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Appendix (A) to COMDTINST M3710.1I
b.
Engineering Administration Officer. The duties of the engineering
administration officer are:
• Provide administrative and clerical services for the Aeronautical En-
gineering Department; establish and control a system for correspon-
dence receipt, distribution, reply, and filing; ensure submission of all
required reports; prepare and distribute internal maintenance direc-
tives, schedules, and information; and maintain aircraft logbooks and
historical records.
• Distribute all nontechnical information and publications.
• Supervise and coordinate engineering administrative responsibilities
with other departments as required.
• Establish engineering training requirements; coordinate with the Oper-
ations Department, Aeronautical Engineering Department training re-
quirements and assist in obtaining necessary school quotas; program
and provide adequate on-the-job training, and coordinate aircrew train-
ing with Operations.
c.
Aviation Materiel Officer. The duties of the aviation materiel officer are:
• Maintain liaison with the Supply Department and provide technical ad-
vice for procuring and requisitioning aeronautical engineering supplies
and allowance list spares.
• Compile and analyze maintenance usage data, Not Mission Capa-
ble-Supply (NMCS), Not Mission Capable-Maintenance (NMCM), Not
Mission Capable-Depot Level Maintenance (NMCD), experience, and
recommend changes to stocking list when justified.
• Inventory aircraft upon receipt and transfer and ensure that proper in-
ventory log entries are made.
• Be responsible for procurement, custody, issue, and condition of all
general and special tools required by the Aeronautical Engineering De-
partment.
• Request, receive, identify, classify, store, and issue all special aviation
material required by the Aeronautical Engineering Department.
• Assist the Supply Department in maintaining a complete inventory of
materiel required in the operation of the Aeronautical Engineering De-
partment and initiate immediate replacement to established stocking
levels.
• Periodically spot-check aviation materiel in supply to ensure that shelf
life has not expired.
• Estimate budgetary needs and administer funds allotted for procure-
ment of material and services; establish internal methods and proce-
dures by which maintenance personnel can obtain required materiel
to support the maintenance effort.
(A)-9
Appendix (A) to COMDTINST M3710.1I
• Initiate action for survey in the event of loss, damage, or destruction of
accountable items.
• Ensure that all Class 265 materiel is carefully screened and a positive
determination is made that repair of such materiel is beyond unit or
local repair capability; ensure that materiel is properly tagged, pack-
aged, and expeditiously processed.
d.
Aircraft Maintenance Officer. The duties of the aircraft maintenance
officer are:
•
Direct preventive and corrective maintenance of aircraft, related equip-
ment, and shop facilities.
•
Plan, schedule, and control all phases of maintenance; perform
progress checks on all work assigned; maintain aircraft maintenance
status board and keep cognizant personnel informed of aircraft status;
request required material from Aviation Materiel for performance of
aircraft and equipment maintenance; establish a system to ensure
delivery of necessary items at the required time and place.
•
Ensure that maintenance instructions are prepared when required.
•
Ensure prompt and safe movement of aircraft to facilitate the mainte-
nance effort; prepare necessary aircraft parking plans.
•
Maintain all ground support equipment including compliance with in-
spection requirements.
•
Provide aircraft line maintenance including aircraft preflight, aircraft
postflight, aircraft servicing, and transient maintenance.
•
Conduct Foreign Object Damage (FOD) prevention program.
•
Fuel and defuel aircraft; manage the aviation fuel facilities.
•
Coordinate the training of all personnel involved in aircraft ground han-
dling and aircraft ground support equipment operation; provide aircraft
security including tie-downs and chocks.
•
Accomplish required aircraft run-up, aircraft washing, and aircraft inte-
rior cleanup.
•
Process repairable material to serviceable status.
•
Ensure that all materiel and equipment is properly stored, secured, and
accounted for.
•
Ensure that precision measurement equipment is calibrated and certi-
fied in accordance with current Directives.
•
Prepare Unsatisfactory Report of Aeronautical Material (UR) in rough
and forward to Engineering Administration.
•
Initiate requests for shop materiel required, periodically review shop
usage, and establish inventory reorder points.
(A)-10
Appendix (A) to COMDTINST M3710.1I
e.
Leading Chief Petty Officer (LCPO). The duties of the LCPO include,
but are not limited to:
• Serve as Senior Enlisted Advisor for the Aviation Engineering Depart-
ment.
• Supervise the Aviation Engineering Administration staff.
• Ensure Aviation Engineering Department Instructions and Standing
Orders are current and enforced.
• Brief and indoctrinate incoming personnel.
• Coordinate monthly Chief Petty Officer, Watch Captain and Work-
force/Duty Section assignment meetings.
