with the Ordnance Manual,
a.
Aboard Military Units. Whenever it is reasonable and prudent based
on mission requirements, location of the operating area, etc., Coast
Guard aircraft should be left on military installations between flights so
that military security is provided for the aircraft.
b.
Away from Military Units. When an aircraft must be left on a field,
airport, beach, or other area where a military installation cannot provide
for its security, the PIC shall take adequate measures to ensure the
safety of the aircraft and its equipment.
c.
Aircraft Involved in a Mishap. When an aircraft is involved in a mishap,
the PIC is responsible for the security of the aircraft until relieved by
proper authority. If the PIC is incapacitated, the senior crewmember not
incapacitated shall assume this responsibility.
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COMDTINST M3710.1I
C. GENERAL FLIGHT RULES.
1.
Overview. Federal Aviation Regulations contained in Title 14 CFR,
International Civil Aviation Organization (ICAO) Conventions (except
as provided in Flight Information Publication (FLIP) General Planning),
International Regulations for Preventing Collisions at Sea, and the DoD
Foreign Clearance Manual are binding on Coast Guard personnel in the
operation of all Coast Guard aircraft, including UAS and lighter than air
vehicles. Exemptions exist for some military and SAR operations, refer to
FAA Exemptions and Authorizations found on the Office of Aviation Forces
2.
Approved Publications. Flights in Coast Guard aircraft shall be conducted in
accordance with the rules, regulations, or recommended procedures specified
by the publications in the following rank ordered list. Where conflicting
regulations or varying procedures exist, the higher ranking publication shall
be followed:
• Coast Guard Directives
• Federal Aviation Regulations, 14 CFR §91 and 97 and FAA Manuals
• Joint FAA/Military Documents
• DoD Publications
Proposed changes to flight information publications shall be coordinated
through Commandant (CG-711).
3.
Use of GPS for Navigation. For IFR flight, aircraft navigation shall not be
predicated solely upon the Global Positioning System (GPS) unless the
aircraft GPS Navigation System is certified for IFR navigation in the applicable
phase of flight. Noncertified GPS may be used as a means to confirm other
navigation sources. When available, encrypted military codes (e.g., P-codes,
M-codes) and Selective Availability/Anti-Spoofing (SAASM) equipment shall
be used unless a certified nonmilitary operating mode is available that is more
appropriate for the route being flown.
Aircraft using GPS as the sole source of navigation shall be equipped with a
current navigation database approved by the National Geospatial-Intelligence
Agency (NGA), or a commercial database from a vendor with an FAA Letter
of Acceptance issued in accordance with Acceptance of Aeronautical Data
Processes and Associated Databases, FAA Advisory Circular 20-153a
or subsequent guidance. Flight crews shall verify the validity of the GPS
database in accordance with the AIM.
If the navigation database is expired, navigation may be authorized by unit
commanding officers if the navigation data can be verified for correctness and
the instrument procedures have not been amended since the expiration of
the database. This verification can only be made using up to date (current)
aeronautical publications (e.g., FLIP). With an expired database, avoid making
critical navigation decisions based solely on the aircraft’s moving map display,
due to possible discrepancies with depicted special use airspace and various
other classes of airspace.
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COMDTINST M3710.1I
4.
Digital Moving Maps. Aircraft using digital moving maps on their
Multi-Function Displays (MFD) shall be equipped with a current map series
obtained from the National Geospatial-Intelligence Agency (NGA). Flight crews
shall verify the validity of the database in accordance with the AIM.
If the digital moving maps are not current, usage may be authorized by the
unit commanding officer, but they are not to be used as a primary means of
navigation until updated with the current supplements from NGA. With expired
maps, avoid making critical navigation decisions based solely on the moving
map display, due to possible discrepancies with various classes of airspace.
5.
Terminal Instrument Procedures. Terminal instrument procedures prescribed
by the FAA or DoD are authorized. Also, terminal instrument procedures
prescribed by an ICAO contracting state are authorized provided the procedure
is identified as meeting criteria equivalent to that specified in any of the
following:
• The United States Standard for Terminal Instrument Procedures (TERPS).
• ICAO Document 8168-OPS; Procedures for Air Navigation Services-Aircraft
Operations (PANS-OPS), Volume II.
• Joint Aviation Authorities, Joint Aviation Requirements, operational agree-
ments, Part 1 (JAR-OPS-1).
The Commanding Officer may approve any terminal instrument procedure not
meeting these criteria for urgent operations; however, for routine operations a
DoD TERPS review shall be requested through Commandant (CG-711).
a.
Instrument Approach and Landing Minimums. An instrument approach
may be started and flown to minimums when the reported weather
is below minimums; however, the pilot will not descend below the
published Minimum Descent Altitude/Decision Altitude (MDA/DA), or
land, unless he or she can either:
• Comply with 14 CFR §91.175
• Proceed with a contact approach
For instrument approaches, the term Military Aircraft in
14
CFR
§91.175(c) does not exempt Coast Guard aircraft from adhering to the
provisions of that Paragraph.
b.
Helicopter Circling Approach Minimums. Helicopters may circle to
land at the straight-in MDA or DH as long as they can accomplish the
maneuver within 500 feet of the runway centerline and remain within the
airport boundaries. Determination of departure or arrival requirements
discussed in Chapter 3 shall not be predicated upon this capability.
c.
ILS Approach Categories. Category II and III ILS approaches are not
authorized.
d.
Navigation Source Selection. Use of an approved RNAV system as
a means to navigate on the final approach segment of an instrument
approach procedure based on a VOR, TACAN or NDB signal, is
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COMDTINST M3710.1I
allowable. The underlying NAVAID must be operational and monitored
for final segment course alignment.
e.
Shipboard Instrument Approach Procedures. Shipboard instrument
approach procedures are published in the Shipboard-Helicopter
Helicopter Operating Procedures, NWP-3-04.1 (series).
6.
Simulated Instrument Flight. Simulated instrument flight in any Coast Guard
aircraft is prohibited unless another pilot (other than the PF), designated in type
and model is in the cockpit monitoring the evolution. ATC Mobile Instructor
Pilots may fly simulated instrument approaches with a copilot under instruction
executing PM duties. In addition, a lookout having direct communications
with the PM shall be so stationed that he or she can scan the sector normally
observed by the pilot simulating instrument conditions.
7.
View-Limiting Devices. View Limiting Devices (VLDs) shall be approved by
ATC Mobile. VLDs should be utilized during IFR training wherever practical to
maximize basic instrument flying proficiency.
VLDs shall meet the following criteria:
• It shall not obscure the pilot monitoring’s vision.
• It shall be capable of instant removal or positioning by the pilot using the de-
vice so that he or she has full, unobstructed vision.
• The device shall not be attached to the aircraft.
VLDs shall only be used by one pilot at a time. A view-limiting device shall not
be used below 500’ AWL at night. When intending to land, a view-limiting
device shall be removed no lower than the published Minimum Descent
Altitude/Decision Altitude (MDA/DA) for the instrument approach being flown.
8.
Visual Approaches. Accepting and flying a visual approach at an unfamiliar
field elevates the risk and difficulty of flying the approach. To the maximum
extent practical, aircrews landing at an unfamiliar airfield shall request and fly
a published instrument approach, if available.
If a visual approach is to be made, the PIC shall be familiar with the area
surrounding the airport, including nearby airports, terrain and obstacles; and
the airport environment, including local traffic pattern procedures, airport layout
and communications procedures.
Fixed-wing aircraft shall adhere to electronic and/or visual glidepath guidance
when available.
9.
Stabilized Approach Criteria. A fixed-wing aircraft shall execute a missed
approach or go-around if the following criteria are not met, except for
momentary deviations by 1,000 feet AGL in IMC or 500 feet AGL in VMC:
• The aircraft is in the intended landing configuration.
• The aircraft is on the intended flight path with no more than minor corrections
required.
• Aircraft speed is within 10 knots of the computed approach airspeed.
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COMDTINST M3710.1I
• Sink rate is no greater than 1,000 fpm.
• All briefings and checklists are complete.
• If on a precision approach, the aircraft is within one dot of the localizer and
glideslope. If circling, the aircraft is wings level by 300 feet AGL.
If deviations from stabilized approach criteria are required, they shall be
briefed to the crew prior to executing the approach.
10.
Special PIC Qualification Airports. When weather is less than 1,000 feet
above the MEA, a fixed-wing aircraft may not conduct an approach to an
airport identified by the FAA as a Special PIC Qualification airport unless the
PIC has reviewed surrounding terrain and obstructions using pictorial means
(e.g., photographs and topographical maps) and is familiar with all approach
and departure procedures likely to be flown at that airport. If the PIC has
flown to a Special PIC Qualification airport within the preceding 12 months, a
pictorial review is not required.
11.
Minimum Equipment for Flight. It is desirable that all Coast Guard aircraft be
fully equipped and have all components functioning properly on every mission.
It is recognized that for certain missions and under specific circumstances safe
operation is possible with less than all equipment operational. Commanding
Officers may publish minimum equipment lists for aircraft assigned to their
units to serve as guidance for flight crews and to provide additional planning
parameters for operational commanders.
The final responsibility regarding equipment required for a mission rests with
the PIC. When the PIC considers an item essential for the accomplishment of
the mission, he or she may designate the component or system as mission
essential, and it will be repaired or replaced before departure. Acceptance of
an aircraft by a PIC to operate on one mission or mission segment without
an item or system does not commit that PIC or another PIC to subsequent
operations with the same item or system inoperative.
12.
Transponder and TCAS. Coast Guard aircraft shall fly with a functioning
radar beacon transponder with mode 3/A or Mode S capability unless mission
urgency dictates. While TCAS is not mission essential equipment, a properly
functioning TCAS shall be used unless mission requirements dictate securing
it.
a.
Call Sign and Transponder Codes for SAR and LE. All normal Coast
Guard operations shall use the COAST GUARD call sign defined in
FAA Joint Order 7110.65 (series) when communicating with air traffic
control. Coast Guard aircraft shall use the RESCUE call sign defined in
FAA Joint Order 7110.65 (series) when communicating with air traffic
control and are authorized to squawk Mode 3 code 1277 on search and
rescue missions when operating VFR to, from, or within a designated
search area. At SAR case conclusion, or when not actively engaged in
support of a SAR mission, the RESCUE call sign and 1277 code should
not be used. Special IFF codes for law enforcement and other missions
are promulgated separately.
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COMDTINST M3710.1I
All Coast Guard aircraft may use established call signs from the USAF
Call Sign List or as assigned by TACON when communicating with air
traffic control, when applicable. Units shall send all requests to change
call sign assignments in USAF Voice Call Sign Lists or use any call sign
other than those as defined in FAA Joint Order 7110.65 (series) to Com-
mandant (CG-711) for approval.
b.
IFF Mode 4/5 Employment. IFF Mode 4 or 5 provisions are included
in all CG aircraft to meet national defense and homeland security
operations throughout global combat theaters and within CONUS
during implementation of the Emergency Security Control of Air Traffic
(ESCAT) plan as governed by 32 CFR §245.5. Coast Guard IFF Mode
4/5 operations shall be consistent with applicable DoD Directives and
Regulations.
Commanding Officers are responsible for ensuring that their unit can em-
ploy mode 4 and/or 5 equipment and procedures at any time, and shall
direct recurrent training as required to maintain this ability.
13.
Occupation of Pilot Seat. The PIC of a Coast Guard aircraft that requires two
pilots will ensure that both pilot seats are always occupied. If either pilot must
leave his or her seat, he or she will be relieved by another pilot or aircrew. At
least one seat will always be occupied by a pilot designated in type and model.
For the HC-130H, one pilot and the Flight Engineer shall be seated at their flight
stations whenever the other pilot is not seated. In addition, both pilots shall be
seated at their flight stations whenever the Flight Engineer is not seated.
Further guidance concerning seat occupation during orientation flights can
be found in Chapter 5 of this Manual.
14.
Inflight Emergencies. As soon as practicable following the declaration of
an emergency, the PIC should notify, or request the agency with whom he
or she is communicating to notify, the command exercising operational
control (OPCON) over the aircraft for that mission. During this critical time,
communications with the aircraft should be limited to providing whatever
assistance or advice is requested by the PIC.
The responsibility for the safety of the aircraft and crew and the successful
resolution of the emergency lies solely with the PIC.
15.
Laser Illumination. If an aircrew member receives a direct eye strike by
an external laser light source, the crew shall act to ensure the safety of the
aircraft and minimize further exposure to lasers. Do not look for the source of
the laser using binoculars or other magnifying optics since this could lead to
significant eye injury. After an incident, crewmembers receiving a direct eye
strike from a laser should be assessed using the AMSLER Grid Eye Chart
and the PIC shall determine if the crew can safely continue the mission. The
location of the incident shall be reported to OPCON, the nearest air traffic
control facility, and local law enforcement as soon as safely possible. Upon
return to base, the incident shall be reported to the unit flight safety officer and
the members receiving a direct eye strike from a laser shall be assessed by
medical personnel in accordance with the Safety and Environmental Health
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COMDTINST M3710.1I
Additionally, the Command shall notify Coast Guard Investigative Services
(CGIS), the CIO/CDIO, and District Intelligence Staff of the event as well as
the law enforcement agency to which the event was originally reported.
16.
Unusual Performance of Aircraft. Commanding Officers shall report to
Commandants (CG-41), (CG-711), and (CG-1131) any abnormal, erratic, or
unusual performance of assigned aircraft or their power plants that differs from
failure modes described in the aircraft flight manual. Recommendations for
possible corrective action should accompany the report. In urgent cases,
this report shall be made by message, action to Commandant (CG-41) and
information to the appropriate District and Area Commander.
Report material failures shall per the Aeronautical Engineering Maintenance
17.
Annoyance to Persons and Endangering Property. Flights of Coast Guard
aircraft shall cause a minimum of annoyance to persons and activities. It is
not sufficient that the pilot is satisfied that no person is actually endangered.
The pilot must exercise enough caution to be assured that no person could
reasonably believe that they or their property is endangered. Except for
operational missions requiring otherwise, the following specific restrictions
apply.
a.
Fur and Poultry Farms. Fur and poultry farms shall be avoided.
Valuable broods and litters may be lost due to panic caused by aircraft.
b.
Resorts and Beaches. Resorts and beaches shall be avoided by
fixed-wing aircraft by at least one mile when at an absolute altitude of
less than 2,000 feet and by rotary-wing aircraft by at least 1/4 mile when
at an absolute altitude of less than 500 feet. This limitation is waived
when these areas are over flown for the conduct of an operational
mission, in normal en route flights on airways, or in compliance with an
approved traffic or approach pattern.
18.
Disturbance of Wildlife. Commanding Officers shall implement standard
operating procedures to prevent unnecessary over-flight of sensitive
environmental habitat areas, to include, but not be limited to, critical habitat
designated under the Endangered Species Act, migratory bird sanctuaries,
marine mammal haul-outs and rookeries, and sea turtle nesting beaches.
Pilots shall be made aware of the location, dimensions, and valid time periods
of environmentally sensitive areas within the unit AOR.
If flying over environmentally sensitive areas, maintain an altitude of no less
than 2,000 feet AGL except during response or reconnaissance operations.
Additionally, Commanding Officers may authorize specific training events
within environmentally sensitive areas when no reasonable alternatives exist.
Prior to approving such training flights, the Commanding Officer must ensure
compliance with all applicable environmental laws, regulations, and Executive
Orders, and conduct any required coordination with the regulatory agency
associated with the applicable law and area to be overflown. Limit the amount
of time spent at low altitudes to what is necessary to accomplish the particular
response, reconnaissance or authorized training operation.
Hunting from any Coast Guard aircraft is prohibited.
4-13
COMDTINST M3710.1I
19.
Air Defense Identification Zones. Adhere to all procedures for operating
within or transiting Air Defense Identification Zones (ADIZ).
20.
21.
Operations Over High Seas. For operations over the high seas, all Coast
Guard aircraft shall comply with the provisions of FLIP General Planning,
Chapter 8. The following guidance supplements the Section titled, Operations
Not Conducted Under ICAO Procedures, when operating within international
airspace.
Due Regard operations should be undertaken only when the operational gain
significantly outweighs the risk. When Due Regard operations are conducted,
full responsibility for separation between Coast Guard aircraft and all other
aircraft, both public and civil, falls on the Coast Guard.
Operational airspace deconfliction is the responsibility of the operational
and tactical commanders (OPCON and TACON). Commanders must
ensure procedures are in place to minimize the risk, including de-confliction
procedures and a tactical communications plan. Commanders must be
especially vigilant in identifying situations where more than one aircraft are
directed to operate in the same area or to proceed to the same point.
a.
Aircraft Operating Within RADAR Surveillance and Radio
Communications of a Surface RADAR Facility. Airspace deconfliction
during Due Regard operations may be accomplished when an aircraft is
in radar and radio contact with a surface facility only when that facility
is certified to provide aircraft separation by the appropriate controlling
agency.
b.
Operations with Aircraft Equipped with RADAR Providing
Separation. Coast Guard aircraft are not equipped with radar that
is sufficient to provide airspace deconfliction during Due Regard
operations. Other aircraft that are properly equipped and certified by the
appropriate controlling agency can provide aircraft separation.
22.
Instrument Meteorological Conditions Operations Outside Controlled
Airspace. Aircraft operations in IMC in uncontrolled airspace shall be
minimized. Aircraft commanders must exercise sound judgment before
entering IMC in uncontrolled airspace keeping in mind the goal is to descend or
ascend to acquire VMC. If mission requirements allow, Aircraft Commanders
shall broadcast their intentions on applicable common or guard frequencies
before initiating operations in IMC in uncontrolled airspace. Except when
mission requirements dictate, prolonged IMC operations in uncontrolled
airspace are not allowed.
23.
Use of Night Vision Goggles. Night vision goggles enhance safety and
mission effectiveness during night operations, and shall be used whenever
practical. However, routine NVG use shall not be allowed to degrade basic
instrument skills. All training evolutions logged as unaided shall be conducted
with NVGs out of the pilot’s field of view (e.g., stowed in the up position).
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COMDTINST M3710.1I
Essential cockpit lighting shall be NVG compatible. Also, pilot NVGs shall be
mounted to a standard helmet or headgear.