• Oversee flight orders, AvIP, SDAP, and operational/technical qualifica-
tion programs for assigned enlisted personnel.
• Be aware of and proactive regarding the general welfare of the aviation
enlisted personnel assigned to the unit.
7.
Facilities Engineering Officer. The duties of the facilities engineering officer
are:
• Perform the duties of the head of a department as specified by Coast Guard
Regulations.
• Oversee unit environmental compliance program.
• Administer program for maintenance and repair of buildings, grounds, boats,
and vehicles including aviation fueling facilities and fuel trucks.
• Provide physical security services including fire fighting and crash rescue
equipment and services.
• Administer boat and vehicle operator training and qualification program.
a.
Buildings and Grounds Officer. The duties of the buildings and grounds
officer are:
• Conduct a program for progressive preventive and corrective mainte-
nance of all structures.
• Supervise the upkeep of grounds.
• Supervise the station’s maintenance force, including use of tools,
equipment, and shops.
b.
Physical Security Officer. The duties of the physical security officer are:
• Maintain fire fighting equipment such as trucks, hydrants, hoses, extin-
guishers, and crash kits in buildings, vehicles, boats, and on grounds.
• Administer physical security program, including supervision of the gate
and security watches.
• Provide identification, parking, and traffic control for vehicles.
• Supervise Government vehicle driver examinations.
(A)-11
Appendix (A) to COMDTINST M3710.1I
c.
Boats and Vehicles Officer. The duties of the boats and vehicles officer
are:
• Maintain boats assigned to the air station.
• Provide boat operator training.
• Maintain station vehicles.
8.
Supply Officer. The duties of the supply officer are as follows:
•
Perform the duties of the head of a department as specified by Coast Guard
Regulations.
•
Procure, stock, and issue supplies and equipment.
•
Prepare and maintain required fiscal and supply records and reports.
•
Operate the unit mess.
•
Supervise Survey Boards.
•
Supervise wardroom and barracks activities if these duties are not assigned
to the Administration Department.
a.
Property Officer. The duties of the property officer are:
• Maintain master record of plant property.
• Maintain and supervise station allowance lists.
• Provide accountability for property issued on custody.
• Dispose of excess and surveyed property.
b.
Commissary Officer. The duties of the commissary officer are:
• Provide commissary services, including receipt and preparation of food
and galley equipment.
• Ensure cleanliness and sanitation in galley and commissary.
• Prepare commissary reports, inventories, and requisitions.
• Carry out such Instructions as are promulgated in the Financial
• Direct the training of subsistence specialists.
c.
Wardroom and Barracks Officer. The duties of the wardroom and
barracks officer are:
• Supervise cleanliness and orderliness of officers’ wardroom, mess
room pantry, and sleeping spaces.
• When so appointed by the Commanding Officer, act as mess treasurer
and carry out functions as specified in pertinent instructions.
• Supervise the Master-at-Arms (MAA).
(A)-12
Appendix (A) to COMDTINST M3710.1I
d.
Exchange Officer. The Exchange Department organization must be
tailored to the specific Exchange responsibilities of the unit. Coast Guard
guide to Exchange Department organization.
C. WATCH ORGANIZATION AND DUTIES.
1.
Senior Duty Officer. The Senior Duty Officer (SDO) is the command’s senior
officer on watch. As the senior officer of the watch organization, the SDO
shall be responsible for the operation, administration, and security of the unit
outside of normal working hours. Specific duties of the SDO shall be defined in
Air Station Instructions.
2.
Operations Duty Officer. The Operations Duty Officer (ODO) is normally a
commissioned officer that shall act as assistant to the SDO. Specific duties of
the ODO shall be defined in Air Station Instructions.
3.
Enlisted Personnel Watches and Duties. Because of their varying size and
local conditions, air units are not required to establish all of the following
watches. In the interest of standardization, whenever these watches are
established, they shall be titled as listed. Duties pertaining to each watch shall
be specified in Air Station Instructions.
• Officer of the Day (OOD)
• Junior Officer of the Day (JOOD)
• Duty Master-at-Arms (MAA)
• Engineering CPO
• Watch Captain (The senior member of the enlisted aviation duty section)
• Gate Watch
• Switchboard Watch
• Radio Watch
• Security Watch
• Duty Section
4.
Standard Watch Organizational Chart. Each air unit shall maintain a watch
organization chart.
5.
Duty Schedule. Each air unit shall publish a duty schedule which lists the
personnel assigned to each watch position.
• The duty schedule shall include the names of personnel assigned to aircraft
ready crews.
• The selection of properly qualified personnel for assignment to aircraft ready
crews is a command function. The integrity of ready crews shall be carefully
maintained. Changes in ready crew assignments shall be made only with
approval of the Commanding Officer or a designated representative.