24. Use of Aircraft Exterior Lights. Lights out operations may be conducted
within US domestic airspace under the provisions of the FAA Exemptions and
Authorizations found on the CG-711 CG-Portal page, or over the high seas
under the provisions of Due Regard Operations.
The operational commander shall specifically authorize lights out operations
in the appropriate tasking order; for NVG training missions, this may be
authorized by the Commanding Officer. Aircraft may be authorized, but not
directed to operate with lights out. If the Aircraft Commander determines that
safety requirements can be met, exterior lights may be secured.
D. OPERATIONAL FLIGHT MANEUVERS.
1.
Maximum Performance Maneuvers. The number of persons aboard a Coast
Guard aircraft engaged in critical flight operations where actual maximum
performance maneuvers are required for test and evaluation shall be limited to
those required to properly operate the aircraft and accomplish the mission.
For helicopter autorotation practice, participation by all Coast Guard flight
crewmembers is permitted consistent with crew make-up for other operational
training maneuvers.
2.
Aerial Deliveries. Aerial deliveries shall be conducted in accordance with the
procedures, limitations, and techniques developed by the respective aircraft
standardization units and equipment limitations specified in the Aviation Life
items approved by Commandant (CG-711) for aerial delivery or those items
that fit inside an approved aerial delivery container may be deployed from
an aircraft in forward flight.
Fixed-wing aircraft supporting International Ice Patrol Reconnaissance flights
are authorized to drop memorial wreaths commemorating two historically
significant events in Coast Guard history. In conjunction with already
scheduled Ice Patrol flights, wreaths may be dropped in remembrance of the
sinking of the RMS Titanic and in memory of the Coast Guard lives lost serving
as members of Greenland Patrol in World War II. CG-711 shall be notified of
the scheduled dates for each drop.
3.
Parachute Jumps. Commanding Officers may authorize training or
operational parachute jumps from Coast Guard HC-130, HC-27 and HC-144
aircraft by DoD contingents having parachute insertion as primary mission
capability. Parachute jumps from USCG helicopters are prohibited. A qualified
jumpmaster, current in accordance with parent service Directives, shall
supervise the jump evolution aboard each aircraft. Each individual jumper
must likewise be currently qualified. Before flight, all participating Coast Guard
aircrew and DoD personnel shall be briefed on standard terminology, crew
duties and responsibilities, and emergency procedures.
4.
Air Deployment of the Combat Rubber Raiding Craft. Commanding Officers
may authorize training or operational deployments of the combat rubber
raiding craft (CRRC) from Coast Guard HC-130 aircraft. Review of the
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COMDTINST M3710.1I
appropriate loading manuals by DoD personnel and a Coast Guard qualified
Loadmaster/Dropmaster is required before flight to ensure the CRRC is rigged
correctly. DoD personnel must be qualified in accordance with their own
service Directives to air deploy the CRRC from HC-130 aircraft. One DoD
team member must remain with the aircraft to provide assistance during Post
Drop Checklist execution.
Before flight, brief all participating Coast Guard aircrew and DoD personnel
on standard terminology, crew duties and responsibilities, and emergency
procedures. Before flight, a Coast Guard qualified Dropmaster shall be
designated to supervise DoD personnel during the deployment.
5.
Formations of Aircraft. Formation flights shall be thoroughly coordinated
and briefed by all participating flight crews before conducting the flight. For
flights of dissimilar aircraft particular attention shall be given to differences in
wake turbulence, minimum and maximum airspeeds, maneuvering power
requirements, clearing, and flight safety.
a.
Right-of-Way. When a single Coast Guard aircraft is converging
with an aircraft formation at approximately the same altitude (except
head-on, or nearly so), the formation flight has the right-of-way. In other
cases, the formation shall be considered as a single aircraft and the
right-of-way rules of 14 CFR §91.113 apply.
b.
Joining Formations. Unless specifically ordered to do so by competent
authority, a single aircraft shall not join a formation in the air, and one
formation shall not join another. The order for joining a formation in the
air shall be given before takeoff of the aircraft concerned, or by radio, and
the leader of the formation to be joined shall be informed of the order.
When the pilot of a single aircraft or the leader of another formation is
about to join a formation, the single aircraft shall approach the formation
to be joined from a safe altitude and from the side. It shall not enter the
formation until its presence has been acknowledged by the leader of the
formation to be joined.
c.
Formation Flight in Other Than Visual Meteorological
Conditions. Formation flight in Instrument Meteorological Conditions
(IMC) is prohibited.
Formation flight in support of tactical fast roping operational missions may
be conducted under a Special VFR (SVFR) clearance. In addition to stan-
dard 14 CFR §91 helicopter SVFR requirements, forecast visibility must
be at least 1/4 mile along the entire route to be flown.
d.
Night Formation Flights. Units designated by Commandant (CG-DCO)
to perform TAC-FR, RWAI and AUF-NCV are authorized to fly night
formation flights for training and operational missions.
6.
Flight in the Vicinity of Civil Aircraft. Commercial carriers and other civil
aircraft shall be avoided unless close approach is required by SAR, law
enforcement operations, homeland security/defense operations, or conforms
with Air Traffic Control (ATC) or control tower clearances.
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COMDTINST M3710.1I
7.
RWAI Authority. Only those aviation units authorized by Commandant (DCO)
and trained by ATC Mobile may conduct RWAI operations.
Air intercepts shall only be conducted during authorized operational missions,
initial and recurrent training, and exercises. A scramble Directive from TACON
constitutes authority to close with a TOI to identify, signal, and escort (as
required).
a.
RWAI Training Limits. Intercept training shall be conducted at a
minimum of 1,000 feet AGL. In abeam, head-to-head and static TOI
intercepts both aircraft shall have each other in sight by no less than
one NM to continue the practice intercept. If the TOI aircraft maintains
position over a linear geographical landmark or agreed upon ground
track, only the interceptor is required to have the other aircraft in sight
at one NM to continue the practice intercept.
b.
RWAI Training Tracks of Interest. Only aircraft specifically pre-briefed
to conduct RWAI training shall be intercepted during training evolutions
or exercises.
Unit pilots may perform simulated TOI duties without a RWAI qualification.
At all times during close maneuvering, the simulated TOI aircraft shall
have one crewmember exclusively designated to monitor the interceptor
position and closure.
Aircraft from the CG Air Auxiliary, Civil Air Patrol or other agencies may
be used to conduct day and night training and exercises only when radar
services by an air defense ground-based or airborne radar control source
are utilized.
All CG Air Auxiliary flights in support of RWAI training shall be conducted
in accordance with Auxiliary Operations Policy Manual, COMDTINST
When non-Coast Guard aircraft (CG Air Auxiliary, Civil Air Patrol, etc.)
support is utilized, these aircrews shall receive a thorough mission brief-
ing regarding RWAI procedures and safety prior to conducting training. In
addition to a pilot, the non-Coast Guard aircraft shall have a qualified air-
crew member onboard exclusively designated to monitor the interceptor
position and closure.
8.
Zooming of Vessels. No vessels shall be zoomed except in an emergency
or during a SAR operation when the attention or assistance of the vessel is
desired. Identification passes for law enforcement and SAR are authorized.
The FAA has specifically authorized the Coast Guard to deviate from 14 CFR
§91.119(c) on law enforcement missions, specifically to operate no closer
than 200 feet from a suspect vessel and no closer than 500 feet from other
persons, vehicles, vessels or structures. When radio communications cannot
be established with the vessel, the aircraft first should establish identification,
and then indicate to the vessel the location of the distress, using the procedure
described in FLIP or AIM. Other methods of getting the attention of a vessel,
such as using the loud hailer or dropping message blocks, may be employed.
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COMDTINST M3710.1I
9.
Aggressive Maneuvering. The aggressive use or maneuvering of a Coast
Guard aircraft to stop a noncompliant vessel is prohibited. The Commandant
has granted an exemption from this policy for assets trained and equipped for
assignment to AUF duties. The U.S. Coast Guard Maritime Law Enforcement
of force for Coast Guard aircraft.
10.
Feathering Propellers/Securing Engines. Other than during HC-130 reduced
engine operations, no propeller shall be feathered or engine shutdown in
flight, except in an emergency, during a maintenance flight or as part of a
Commandant (CG-711) approved training syllabus. If a propeller is feathered
or engine is shut down for training, it must be conducted in accordance with
the following criteria:
• Day, VMC only.
• In the vicinity of a suitable airport with crash equipment immediately available.
• The entire feathered propeller/secured engine evolution shall be conducted
at or above 6,000 feet AGL.
11.
HC-130 Reduced Engine Operations. When dictated by mission
requirements, two- or three-engine operation is permitted for HC-130
aircraft, however no HC-130 missions shall be planned anticipating two- or
three-engine operations. As a mission develops, if the PIC determines an
urgent operational necessity (e.g., emergent SAR or LE, extending endurance
to ensure onscene relief), reduced engine operations are permitted.
Budgetary considerations are not valid reasons for conducting reduced engine
operations. Reduced engine operations in all other Coast Guard aircraft is an
emergency situation and is not authorized for planning and/or operational
missions.
12.
Helicopter External Load Transport. Conduct helicopter external load
operations (when using the helicopter cargo hook) in accordance with the
procedures and limitations developed by the respective aircraft standardization
unit.
and dual point rigging procedures.