(A)-13
Appendix (A) to COMDTINST M3710.1I
D.
UNIT ORDERS AND INSTRUCTIONS.
1.
Operations and Emergency Bills. The following operations and emergency
bills shall be promulgated as appropriate:
• Fire
• Field Crash
• Water Crash
• Search and Rescue
• Disaster Control
• Communications
• Hurricane or Destructive Storm Evacuation Plan
• Pre-mishap Plan
• Recovery and Salvage Plan
2.
Instructions. Instructions shall be promulgated by the Commanding Officer
to standardize procedures, express policy, establish doctrine, and comply
with Directives of higher authority. Each command shall establish numbered
Directives in accordance with the provisions of Commandant Instructions.
All personnel must be thoroughly familiar with all Unit Instructions pertaining
to their duties, watches, and routine.
3.
Notices. Unit notices shall be issued as necessary to announce events of
short-lived or passing interest or to direct attention to existing Directives.
Notices shall be numbered in accordance with the provisions of Commandant
Instructions.
E.
RECOMMENDED MANAGEMENT PRACTICES.
1.
Overview. The preceding Paragraphs of this Appendix specify the
organization of Coast Guard air units. This required organization has been
developed from experience and encompasses many practices presently
employed at Coast Guard air units. This Section deals with recommended
practices. Adoption of these specific management practices is not mandatory.
Their use has been helpful at many air units and they may be used at the
discretion of the Commanding Officer. If these practices are not used as
specifically outlined, the subject matter should be covered adequately in
some other manner.
2.
Inspection of Operational Equipment. The manner and frequency of
inspection of aircraft, boats, vehicles, fire/crash trucks, and certain items of
aircraft and station emergency equipment are specified in other Directives.
Only by frequent routine inspections can the Commanding Officer be assured
that his operational equipment is in fact ready for use in accomplishing the
mission of the unit.
a.
Daily Inspection. An Operational Equipment Status Board should be
maintained in the operations center to show the status of aircraft, boats,
crash trucks, and other equipment desired.
(A)-14
Appendix (A) to COMDTINST M3710.1I
b.
Periodic Inspection. A more detailed inspection of aircraft, boats, crash
trucks, and other equipment as desired should be conducted weekly.
This inspection should be made by officers or chief petty officers, using
an established inspection form, and should include examination of the
structure, regular equipment, rescue equipment, and safety equipment.
3.
Use of Unit Checklists. Unit checklists provide some assurance that specific
required actions will be taken, particularly under the stress of operational
emergencies. Unit checklists should be promulgated for routine use by
cognizant personnel.
a.
Search and Rescue (SAR) Checklists. SAR checklists are used for
dispatching units in response to emergencies, organizing searches,
conducting communications and harbor checks, and ensuring required
actions are performed in any SAR case. The Initial SAR Check sheet,
Appendix G-3 of the U. S. Coast Guard Addendum to the United States
the initial notification of a SAR incident.
b.
MEDICO/MEDEVAC Checklists. The MEDICO/MEDEVAC Check
sheet, Appendix G-7 of the U. S. Coast Guard Addendum to the
gathering patient information, obtaining advice, securing authorization
papers, and other matters pertaining to MEDICO cases.
c.
Daily Routine Checklists. Daily routine checklists are used for ensuring
prompt and timely actions by the ODO, OOD, JOOD, switchboard watch,
and other personnel actively involved in the daily routine of the unit.
d.
Tickler Files. Tickler files are used to make a positive check
on the timely submission of the units recurring reports and other
correspondence.
e.
Pre-mishap Plan Checklists. Pre-mishap plan checklists are used
to ensure that all actions required by the unit pre-mishap plan are
accomplished in a timely fashion.
f.
Pilot Status Report. A pilot status report should be established to post
information on each pilot’s aircraft qualifications, total pilot time, monthly
and semi-annual pilot hours, and instrument approach statistics.
g.
Training Status Reports. Training status reports, for posting information
on the training status of both pilots and aircrew members, should be
established in the training office.
h.
Destructive Weather Plan. The primary purpose of a destructive
weather plan is to provide protection for equipment while maintaining an
acceptable SAR readiness before and after destructive weather.
(A)-15
Appendix (A) to COMDTINST M3710.1I
4.
Aircraft Logistics Center. The Aircraft Logistics Center (ALC) shall be
included in the Fifth CG District destructive weather plan.
5.
Aviation Training Center. Aviation Training Center (ATC) Mobile, AL shall be
included in the Eighth CG District destructive weather plan.