Additional Vertical Replenishment (VERTREP) procedures are contained in
In cases where the procedures published in particular manuals differ, the order
of precedence shall be:
• Applicable aircraft flight manual
4-18
COMDTINST M3710.1I
Use of any external lift device not listed in the Shipboard-Helicopter
13.
Shipboard Helicopter Operations. Shipboard helicopter operations include
landings and takeoffs aboard suitably equipped vessels, VERTREP, and
Helicopter Inflight Refueling (HIFR). When such operations involve military
vessels, pilots shall comply with the requirements of the ship’s parent service
Directives (i.e., Shipboard-Helicopter Operational Procedures Manual,
for U.S. Navy, and APP 2 (series) for NATO). Pilots shall comply with
Prior to commencing an operational shipboard deployment a workup shall be
completed between the AVDET and cutter personnel. The entire workup or
individual events can be waived only with concurrence of the cutter and air
station Commanding Officers, who are responsible for ensuring the proficiency
of the members.
A workup will include: Day - Night - NVG landings (in order), static refuel, hot
refuel, startup/shutdown, tiedown, blade-folding, traversing, crash on deck,
egress, HIFR, and VERTREP.
14.
Hoisting of Helicopter Passengers. Hoisting helicopter passengers is
authorized when personnel are transported to or from remote and isolated sites
or vessels where a helicopter landing would be impractical. Such transfers
should be accomplished only after existing conditions and circumstances
surrounding the event have been considered. Hoist transfers shall not be
made for convenience only. VIPs shall not be hoisted for administrative or
logistical purposes.
15.
Hoisting Divers. Divers may be deployed via rescue basket or, with
appropriate training, an Aircraft Configuration Control Board (ACCB) approved
harness from Coast Guard Aircraft.
For Harness deployments, the divers must complete a Commandant (CG-711)
approved familiarization syllabus. The same procedures used for harness
deployment of Coast Guard Helicopter Rescue Swimmers (RS) shall be used
when deploying divers via harness. Harness deployment while wearing tanks
is limited to water deployment only. Only harnesses maintained and inspected
by Aviation Survival Technicians and enrolled in the ALSE MSR ACMS System
may be used.
To maintain harness deployment authorization, divers must complete the Diver
Helicopter Deployment syllabus with a qualified RS Instructor, or conduct
a harness deployment dive mission within the previous 12 months. Initial
and recurrent training requirements shall be documented and maintained by
individual air stations.
The basket may be used to deploy divers, and requires no formal training.
When utilizing the basket, deploy the diver without tanks. Additional hoist(s)
will be required for delivery of the dive tanks and other required gear.
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COMDTINST M3710.1I
When available, a qualified RS should be deployed before diver deployments
to assist divers and survivors in the water.
Free fall and sling deployments of rescue divers are prohibited at all times.
16.
Helicopter Rescue Swimmer Deployment. Deployment of the Rescue
Swimmer shall be thoroughly coordinated and briefed by all crewmembers.
The crew shall consider on scene environmental factors (e.g., sea state,
water/air temperature, etc.), marine life, and the ability of the RS to safely
complete the mission.
a.
Deployment Authorization. The decision to deploy the Rescue
Swimmer (RS) is initiated by the PIC, but the RS has the authority to
decline deployment if the RS assesses the situation to be beyond his
or her capability.
b.
Deployment Restrictions. Helicopter Rescue Swimmers are trained
and qualified to a different standard than Cutter Swimmers. Cutter
swimmers are not permitted to deploy from helicopters.
Self-Contained Underwater Breathing Apparatus (SCUBA) procedures or
equipment shall be neither used nor maintained by the RS. A RS shall not
swim into or under a capsized or submerged object (e.g., vehicles, ves-
sels, aircraft, parachutes, ice layers, etc.). If deployed next to a capsized
object, the RS is permitted to search visually and reach inside while main-
taining a grasp on a reference point on the exterior of the object.
17.
Fast Roping Operations. Fast roping capabilities consist of basic fast roping
(FR) and tactical fast roping (TAC-FR). Basic fast roping is the delivery of
teams via fast rope to a compliant target. Tactical fast roping includes tactical
flight to and from a target that may have active aggressors and delivery of
teams to such targets via fast rope. Fast roping may be referred to as Vertical
Insertion in other publications.
Commandant (CG-DCO) shall designate units for TAC-FR. Operational
Commanders shall designate units for FR.
Personnel from Maritime Operational Threat Response (MOTR) agencies are
authorized to conduct fast roping from Coast Guard aircraft. Qualification and
currency of MOTR agency fast rope personnel shall be verified by TACON
prior to any fast rope event. Fast roping for Coast Guard missions shall be
governed by FORCECOM approved Coast Guard Tactics, Techniques, and
Procedures (TTP).
18.
Vertical Delivery of Boarding Team Members. District Commanders, on a
unit-by-unit basis, may authorize Vertical Delivery (VDEL) of USCG boarding
team members to conduct vessel inspections and examinations. This
authority may be delegated to the appropriate operational command level.
Such members must first complete a Commandant (CG-711) approved initial
qualification syllabus. Such members shall have completed at least one hoist
evolution within the preceding 12 calendar months.
After 12 calendar months without a hoist, members lapse to unqualified
and shall complete the Commandant (CG-711) approved initial qualification
syllabus prior to conducting VDEL operations.
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COMDTINST M3710.1I
19.
Hoisting Canine Explosive Detection Teams. Hoisting of Canine Explosive
Detection Teams (CEDT) is authorized. The handler and canine must complete
the Commandant (CG-711) approved Canine Handler initial qualification
syllabus. Each CEDT shall complete at least one hoist evolution within the
preceding 12 calendar months.
After 12 calendar months without a hoist, members lapse to unqualified
and shall complete the Commandant (CG-711) approved initial qualification
syllabus prior to conducting hoisting operations.
Approval authority for hoisting CEDT is the aviation unit Commanding Officer.
20.
Use of Helicopter HUD During Night AUF Missions. Functioning Heads Up
Displays (HUDs) for both pilots are required to conduct night AUF. Both pilots
shall be trained and proficient in HUD use prior to operational missions.
21.
Practice Autorotations. Practice helicopter autorotations must conform with
the provisions of the applicable flight manuals and the following limitations:
• Practice autorotations shall be conducted only under daylight VMC.
• Practice autorotations shall be terminated with a power recovery at a mini-
mum altitude of 10 feet.
• Practice autorotations shall be terminated at 1,000 feet with a no-flare recov-
ery, if crash equipment is not immediately available.
22.
Single-Engine Maneuvers. Except for MH-65s, helicopter practice
single-engine maneuvers to a landing shall be conducted only at facilities that
have crash equipment readily available.
23.
Water Operating Cover Requirements (Training Operations). A cover
asset is required for all rotary-wing training flights conducting rescue
swimmer operations to the water, night approaches to the water (including
PATCH, MATCH, or CATCH), or any prolonged over water hovering/hoist
operations without single-engine continued flight capability. The cover asset
shall be underway/airborne in the immediate area with effective two-way
communications and can be a SAR-capable helicopter, a vessel less than
160 feet in length, a ship-helicopter compatible vessel at FLICON 2, or a
designated rescue boat in the water.
A SAR-capable helicopter providing cover shall have a Rescue Swimmer as
part of the aircrew; this requirement may be waived by the unit Commanding
Officer. During rescue swimmer training, the cover boat or other helicopter
shall have visual contact with the training operation before the Rescue
Swimmer is deployed to the water.
Before starting any such operation, the type of training, position, and the
number of persons aboard each helicopter will be passed to and acknowledged
by the asset providing cover.
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COMDTINST M3710.1I
E. OFFSHORE FLIGHT OPERATIONS.
1.
Overview. The Commanding Officer of a unit to which a rotary- or fixed-wing
aircraft is assigned must carefully weigh the urgency of each offshore mission.
Mission planning for offshore flight operations shall include an assessment of
aircrew survivability and the risk management policy stated in Chapter 1 of this
Manual. This analysis shall be based on the possibility that the aircrew might
be forced into a survival situation during any phase of the mission.
2.
Aircrew Survivability Factors. There are three factors that should be
evaluated for each mission over water:
• Estimated time to loss of useful consciousness
• Probable survival time
• Estimated recovery time
a.
Loss of Useful Consciousness. Loss of useful consciousness
adversely affects the probable survival time since the crewmember
loses the physical ability to control the survival situation due to the
debilitating effects of hypothermia, the abnormal lowering of internal
body temperature. Even in situations where fatality from hypothermia is
highly improbable, cold water greatly facilitates unconsciousness and/or
death from drowning, often in the first 10 to 15 minutes, particularly for
those not wearing flotation devices.
Figure 4-1. Probable Survival Time
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COMDTINST M3710.1I
b.
Probable Survival Time. Exposure to the chilling effects of cold air,
wind, or water can result in fatal hypothermia. The rate of body heat loss
increases as air and water temperatures decrease. Fatal results from
hypothermia occur over four times more often in water than on land.
The curves in Figure 4-1 were developed using known data points for
specific sets of known conditions. In the general case, and even when
conditions are close to those used to generate the curves, Figure 4-1
should be used as a guideline, not as a precise indicator.
A large amount of individual variability can be associated with different
body sizes, builds, level of body fat, physical fitness, and state of health.
Specialized insulated protective clothing (e.g., survival suits, wet suits)
are capable of increasing survival time from 2 to 10 times (or more) the
basic duration shown in Figure 4-1.
c.
Recovery Time. Recovery time is the total elapsed time from the
occurrence of a mishap until the aircrew is rescued. Recovery time
includes the time required for recovery resources to become aware of
the mishap, ascertain the position of the downed aircrew, proceed to
scene, conduct a search, effect rescue, and begin appropriate medical
treatment.
3.
Unescorted Operations. The maximum recovery time should not exceed the
estimated time to loss of useful consciousness.
4.
Escorts. An escort should be provided anytime the Commanding Officer or
PIC deems it necessary. An escort is recommended anytime the estimated
recovery time exceeds the estimated time to loss of useful consciousness.
F.
PARTICIPATION OF AIRCRAFT IN FLIGHT AND STATIC DISPLAYS.
1.
Overview. Various organizations request the participation of Coast Guard
aircraft in local demonstrations and celebrations. Several provisions of the
applicable as modified herein. Contact the District Legal Office for current
procedures for accepting gifts of travel expenses for Coast Guard personnel
participating in air shows and static displays.
2.
Approval Authority. The Area or District Commander (of the area or district to
which the aircraft is assigned) has the authority to approve the participation
of Coast Guard aircraft in all flight and static displays. The Commanding
Officers of ATC and ALC have approval authority for participation of their
aircraft in flight and static displays. Commandant (CG-711) shall be notified
of such participation.
a.
DoD Eligible Events for Military Aircraft. With appropriate Area/District
Commander approval, Coast Guard aviation units may provide aircraft
to participate in DoD approved eligible events for military aviation.
Separate requests for Coast Guard participation from the sponsors of
these DoD approved events are not required.
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COMDTINST M3710.1I
Coast Guard crews participating in these events shall cooperate with ap-
propriate DoD and sponsor requirements.
b.
Foreign Events. In addition to the previously noted procedures,
requests for flight and static displays in other countries shall be
forwarded to the Deputy Commandant for Operations, Office of
International Affairs (CG-DCO-I) for participation concurrence via
Commandant (CG-711). CG-DCO-I will validate that aircraft participation
is in alignment with U.S. foreign policy.
c.
Short Notice Procedure for Coast Guard Vessels in Foreign
Waters. Vessels with helicopters embarked or deployed while visiting
foreign ports or transiting foreign territories might be asked to provide
helicopter flights or static demonstrations on short notice. Commanding
Officers of such vessels may authorize demonstrations provided the
following conditions are met:
• Diplomatic clearance for flight within the host country airspace must
have been previously obtained in accordance with Foreign Port Calls,
• Transportation of foreign nationals is not involved.
• Instructions contained in the DoD Foreign Clearance Manual have
been followed.
d.
Exceptions to External Affairs Manual Requirements. If any of the
stipulations in the Coast Guard External Affairs Manual, COMDTINST
considers the request reasonable, forward the request to Commandant
(CG-711) for approval. Such requests must include a listing of the
reasons for the exceptions and the Area or District Commander’s
recommendation.
3.
Policy. Organization sponsors requesting the participation of Coast Guard
aircraft and participating Coast Guard aircrews are governed by the following
policy.
a.
Mission Impact and Cost. Sponsors must understand that in all
cases, Coast Guard participation must not interfere with Coast Guard
operations and training programs, and must be at no additional cost
to the U.S. Government.
b.
Space for Recruiting. Sponsors should consult with local Coast Guard
recruiters and provide, at no charge, prime space at the event site for
recruiting activities.
c.
Profit. Sponsors must understand that the Coast Guard is unable to
support events for which sponsorship is intended to make a business
profit. Admission or other charges do not necessarily preclude Coast
Guard participation. The Coast Guard cannot participate in events that
charge admission unless its participation is incidental to the event, and
not the primary attraction.
4-24
COMDTINST M3710.1I
d.
Considerations for Participation. Participation of Coast Guard aviation
assets shall be committed only after consideration of safety, availability of
assets, public demand, unit missions, event focus and appropriateness
of participation, and equitable treatment of all eligible requests.
e.
Flyovers/Flight Demonstrations. Requests for aircraft flyovers or
flight demonstrations will be considered for aviation oriented events
(i.e., air shows, airport anniversaries, or dedication events), patriotic
observances (one day only) held in conjunction with Armed Forces
Day, Memorial Day, Independence Day, POW/MIA Recognition Day,
Patriot Day (9/11), or Veterans Day (event must be within seven days of
the actual holiday date to be considered), or public affairs activities in
support of local community relations programs of the Coast Guard.
Other events may be considered on a case-by-case basis, and must have
clear benefit to the U.S. Government. Forward all requests for flyovers
or flight demonstrations, whether for the observances listed here or any
others, for approval by the Area or District Commander.
(1) Holiday Flyovers. Flyovers for the patriotic holidays are limited to
one to four aircraft of the same type making a single pass.
(2) Funeral Flyovers. Missing man formations are not authorized for
community relations’ events, but reserved for individual funeral or
memorial services for designated active duty rated personnel or
dignitaries of the U. S. Armed Forces and Federal Government.
(3) Joint Flyovers. Joint flyovers involving Coast Guard and DoD
aircraft shall be governed by DoD policy.
f.
Static Displays. Requests for aircraft static displays will be considered
only for air shows, airport events, expositions and fairs, and public
events that contribute to the public knowledge of Coast Guard equipment
capabilities and missions. Events include recruiting and Coast Guard
Day celebrations. Forward all requests for static displays to the Area or
District Commander for approval.
4.
Responsibilities. Except for DoD approved eligible events for military aircraft,
sponsors are required to submit a written request for participation of Coast
Guard aircraft inflight and static displays for approval through the local Coast
Guard installation before the event.
If a fly-over or flight demonstration is planned, the sponsor is responsible for
coordinating airspace use with, and complying with any restrictions imposed
by the Federal Aviation Administration (FAA), or the appropriate foreign
government agency, before submitting the request to the Coast Guard. The
sponsor is responsible for all necessary security and safety precautions. In the
request, the sponsor shall provide:
• The name, address, phone number of the organization, and a point of contact.
• The event title, a description of the theme or objective, details of the location
(i.e., airport, lake, park, city/state, elevation, runway length and width), and
estimated attendance.
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COMDTINST M3710.1I
5.
Records. The PIC shall include comments in the Remarks/Mission Narrative
Section of the ALMIS Flight Record indicating that a copy of the approved
request for flight or static display is on file at the unit. All approved requests for
flight or static display shall be filed and maintained at the unit for one year.
G. MAINTENANCE AND FERRY FLIGHTS.
1.
Overview. Maintenance flights are by their very nature one of the most
potentially hazardous flight regimes encountered on a day-to-day basis.
In order to minimize the risks involved in this essential phase of aircraft
maintenance, Commanding Officers shall ensure that all maintenance flights
are conducted in compliance with the guidance provided herein, and with
the proven practices specified in the Aeronautical Engineering Maintenance
attention to crew experience, environmental factors, and preflight preparation,
including detailed briefings on all aspects of the flight.
Due to the inherent increased risk of such flights, these flights shall be
completed in areas with the least possible exposure to personnel, equipment
and property.
2.
Flight Verification Check. Complete flight verification checks of any
component(s) or system(s) before continuing a sortie as an operational or
training mission.
a.
Restrictions. There are no special restrictions on pilot/crew assignment
for flight verification checks.
b.
Weather. Flight verification checks should be conducted in VMC if the
item to be checked is required for flight in IMC.
c.
Fixed-wing Maintenance Flights Downgraded to Flight Verification. For
maintenance flights in fixed-wing aircraft that have been downgraded
by the Commanding Officer to flight verification checks as provided for
apply:
• Passengers shall not be carried.
• Engine shutdowns in the HC-130 shall be accomplished at or above
1,000 feet AGL and in VMC.
3.
Maintenance Test Flights. Maintenance test flights include partial test flights
after the completion of critical maintenance, or complete test flights when
required. HC-130 and HC-27 functional check flights (FCF) are considered
test flights.
a.
Pilot and Crew Assignment. The minimum number of crewmembers
shall be assigned to a maintenance test flight consistent with safe
conduct of the flight and accomplishment of the required check(s). More
than the minimum crew listed below may be assigned at Commanding
Officer discretion to provide junior members experience in performing
test flight procedures or to act as a Safety Pilot in SRR aircraft for more
complex test flights or test flights conducted in dense traffic areas.
4-26
COMDTINST M3710.1I
Passengers shall not be carried.
The PIC shall occupy a pilot seat throughout the flight and should operate
the primary flight controls during takeoffs and landings, unless deemed
necessary to complete essential maintenance test flight procedures.
Technical Observers may be included as part of the minimum number of
crewmembers if their presence is required to accomplish the objectives
of the test flight.
Minimum pilot requirements for test flights are:
• All except SRR Helicopters - an AC and FP. An aviation Commanding
Officer may authorize a Copilot in lieu of the First Pilot on a calculated
risk basis.
• SRR Helicopters - an AC.
• When practicable, an aeronautical engineering officer should be as-
signed to test flights of unit aircraft. It is not necessary for the aero-
nautical engineering officer to be the PIC.
b.