(A)-16
Appendix (B) to COMDTINST M3710.1I
APPENDIX (B). FITNESS OF AIRCREW PERSONNEL
A. FITNESS OF AIRCREW PERSONNEL.
1.
General. Certain adverse physiological or psychological factors can be
responsible for causing mishaps, both in the air and on the ground. These
adverse factors include: fatigue, improper diet, poor physical condition,
improper or excessive use of tobacco, alcohol or drugs, minor illness, mental
or emotional stresses, and insufficient or irregular sleep. Although such factors
probably cannot be completely eliminated in aviation personnel, it is important
that the existence of these factors be recognized and that appropriate action
is taken to minimize their effects. Particular emphasis should be placed on
the needs of deployed aircrews that are operating in unfamiliar environments
and often on unusual cycles. The Risk Management Instruction, COMDTINST
assessments using the Risk Factor Assessment (RFA) tool.
2.
Aviation Medicine Staffing. A flight surgeon remains the gold standard
for aviation operational requirements. FSTs, AMOs, and APA-Ds will be
considered acceptable in meeting requirements for aviation medicine duties.
Table (B)-1 lays out the minimum aviation staffing requirements for units.
Since the flight surgeon is considered the expert and most qualified AMP,
only a fully qualified FS may serve as the senior medical officer on a mishap
analysis board, an Aeromedical Consultation Advisory Board, serve as the
Aviation Standards Medical Officer, or serve as the Commander PSC reviewer.
There will be a FS for each Regional Practice who will serve as a resource for
aviation medicine issues and questions for their region
Table (B)-1. Minimum Aviation Medicine Staffing Requirements
District
Clinic
Unit
FS
APA**
APA-D
AMO
D1
Cape Cod
AIRSTA Cape Cod
1
1
Atlantic City
AIRSTA Atlantic City
1*
TRACEN Cape
1
May
D5
Elizabeth City
ATTC/AirSta/ALC
1
1
NCR
AIRSTA Washington
1*
Base NCR
1
Miami
AIRSTA Miami
1
1
Clearwater
AIRSTA Clearwater
1
1
1
D7
Jacksonville
HITRON
1
Savannah
AIRSTA Savannah
1*
Borinquen
AIRSTA Borinquen
1
1
(B)-1
Appendix (B) to COMDTINST M3710.1I
Table (B)-1. Minimum Aviation Medicine Staffing Requirements Continued
District
Clinic
Unit
FS
APA**
APA-D
AMO
Mobile
ATC Mobile
2
1
New Orleans
AIRSTA New Orleans
1*
Houston/
AIRSTA Houston
1
1
D8
Galveston
Corpus Christi
AIRSTA Corpus
1
Christi
Detroit
AIRSTA Detroit
1
D9
Traverse City
AIRSTA Traverse City
1*
McKinleyville
Sector/AIRSTA
1
Humboldt Bay
San Francisco
AIRSTA San
1*
Francisco
D11
Sacramento
AIRSTA Sacramento
1
Ventura
AIRSTA Ventura
1*
San Diego
AIRSTA San Diego
1
North Bend
Sector North Bend
1
D13
Astoria
Sector Columbia River
1
1
Port Angeles
AIRSTA Port Angeles
1
Barbers Point
AIRSTA Barbers Point
1*
D14
Honolulu
Base Hono
1
Kodiak
AIRSTA Kodiak
2
2
D17
Sitka
AIRSTA Sitka
1
1
These are collaborative, not solo, practice sites. Criteria defined in Coast Guard
NOTE:
* APA-Ds assigned to collaborative practice should be selected via a board process.
information.
** APA to APA-D training billets.
The AMP’s evaluation, Commissioned Officers’ Effectiveness Report (COER) for Public Health Service
officers, and the Officer Evaluation Report (OER) for CG officers, will be the usual mechanism for
recommending placement or removal of an AMP by either the Health, Safety, and Work-Life Directorate,
or the CG unit’s command. When the staffing standard is not able to be met by available qualified
personnel, alternates will be recommended and approved through a process of collaboration between
COMDT (CG-112), (CG-711), and the relevant District or Area Commander. COMDT (CG-11) retains
final authority.
(B)-2
Appendix (B) to COMDTINST M3710.1I
3.
Command Action. The following are command responsibilities:
• Observing, in letter and spirit, the maximum utilization factors for aircrews
prescribed in this Manual.
• Arranging watch duties so that crews on alert duty are able to sleep with a
minimum of interruption from telephone calls, administrative matters, machin-
ery noises and other disturbances.
• Ensuring that all aircrew personnel clearly understand the effects of fatigue,
distraction, emotional stress, improper diet, overindulgence, and insufficient
sleep; advising aircrew personnel of their duty and responsibility to bring any
such conditions which might affect safety of flight to the attention of the Com-
manding Officer, and to request grounding, if necessary, until such factors are
corrected
• The Coast Guard monitors and controls crew mission days, flight time, and
other fatigue related factors as a risk management tool. Crew utilization stan-
dards are not designed to hinder operational commanders in mission planning
or execution. Scheduling and rest guidance should be viewed as long term
risk management and loss control parameters designed to minimize injury
and damage and to preserve limited capital and personnel resources for fu-
ture operational use.
• Familiarity with policies, responsibilities and guidelines set forth in Coast
4.
Individual Responsibility. Flight Surgeons and Aviation Physician Assistants
(APA) require full awareness of each aviator’s physical, mental, and behavioral
health to ensure fitness for aviation duties. All received care must be reported
to the FS/APA.
All designated aviation personnel are expected to exhibit professionalism,
maturity, and concern for self and others. Aviation personnel are encouraged
to seek help or care for physical, mental, or behavioral health matters;
however, it is necessary for aviation medicine providers to be made aware
in order to address fitness for duty and preserve safety of flight. Personnel
receiving the above types of care from any source outside of their designated
aviation medicine provider without that provider’s knowledge are prohibited
from participation in all flight, ground, or maintenance related activities. To
resume flight duties, personnel shall report to their aviation medicine provider
for clearance.
5.
Sleep and Rest. Human factor studies have identified fatigue as a significant
factor impacting aircrew judgment and operational performance. Fatigue is
alleviated and mental alertness is restored by proper sleep. Irregular and
insufficient sleep patterns can create both immediate and long term (or chronic)
fatigue. Noise, poor climate control, bright light, excitement, worry, daytime
sleep period, or any other condition that is not conducive to restfulness will
diminish the benefits of sleep. While the optimum amount of sleep varies
among individuals, the normal standard for flying personnel is eight continuous
(B)-3
Appendix (B) to COMDTINST M3710.1I
hours in every 24-hour period. Factors such as excessive fatigue, illness,
and emotional stress tend to increase this standard. Mishap experience and
studies indicate that any decrease in a flight crewmember’s ability to sleep will
impact normal performance functions and increases the likelihood of error.
Since influence of increased error becomes particularly significant during
operations at night and in poor weather, flights, watch standing requirements,
and collateral duties should be assigned with due regard to providing adequate
crew rest for such assignments.
B. REVERSE CYCLE OPERATIONS.
1.
Reverse Cycle Operations Overview. Traditionally, the Coast Guard has
structured crew rest limits based on the air station Search and Rescue ready
crew model. Within this paradigm, reverse cycle operations are limited
to isolated late night SAR cases, with the crew allowed restorative sleep
immediately upon relief. Typically, relief crews respond to tasking the following
night if needed. Transitioning to night vision goggles, increased red-zone
missions (0300 to sunrise), night-capable sensor packages and demands for
round the clock deployed law enforcement response require a safe protocol
that satisfies operational requirements yet accounts for the body’s strong
natural desire for rest during hours of darkness. Particularly alarming is human
factors science that indicates increased mental and physical impairment the
third night of reverse cycle operations.
a.
Reverse Cycle Operations - Planning Considerations. Operational
Commanders must evaluate the probable mission benefits against
increased reverse cycle operations fatigue risk. For shipboard
operations, cutter requirements for daylight boardings concurrent with
reverse cycle flight operations may quickly burnout the cutter crew and
AVDET, yielding elevated risks for both evolutions. Augmenting of officer
and enlisted AVDET members is highly recommended to allow continued
asset deployment and proper crew rotation/rest (i.e., two nights on/one
night off). Shipboard experience indicates best results when the entire
cutter shifts routines. This provides balance of sufficient daylight for
aircraft and cutter maintenance and training and desired nighttime
operations. Most effective is a 1400 to 1500 Reveille and 0400 Taps.
b.
Night Vision Goggle Operations. While night vision goggles may
enhance detection capability, they offer little identification capability.
Similarly, reverse cycle operations should be planned during lunar cycles
that best enhance night vision goggle capabilities.
(1) Crew Rest Facilities. Any safe reverse cycle operations require
suitably isolated crew rest facilities. The shipboard environment
provides many challenges for uninterrupted rest during daylight.
Rotation of the entire cutter schedule (not just the AVDET) appears
to foster a better (but not ideal) rest environment for cutter and
AVDET personnel. Crews deploying to ashore forward operating
bases should carefully consider rest facilities and deploy with any
required equipment (i.e., black out curtains, provisions for food
preparation when restaurants are closed, etc.). Crew berthing
(B)-4
Appendix (B) to COMDTINST M3710.1I
should be arranged by similar mission scheduling to minimize
disruptions.