Maintenance Briefing. Prior to a test flight, the PIC shall be briefed
by maintenance personnel as to the exact nature of the maintenance
performed and the procedures to be used to accomplish the functional
check(s). The PIC will signify receipt of a QA Briefing and the intention to
conduct the required functional checks by signing and dating the Quality
Assurance Briefing blocks on the EAL Maintenance Record Review
screen or when applicable the Flight Safety Maintenance Document.
Additional administrative procedures to ensure fulfillment of this require-
ment are prescribed in the Aeronautical Engineering Maintenance Man-
c.
Engine Shutdown or Propeller Feathering. Feathering of propellers or
engine shutdowns shall be accomplished at or above 6,000 feet AGL
and in VMC in the vicinity of a suitable airport with crash equipment
immediately available.
d.
Weather. Test flights shall be conducted during daylight hours in
VMC. If necessary to accomplish assigned operational missions, the
Commanding Officer may waive this requirement if the flight can be
conducted safely under the existing conditions. This authority may not
be delegated.
e.
Hover Checks. Hover checks for helicopters may be accomplished at
any time at the discretion of the Commanding Officer.
4.
Ferry Flights. Commandant (CG-711) will direct the transfer of all aircraft.
When an aircraft is transferred between reporting custodians, the procedures
contained in the Aircraft Transfer Process Guide, CGTO PG-85-00-160-A
shall be used.
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COMDTINST M3710.1I
H.
FLIGHT VIOLATIONS.
1.
Initial Action. When a report of an alleged violation is received, a
Commanding Officer shall take the following steps.
• Determine the name and command of each pilot involved.
• Within 24 hours, notify the command to which the pilot is attached that a
violation has been alleged. Details concerning the alleged violation and a
statement as to whether the pilot has been informed shall be included in this
notification.
• When the aircraft involved in the alleged violation cannot be positively identi-
fied, Commanding Officers of other units or agencies that may assist in identi-
fication shall be contacted. If identification still cannot be made, and if a Coast
Guard aircraft is involved, details of the alleged violation will be forwarded to
Commandant (CG-711).
2.
Investigation and Formal Report. A Commanding Officer of an air unit who
receives a report of alleged violation of flying regulations, allegedly committed
by a person attached to the command, shall convene an investigation to
determine the facts.
a.
Military Justice Investigation. If confirmed information indicates a
major violation, such as careless or reckless operation of an aircraft,
willful unauthorized flight through special use airspace, ADIZ, or foreign
airspace, or failure to obtain or comply with pertinent ATC Instructions,
an investigation shall be made in accordance with the Military Justice
b.
Letter Report to Commandant. If a preliminary investigation indicates
that the matter is not serious enough to warrant conduct of a military
justice investigation, the Commanding Officer shall make a letter report
to Commandant (CG-711), through the chain of command.
c.
Administrative Requirements. Refer to Chapter 9 of this Manual for
additional administrative requirements following a mishap or flight rule
violation.
I.
PASSENGERS.
1.
Passengers. A passenger is any person transported on a Coast Guard
aircraft other than a flight crewmember or mission essential personnel.
Passengers are normally aboard aircraft for transportation or to accompany
mission essential personnel (e.g., aide, Congressional staff, etc). Passengers
are not critical to mission execution.
2.
Passenger Briefing. The PIC shall ensure that all passengers embarked on
Coast Guard aircraft receive an adequate briefing. This briefing shall cover
at least the following:
• Use of personal flotation equipment (if flight will proceed over water).
• Applicable alerting signals in event of emergency.
• Action required in case of ditching or crash landing.
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COMDTINST M3710.1I
• Location and operation of emergency exits and other equipment.
• Seat belt rules and signals.
• Restrictions regarding electronic devices, firearms, etc.
• Location and operation of supplemental oxygen (as required).
• Tobacco use is not allowed aboard Coast Guard aircraft.
Civilian passengers shall be provided a copy of the disclosure statement
contained in Enclosure (1).
3.
VIP Passengers. Except in an emergency, Very Important Person (VIP)
flights should not arrive before the latest ETA that has been forwarded to the
destination. The latest ETA should be sent in ample time to permit notification
of interested personnel.
4.
Safety Restraint of Passengers. The PIC may authorize passengers on
transport missions to unfasten their seat belts and move about the aircraft
during flight in smooth air. The PIC must be alert at all times to anticipate
turbulent flight conditions while passengers have seat belts unfastened.
Physical safety restraint requirements for passengers are outlined in Chapter 7.
5.
Children. Children shall be accompanied by a parent, guardian, or attendant
designated by the child’s parent or guardian to attend to the safety of the
child during the flight.
6.
Uniform Requirements for Passengers. Passengers on Coast Guard aircraft
are authorized to wear civilian clothing. Uniforms should be worn by Uniformed
Services passengers when required by operational necessity or the DoD
Foreign Clearance Manual. When civilian clothing is worn, it shall be in
good taste, at the discretion of the Commanding Officer or the PIC. Coast
Guard personnel must ensure that their dress and personal appearance
are appropriate for the occasion and will not discredit the Coast Guard.
Conservative styles and fashions are authorized. Tank tops or T-shirts worn
as outer garments, shorts, sandals and revealing, soiled or torn clothing are
examples of inappropriate civilian clothing.
7.
Passenger Identification. Positive identification is required of all passengers.
8.
Passenger Travel Orders and Authorizations. Official travelers will have
in their possession a travel or transportation authorization published by
an appropriate approving authority. Travelers other than DHS employees
or members of the U.S. Uniformed Services are also required to possess
documentation that their travel aboard Coast Guard aircraft has been approved
in accordance with this Manual.
9.
Pets. Normally, pets are not authorized on government aircraft, except in
very unusual circumstances, and at no cost to the Government. Bona fide
working animals (i.e., guide, rescue, or police dogs) are not pets and are
authorized transportation when accompanied by a handler.
4-29
COMDTINST M3710.1I
The rescue of pets as part of a SAR evacuation is at the discretion of the
PIC, and only if it can be done without the pet becoming a hazard to other
survivors or the aircrew. Discretionary approval of other pet transportation lies
with the Commanding Officer, unless otherwise stated in this Manual. Pets
are specifically not authorized in conjunction with Environmental and Morale
Leave travel aboard Coast Guard aircraft.
J.
MISSION ESSENTIAL PERSONNEL.
1.
Mission Essential Personnel. Mission essential personnel are either aircrew
or non-aircrew. Mission essential personnel holding a current designation
in the aircraft type and model are considered aircrew. Mission essential
personnel not holding a current designation in the aircraft type and model
are considered non-aircrew.
Flights by non-aircrew mission essential personnel shall be limited to the
minimum necessary to accomplish assigned missions.
2.
Aircraft Orientation for All Mission Essential Personnel. Prior to flight, all
mission essential personnel shall complete orientation on the following:
• All items of the passenger briefing.
• Mission essential duties expected during the flight.
• Aircraft hazards (including engine exhaust, propeller, rotor and tail rotor avoid-
ance).
• Operation of door and emergency exits.
• Use of ICS and Sterile ICS.
• Use of standard phraseology (as required) to accomplish mission.
3.
Equipment and Training Requirements for Mission Essential
Personnel. Equipment requirements are listed in Chapter 6. Training
requirements for aircrew mission essential personnel are listed in Chapter 8.
Training requirements for non-aircrew mission essential personnel are listed
in Chapter 8.
4.
Flights Aboard other Aircraft. When mission essential personnel fly aboard
other aircraft they shall adhere to the requirements of that agency/organization.
However, the training and equipment requirements in this Manual serve as
a minimum standard. If the other military service’s requirements are less
stringent, the member shall adhere to the requirements of this Manual.
If safety equipment is incompatible aboard the other aircraft, unit commanding
officers may waive safety equipment requirements and align with the other
organization for no longer than 30 days based on response urgency.
4-30
COMDTINST M3710.1I
K. WEAPONS.
1.
Purpose. There is an operational requirement for weapons, including
firearms and Oleoresin Capsicum (OC) pepper spray, to be carried aboard
Coast Guard aircraft by Coast Guard aircrew members, law enforcement
officers, and military troops. Policy regarding firearms and OC pepper spray
on board Coast Guard aircraft is contained in the U.S. Coast Guard Maritime
guidance for the use and transportation of weapons is provided below.
Aircraft planning to land in a foreign country with weapons aboard shall comply
with entry requirements outlined in the DoD Foreign Clearance Manual.
2.
Authority and Responsibility of the PIC. The PIC shall ensure that the policy
provided in this Section is enforced. In cases not specifically covered, he or
she shall be the final authority as to the condition of firearms to be carried on
Coast Guard aircraft.
3.
Firearms Carried by Coast Guard Flight Crews. Firearms may be carried by
Coast Guard flight crew and Mission Essential Personnel aboard Coast Guard
aircraft if required due to the operational environment (OPBAT, HITRON,
Arctic Operations, AUF etc.), training for missions requiring the carrying of
weapons, or when providing security for an automatic weapon as required in
weapons shall be used.
a.
Personal Defense Weapons Carried by CG Flight Crews. All flight
crewmembers carrying personal defense weapons shall be qualified and
current in accordance with Ordnance Manual, COMDTINST M8000.2
training and operational missions in accordance with the Ordnance
Handguns carried by aircrews shall be carried using the standard method
in flight, the weapon may be holstered in an approved aircrew vest.
b.