(2) Maintenance Considerations. Safe cutter-based helicopter
maintenance during reverse cycle operations should be considered.
Since the aircrew work day may be during hours of darkness,
aircraft spotting and routine maintenance may be completed on a
dark deck, with flashlights, perched on ladders/check stands/aloft
on the aircraft. It may be advantageous for some AVDET members
to remain day oriented to complete aircraft maintenance in daylight.
Any test flight will require a re-adaptation to daytime.
c.
Reverse Cycle Operations - Personal Coping Strategies. Seek daylight
exposure after awakening from sleep at approximately 1500, but not
before. Doing so will help the body assume a 1500 sunrise. During
prescribed wakeful periods after sunset, remain within a brightly lit space
(with levels equivalent to a suitably lighted shop/hangar space) to initiate
daylight response. Ensure necessary night vision adaptation period.
Once night adapted, maintain a consistent sleep period, beginning just
prior to or soon after sunrise (to minimize exposure to light) and ending
about 1500.
(1) Maintaining Night Adaptation. Consistent, reliable scheduling is
one of the best tools for fostering safe reverse cycle operations.
Be consistent with meal periods, reflecting a breakfast orientation
upon awakening in mid-afternoon and appropriately sequenced
meals to follow.
Once night adapted, when possible maintain consistent flight
mission times or within a specific operational window (e.g., 2200 to
0400). Minimize flights between 0300 to sunrise or 0600 whichever
comes first. The 0300 to sunrise period is a crew endurance
red-zone period where alertness is at a low point, even under night
adaptation.
If a supplemented crew is provided, assure consistent wakefulness
during off time. Given the fragile nature of night adaptation, easily
reversed by a single 24 hours of daylight activity, crews must be
diligent to stay in a night schedule when adapted, regardless of
duty scheduling. Environmental factors such as collateral duty
requirements, family demands, off-duty demands, etc. must adhere
to the night schedule for the member to remain safely adapted.
(2) Sleep Disruptions. Consider any disruption in the continuity of
sleep (phone call, beeper call, noisy environment, etc.) as a bad
night and make arrangements to nap during the day, and sleep-in
at the earliest opportunity to compensate for the sleep loss.
Sleep-in the day after a sleep loss or a bad night (less than seven
hours or a disrupted sleep period makes for a bad night). Consider
that personnel are more susceptible to develop chronic fatigue
when working nights, even if an adaptation protocol is in place.
(B)-5
Appendix (B) to COMDTINST M3710.1I
Do not delay compensating for sleep loss or a bad night. The
resulting sleep debt may cause fatigue at unexpected times of the
work period (in this case nighttime).
(3) Pre-Mission Sleep. When possible, reduce the period of
sustained wakefulness (time from sleep until present) before flights
to below eight hours. That is, encourage crews to nap one to two
hours before missions if their period of sustained wakefulness is
approaching eight hours. Maintain a seven to eight hour sleep
period. Use naps in the evening to reduce sleep loss, if daily sleep
duration is less than seven hours.
(4) Sleep Environment. Optimize the sleep environment by reducing
light, noise, and controlling temperature. Sleep is most restorative
if taken in a dark, quiet, and cool/well ventilated environment.
Consider sleeping arrangements where occupants have similar
sleep schedules to minimize disruptions from activity in the berthing
areas.
(5) Alertness Indicators. Factor alertness into each mission risk
analysis. Try to avoid missions during the red zone (0300 to
sunrise), and keep red zone missions as short as possible. Use
crew resource management and maintain a lively chat in the
cockpit at all times. Do not allow periods of silence during the red
zone, or the crew is at risk of falling asleep. Also consider that
susceptibility to make wrong decisions and to experience spatial
disorientation is exacerbated by sleep loss.
d.
Reverse Cycle Operations - Suggested Operational Scheduling. No
Reverse Cycle Operational Doctrine is suited to all mission scenarios.
The suggested protocols below have been tested and proven an effective
template for some reverse cycle operations. The first template assumes
a short period (two nights maximum) pulse into night operations with
the crew remaining daytime oriented. The second template assumes a
dedicated effort to night adapt for a prolonged reverse cycle operation.
Both protocols assume isolated crew rest facilities.
(1) Short-Term Reverse Cycle Operations. Short-Term Reverse
Cycle Operations is repeated nights of scheduled or unscheduled
employments of a single crew during the hours of 0000 to sunrise.
If these operations are sustained and continuous, and continue for
longer than two weeks, the crew shall use the Long-Term Reverse
Cycle Operations guidance in Paragraph (B).B.1.d.(2). Repeated
nights of scheduled or unscheduled operational launches can be
especially fatiguing to a crew, particularly if the crew is remaining in
a Daytime orientation due to the short period of night operations.
Unless the crew has night adapted by adhering to the Long-Term
Reverse Cycle Operations protocol below and reached Night 4 and
Following, the following guidance is suggested:
(B)-6
Appendix (B) to COMDTINST M3710.1I
Night 1: Crew Utilization limits listed in Chapter 3 of this Manual
apply. If the crew retires after the sortie, seek to gain as much
uninterrupted sleep as possible. If the sortie was during the red
zone (0300 to sunrise), the crew should be provided a minimum
of 10 hours crew rest after mission completion before subsequent
tasking. Upon awakening, observe daylight to activate normal
physiological cycles. Nap if possible in late afternoon. Seek to
limit the period of sustained wakefulness prior to the next sortie to
less than eight hours. If possible, retire at normal bedtime prior to
Night 2 responses.
Night 2: If a launch occurs 0000 to sunrise the second night, the
crew should be limited to 4.0 hours of cutter-based flight operations
(including training flights). Crew Utilization limits listed in Chapter
3 of this Manual apply to shore-based operations. If the crew
retires after the sortie, seek to gain as much uninterrupted sleep as
possible. If the sortie was during the red zone (0300 to sunrise),
the crew should be provided a minimum of 10 hours crew rest after
mission completion before subsequent tasking. Upon awakening,
observe daylight to activate normal physiological cycles. Nap
as possible in late afternoon. Seek to limit period of sustained
wakefulness prior to next sortie to less than 8 hours.
Night 3: The crew should not respond to launch tasking from 0000
to sunrise. The crew must attain 24 hours of crew rest before
assuming alert status from 0000 to sunrise (returning to Night 1
above if necessary).
(2) Long-Term Reverse Cycle Operations. Long-Term Reverse Cycle
Operations is the sustained and continuous employment of a single
crew during the hours of 0000- sunrise for periods lasting greater
than two weeks. The sequence integrates the maximum daily shift
of the body’s clock of 90 minutes. As such, requires a minimum of
four nights to potentially shift the body’s clock from 0000 to 0600
bedtime. Once begun, the crew must consistently adhere to night
adaptation strategies to facilitate nighttime orientation. Specifically,
seek to retire prior to sunrise and sleep until 1300 to 1500. Due
to the detrimental effect daylight has on reorienting the body’s
cycles, avoid sunlight exposure until after 1500. The sequence is
as follows:
Night 1: A maximum of 4.0 hours of cutter-based flight operations.
The Crew Utilization limits of Chapter 3 of this Manual apply to
shore-based operations. If operation of crew and aircraft occurred
earlier in the day (i.e., transport to forward operating base or cutter),
assure the Crew Utilization limits of Chapter 3 of this Manual are
not exceeded. Leverage napping to reduce sustained wakefulness
to less than eight hours before nighttime sortie. Upon final landing,
the crew is placed in Reverse Cycle Crew Rest Status until 1600
the following day.
(B)-7
Appendix (B) to COMDTINST M3710.1I
Night 2: A maximum of four hours of cutter-based flight operations.
The Crew Utilization limits of Chapter 3 of this Manual apply to
shore-based operations. Upon final landing, the crew is placed in
Reverse Cycle Crew Rest Status until 1600 the following day.
Night 3: No flight operations. Crew maintains Reverse Cycle
measures during off day/night. Coverage of AOR to be provided
by another crew or asset.
Night 4 and Following: Unrestricted night operations. The Crew
Utilization limits of Chapter 3 of this Manual apply. Planned aircraft
recovery 30 minutes prior to sunrise. Upon final landing crew is
placed in Reverse Cycle Crew Rest Status until 1600 the following
day.
Ramp Down: A full 24 hours off. Daylight only operations for the
following 24 hours. After that point operations are limited only by
the Crew Utilization limits of Chapter 3 of this Manual.
Table (B)-2. Long Term Reverse Cycle Adaptation Plan
Cycle
Sleep
Avoid Daylight
Seek Artificial
Alertness
Schedule
and/or
Bright Light
Levels Impact
Artificial
Exposure
Bright Lights
First 3 days of
From sunrise to
From 0300 to
From sunset to
Low during 1st
rotation from
NLT 1500
1500
0300
day. Improving
daytime to
Exposure
on 2nd and 3rd
nighttime work
periods should
day, but with
schedule
be at least 15
lowest points
minutes every
after 0300.
two hours.