Long Guns Carried by CG Flight Crews. Shotguns or rifles shall
remain securely stowed until directed by the PIC. They shall not be
loaded, nor shall a round be chambered until directed by the PIC. These
weapons shall be used only by flight crewmembers who are qualified
and current in accordance with the Ordnance Manual, COMDTINST
c.
Authorization to Carry Firearms. If the Commanding Officer of an
aviation unit determines that there is a requirement for aircrews to
carry firearms aboard unit aircraft, he or she shall submit a written
request, through the chain of command, to the Deputy Commandant
for Operations (CG-DCO).
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COMDTINST M3710.1I
4.
Firearms Carried by Military Troops and LE Officers on CG Aircraft. The
Commanding Officer may approve transport or carriage of firearms by
non-Coast Guard military troops or law enforcement officers when operating
in an official capacity. The PIC shall ascertain what type of weapon each
armed official carries and provide him or her a brief of the Coast Guard firearm
policy before the flight.
Requests for non-Coast Guard military or law enforcement officers to
discharge firearms from Coast Guard aircraft shall be routed to Commandant
(CG-DCO) via through Commandant (CG-711) via the chain of command.
For such missions, the military troops or law enforcement officials are not
authorized to load and/or discharge their weapons from the aircraft without
approval of the PIC.
a.
Handguns Carried by Military Troops and LE Officers. Single action
handguns (the hammer must be manually cocked other than by pulling
the trigger) shall NOT have a round chambered (under the firing pin).
Handguns designed with an internal or operator activated device that
physically locks the firing pin in the retracted position unless the trigger
is pulled, and double action handguns (the hammer/weapon is cocked
and released by pulling the trigger) shall be allowed to have a round
in the chamber with the handgun safely de-cocked and holstered. All
handguns with mechanical safety devices shall have those safeties
engaged.
b.
Long Guns Carried by Military Troops and LE Officers. Long guns
(rifles, submachine-guns, shotguns) shall be securely stowed and shall
be transported unloaded, i.e., no ammunition inserted into the weapon,
unless specifically authorized by the PIC.
5.
Personal Firearms. The use of personal firearms aboard Coast Guard aircraft
is prohibited. Personal firearms may be transported unloaded as checked
baggage or cargo.
6.
Firearms Transported as Checked Baggage or Cargo. Firearms transported
as checked baggage or cargo aboard Coast Guard aircraft will be unloaded
and surrendered to a flight crewmember for stowage in accordance with
In cases where a survivor or object of a search is recovered and found to
have a firearm in his or her possession, the firearm shall be unloaded and
surrendered to a flight crewmember for stowage.
At no time are firearms, which are transported as cargo, to be hand carried
by the custodian while inflight. Firearms transported as checked baggage
shall be adequately secured to be inaccessible to passengers while they are
aboard the aircraft.
7.
Airborne Use of Force. The following process shall be used for employment
of airborne use of force at Coast Guard aviation units:
• Commandant (CG-711) shall task ATC Mobile via memorandum to provide
AUF training to specific aviation units.
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COMDTINST M3710.1I
• When AUF training is complete, ATC Mobile shall notify Commandant (CG-
711) via memo, recommending the unit to be authorized for AUF operations.
• The Deputy Commandant for Operations (CG-DCO) will authorize aviation
units for AUF operations via memorandum. The appropriate District will pro-
mulgate amplifying guidance for employment of AUF in the Area of Opera-
tions.
Aviation units that are authorized for AUF operations may conduct AUF in
accordance with the U.S. Coast Guard Maritime Law Enforcement Manual
8.
Deadly Force. The use of deadly force from an aircraft is authorized as
prescribed in the U.S. Coast Guard Maritime Law Enforcement Manual
If deadly force or suppression shots are fired from Coast Guard aircraft,
contact Coast Guard Command Center at Headquarters (1-800-DAD-SAFE or
202-372-2100) by the most expedient means possible. Follow the use of force
reporting requirements in the U.S. Coast Guard Maritime Law Enforcement
A message report, providing the details of the incident, shall be sent to Deputy
Commandant for Operations (CG-DCO), through the chain of command,
within four hours of notification of the incident or end of the flight, whichever
occurs first.
9.
Laser Emission. The inappropriate or unintentional use of an aircraft Laser
system potentially poses a threat to an aircrew and the public. Only laser
light from a system approved in accordance with Safety and Environmental
be emitted from an aircraft. Due to the inherent risk of Laser systems, under
no circumstances shall a laser be energized in a manner inconsistent with
its intended use or in violation of its operating procedures. Any accidental
radiation occurrence during the use of the laser pointer shall be reported
to CG-1131 per Safety and Environmental Health Manual, COMDTINST
L.
INFLIGHT USE OF PORTABLE ELECTRONIC DEVICES.
1.
General. Portable electronic devices (PED) that interface with or attach to
Coast Guard aircraft shall be approved for use by the Aviation Configuration
Control Board (ACCB) in accordance with the USCG Electromagnetic
that only interface via aircraft power. The ACCB process will ensure alignment
or special approval for use in accordance with the U.S. Coast Guard
devices for each aircraft type and model is maintained by the Aviation Logistics
Center.
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COMDTINST M3710.1I
Only devices explicitly authorized and approved through the ACCB process
shall be used when classified keymat (with the exception of GPS or IFF
systems) or classified materials are onboard the aircraft and not secured in an
approved security container. These devices shall have special configuration
requirements that shall be followed when used under these circumstances
(example: Aviation Mobile Device in restricted mode). If not authorized for use
and the batteries cannot be removed, the devices shall be secured within a
radio frequency-shielded pouch or security container.
2.
Transmitting Devices. Carry-on devices equipped with transmitting
capabilities (i.e., bluetooth, WiFi, etc.) may be operated with pilot-in-command
approval if all transmission capabilities are disabled. If transmission
capabilities cannot be disabled, or operations dictate it be operated while
transmitting, either the ACCB or SOFT process is required IAW Coast Guard
devices maintained by ALC.
3.
Cellular Telephones. Cellular telephones and other devices with cellular
capability may be carried aboard aircraft and treated as carry-on devices as
outlined in Paragraph 4.L.2. if cellular service and other transmit functionality
can be secured via Airplane Mode or other configuration means with the
following exception: when classified keymat is loaded (with the exception
of GPS or IFF systems), or when classified materials are aboard and not
secured in a security container, cellular devices shall be secured within a radio
frequency-shielded pouch or security container.
4.
Aviation Mobile Device. The Aviation Mobile Device (AMD) is an electronic
information management tool for aviation mission planning and execution,
designed to reduce pilot and aircrew workload, increase efficiency, and
enhance situational awareness. The USCG Aviation Mobile Device
Management (MDM) system manages the security and application capability
of AMDs. Only Coast Guard issued AMDs that are in compliance with current
USCG MDM standards and have ALC SOFT approval are authorized for use
in USCG flight operations.
The AMD has the capability to display and store a variety of aviation
publications, aeronautical charts, and safety of flight information. Operating
guidelines, minimum requirements, and safety considerations are detailed in
AMD peripheral devices (ex: ADS-B In receiver) approved through the ACCB
process. The AMD and any approved peripheral devices shall be checked
before each flight for information currency and operational functionality.
The AMD is not certified as a sole source of navigation. Aircraft positional
information (own-ship) provided on the AMD through the internal GPS receiver
or other peripheral devices is for situational awareness only, and shall be cross
referenced for accuracy with positional information provided by the aircraft’s
primary flight instruments. This includes the use of emerging technologies
associated with the AMD such as synthetic vision (terrain avoidance), traffic
alerts (ADS-B information), and Attitude Heading Reference Systems (AHRS).
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COMDTINST M3710.1I
If the AMD is being used in accordance with the guidelines set forth by
the reduction of paper navigational publications carried onboard Coast Guard
aircraft and total publication allowances held at local units. Commanding
Officers shall determine which AOR specific paper publications shall still be
carried onboard the aircraft to ensure mission success should a dual-AMD
failure occur. Pilots are responsible for ensuring that all essential information
for their AOR, or any planned mission outside their AOR, is loaded and up to
date on their AMD prior to each flight. Special consideration should be given to
deployed aircrews and their inability to obtain electronic publication updates,
or any other circumstances beyond normal operations. If electronic updating
of the AMD navigational charts is not available, paper charts shall be used.
5.
Devices With Recording Capability. PEDs with the ability to record audio,
video, still imagery or other data that do not transmit or interface with
the aircraft are authorized to be used during flight at the discretion of the
Pilot-in-Command. However, when classified keymat is loaded (with the
exception of GPS or IFF systems), or when classified materials are aboard
and not secured in a security container, all such devices shall be turned off
and stowed unless specifically approved by ACCB or as described below for
government-issued cameras.
6.
Government Issued Cameras. Government-issued cameras may be
authorized for inflight use while classified keymat is loaded or when classified
materials are aboard and not secured in a security container. Approval shall be
granted by the responsible security manager and shall be for a specific model
of camera. Take care to avoid unintentional capture of classified information.
7.
Medical Equipment. The use of manual pacer-defibrillators and Automatic
External Defibrillators (AED) is approved aboard all Coast Guard aircraft.
Defibrillators are required to use internal batteries as the sole power supply.
No connection to aircraft power is allowed.
During SAR or MEDEVAC situations, the use of Emergency Medical Services
(EMS)-provided non-transmitting medical equipment is authorized for use at
the discretion of the Pilot-in-Command.
8.
Devices Always Allowed. Non-transmitting, non-interfaced, non-recording
devices, such as personal medical devices (e.g., hearing aids, pacemakers),
hand-held calculators, electronic watches, etc., are authorized for use at
the discretion of the Pilot-in-Command and do not require ACCB or SOFT
approval.
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COMDTINST M3710.1I
M. AIRCRAFT SECURITY AND C4ISR SYSTEMS.
1.
Security Policy Guidance. Operational Commanders are responsible to
develop guidance and administer security programs and operations to
ensure use of aircraft systems comply with Operational Security (OPSEC),
Information Security (INFOSEC), and Communications Security (COMSEC)
policy including the following:
• DHS Operational Imagery Security Classification Guide, DHS SCG USCG
009.1
2.
Access to Classified Systems. All personnel with direct access to classified
system shall have a security clearance equal to or greater than the
classification of the system they are operating or accessing.
a.
Media and the General Public. The media or general public shall not
observe operation of C4ISR controls, displays or indicators without
the direct approval of the operational commander and Commandant
(CG-711). Any public review or observation shall be protected from
disclosing the operational capabilities of the system.
b.
C4ISR and Foreign Personnel. Demonstration of C4ISR system
capabilities to foreign personnel shall have the concurrence of the
Foreign Disclosure Office, Commandant (CG-222).
3.
Handling of Electronic Memory Devices. Any electronic memory device (e.g.,
hard drive, removable memory module, optical media, magnetic tape, etc. or
any system component with internal memory) shall automatically assume the
classification of the system to which it is connected, and shall be marked,
handled and stored in accordance with Commandant Instructions appropriate
for the level of classification of the system.
4.
Handling of C4ISR Data. During operations that have not been designated
classified by TACON, all recorded imagery, still or video, shall be treated as
Unclassified/For Official Use Only until a lower designation is assigned in
accordance with Commandant (CG-DCO) policy and DHS SCG USCG 009.1.
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COMDTINST M3710.1I
All C4ISR data and imagery collected during a classified mission shall be
marked, handled and stored in accordance with Commandant Instructions
appropriate for the level of classification of the mission. In general, missions
flown in support of JIATF-S will be considered Unclassified/For Official Use
Only/Law Enforcement Sensitive, even though the specific tasking comes
from a classified source.
5.
Voice Recordings. Voice recordings may be considered a form of Personally
Identifiable Information (PII) and shall be protected in accordance with the
Privacy Act of 1974 and Privacy Incident Response, Notification, and Reporting
Voice recordings shall be reviewed IAW Privacy Incident Response,
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COMDTINST M3710.1I
CHAPTER 5. PASSENGERS AND CARGO
A. BASIC PRINCIPLES.
1.
Federal Statute, Regulations, and Executive Branch Policy.
41 C.F.R.
§ 301-70.800 et seq. prescribes regulations governing the policies and
procedures for agencies that authorize travel on government aircraft. The
Office of Management and Budget (OMB) has also issued overarching
Executive Branch policy for improving the management and use of government
aircraft, Improving the Management and Use of Government Aircraft, Circular
No. A-126, in accordance with these regulations. OMB Circular No. A-126
prescribes clarifying policies to be followed by Executive Agencies in acquiring,
managing, using, accounting for the cost of, and disposing of aircraft.
2.
Department of Homeland Security Policy. In accordance with OMB Circular
No. A-126, DHS has issued DHS Aviation Management and Safety, MD
Consistent with these broader policy documents, this Chapter provides
clarifying guidance for the operation and management of Coast Guard aircraft
for purposes of transportation and orientation.
3.
Use of Coast Guard Aircraft. Coast Guard aircraft will only be used for official
purposes. Coast Guard aircraft must be used in the most cost effective manner
to meet requirements and will not be used for political activities. Furthermore,
commercial transportation shall be used for passengers and/or cargo to the
maximum extent practicable.
4.
Approval of Coast Guard Aircraft Operations. All Coast Guard flights require
approval at the appropriate level within the organization depending upon
the justification (authorized use) for the operation of a particular flight. As
discussed in Chapter 2, there are three types of authorized official uses for
Coast Guard aircraft: Mission Requirements, Required Use, and Official
Transportation. Table 5-1 below discusses the approval authority and criteria
for authorizing each type of official use flight.
5.
Approval of Passengers Onboard Coast Guard Aircraft. Flights that involve
the transportation of passengers require secondary approval that may differ
from the authority to authorize the underlying operation of the flight. Table
5-1 below discusses the criteria requirements and approval authorities for
passenger transportation. Some categories of passengers (e.g., Senior
Federal Officials, non-Federal travelers, etc.) require additional special
approval, as discussed in Paragraph 5.D., regardless of the underlying flight or
passenger justification.
6.
Disclosure Statement Requirements. In accordance with the Federal Travel
Regulations, specifically 41 CFR § 301-70.909, civilian passengers shall be
provided a copy of the disclosure statement contained in Enclosure (1).
7.
Record Keeping Requirements. All approvals to carry passengers or cargo
shall be retained as part of the official flight records. Commandant (CG-711)
shall maintain a record for each flight on which a senior federal official, the
spouse or dependent of a senior federal official, or a non-Federal traveler
(not on an Invitational Travel Authorization (ITA)) is transported aboard Coast
Guard aircraft.
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COMDTINST M3710.1I
The records shall be retained for seven years, in accordance with the
• Copy of the passenger manifest.
• Copy of all documents approving the transportation of such passengers on
the flight.
• Copy of cost justification where appropriate.
8.
Points of Contact. The following email distribution lists shall be used for
inquiries and approval process in accordance with the directions contained in
this Chapter:
• COMDT (CG-0921): HQS-DG-lst-CG-0921-Logistics@uscg.mil
• COMDT (CG-LGL): HQS-SMB-CG-LGL@uscg.mil
• COMDT (CG-711): HQS-DG-lst-CG-711-ATR@uscg.mil
• Vice COMDT (CG-09): USCG.EXEC@uscg.mil
5-2
Table 5-1. Passenger Approval Authorities
Flight Type
Required Passenger/Cargo
Criteria for Approval
Additional Requirements
Approval Authority
Mission Requirements
Commanding Officers of Coast
Personnel or cargo must be mission
Approval authority may be delegated no
Guard air stations and cutters with
essential. Mission essential is
lower than the Operations Officer.
aircraft embarked or deployed.
determined when their presence
aboard Coast Guard aircraft is in
Flights for morale or orientation as the
direct support of approved mission
primary purpose of the flight, or that
requirements use for the flight.
are flown for the purpose of attending
Examples include the transport of
meetings, site visits, conferences, or
troops and/or equipment, carriage
making speeches are examples of flights
of specialized intelligence-gathering
that are not Mission Requirements Use.
personnel or equipment, medical
evacuation, transport of search and
rescue survivors, etc.
Required Use
N/A if official traveler.
Once required use transportation
has been approved for the principal
official, transportation aboard Coast
Guard aircraft is also appropriate for
accompanying staff members.
Transportation Primary
Flights being flown for the primary
Refer to the Invitational Travel
Special approval passenger and
Purpose
purpose of transporting passengers
congressional passenger approval
(without any other justification) must
requirements in Paragraph 5.D. must be
be approved IAW Chapter 2.
determining when a non-Coast Guard
followed, if applicable.
member might be traveling for an
official purpose, including examples
of travel that is in the best interests of
the government.
Table 5-1. Passenger Approval Authorities Continued
Flight Type
Required Passenger/Cargo
Criteria for Approval
Additional Requirements
Approval Authority
Transportation
Must be approved at least one
Secondary use of the aircraft for
All official transportation as secondary
Secondary Purpose
organizational level above the
other transportation for conduct of
purpose must have concurrence of the
(Flight originating
person(s) traveling, but no lower than
agency business may be presumed
entity having OPCON of the aircraft.
within NCR)
Assistant Commandants in charge of
to result in cost savings, so a cost
HQ directorates.
comparison is not required.
Transportation
Must be approved at least one
Official travel passengers and cargo
Purpose of flight equates to Mission
Secondary Purpose
organizational level above the
may travel aboard Coast Guard
use, Space Available travel in the DHS
(Flight originating
person(s) traveling, but no lower than
aircraft on a space-available basis for
outside NCR)
the Commanding Officer of a major
secondary use transportation when:
command (e.g., air station or Sector).
(1) The aircraft is already scheduled
for an official purpose. The
Refer to the Invitational Travel
Transportation
One organizational level above
previously-scheduled official
Secondary Purpose
the unit requesting the cargo
purpose must be documented in
(Cargo)
transportation.
the approved flight schedule.
when a non-Coast Guard member might
(2) Secondary use transportation
be traveling for an official purpose,
does not exceed minimum
including examples of travel that is in the
mission requirements (i.e., a
best interests of the government.
larger aircraft than needed for
the official purpose).
Special approval passenger and
(3) Secondary use transportation
congressional passenger approval
results in only minor additional
requirements in Section D must be
costs to the Government.
followed, if applicable.
(4) The traveler has a valid
official purpose for their travel
as documented in an ITA, orders,
or similar.
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