From 4th day
From sunrise to
From sunrise to
From sunset
Lowest after
of rotation
NLT 1500
1500
to bedtime
0300 to
onwards
or sunrise
bedtime;
(whichever
Best from
comes first)
1500-2300;
Mid-level
between
2300-0300
NOTES: All times are local in this table. Seek bright artificial light exposure as follows:
• On the Ground: At least 1,000 Lux (equivalent to four 100 watt incandescent light bulbs) measured
at eye level. Alternatively, monochromatic green or blue light sources of at least 300 Lux at eye level
can be used.
• During flight: Monochromatic green or blue light sources of at least 300 Lux at eye level should be
used. In all cases, light exposure should not be applied directly to the eyes.
CAUTION
The light source should be approximately 20 to 30 inches away
from your eyes such that it bathes your face from the side.
(B)-8
Appendix (B) to COMDTINST M3710.1I
e.
Reverse Cycle Crew Rest Status. Operational Commanders must be
sensitive to the high risk imposed on night-adapted crews responding to
daytime missions. Realize that frequent disruptions will place crews in a
constant state of jet-lag and severely compromise endurance and safety.
f.
Reverse Cycle Operations - Sunrise/Sunset Abnormalities. Operations
at extreme latitudes introduce widely varied solar cycles. Gain exposure
to light (real or artificial) upon waking at 1300 to 1500 until 0300.
Maintain constant bedtimes of approximately 0600 to 1500.
g.
Reverse Cycle Operations - Summary. Regardless of the Reverse
Cycle Operations protocols of this Manual, the deployed Aircraft
Commander is tasked with evaluating the readiness of his/her crews
in meeting assigned missions. Operational commanders should be
cognizant that fatigue is difficult to self-diagnose and therefore avoid
operations contrary to sound judgment. Even by adhering to the above
doctrine, crews may still fail to reach advantages of night adaptation and
therefore decline missions due to inadequate crew rest.
2.
Diet. The optimum diet is based on the individual’s caloric needs and the
adequate provision of essential nutrients. The caloric value of food consumed
for a given period should balance the heat eliminated by the individual during
that same period. The assistance of a flight surgeon, qualified aviation
medicine provider, or dietitian should be obtained in calculating these values,
especially in hot or cold climates. A medical officer should always be consulted
when using a special diet, whether for gaining or losing weight. The regularity
with which meals are consumed is as important as the type of food. Adequate
provision for meals is essential to flight safety.
3.
Exercise. Exercise requirements are more uncertain than any of the other
factors discussed in this appendix. Although needs vary from individual to
individual and from situation to situation, some form of physical exercise is
necessary to keep the body in good condition. Physical fitness programs are
encouraged at aviation units to ensure operational readiness.
4.
Alcohol. Alcohol is a well recognized central nervous system depressant. It
is one of the most frequently used and abused drugs in our society. Even
small amounts of alcohol in the blood can seriously impair judgment, reflexes,
muscular control and also reduce the restorative effects of sleep. The level
of alcohol in the body varies with the frequency and amount of alcohol
intake, the length of time following cessation of drinking and an individual’s
body weight. A zero alcohol level is essential for aviation personnel to meet
the rigorous demands of flight operations. Detectable blood alcohol or
symptomatic hangovers are causes for grounding of flight crew personnel or
for restricting the activities of maintenance personnel not actually involved in
flight operations. Although some personnel may completely metabolize all
alcohol well within the twelve hour limit, this time span allows an adequate
margin of safety before resuming flight operations.
(B)-9
Appendix (B) to COMDTINST M3710.1I
5.
Tobacco. The nicotine contained in tobacco is a quick acting poison.
Excessive smoking causes depression of the nervous system and impairment
of vision. The carbon monoxide resulting from the combustion of tobacco is
absorbed by the bloodstream in preference to oxygen, resulting in a lowering
of altitude tolerance. Tobacco smoke also irritates the respiratory system.
6.
Caffeine. The drug caffeine, contained in coffee, tea and many soft
drinks, can produce an adverse effect on the body. The amount of caffeine
contained in just two cups of coffee appreciably affects the rates of blood
flow and respiration. In small amounts, coffee can be considered a nervous
system stimulant. Excessive amounts may produce nervousness, inability to
concentrate, headaches, and dizziness. Individuals accustomed to daily intake
of caffeine may develop headaches and experience a loss of sharpness if daily
intake is stopped or significantly curtailed. Caffeine withdrawal syndrome
may impact flight safety.
7.
Drugs, Medications and Nutritional Supplements. Self-medication in any
form by flying personnel can be extremely hazardous. Even relatively
common medicines, such as aspirin, antihistamines, cold tablets, and
tranquilizers can seriously impair the coordination and concentration required
in flight. Detailed information on the use of medications and nutritional
supplements by aviation personnel is found in the Medications Aeromedical
Policy Letter on the Commandant (CG-1121) Aviation Medicine page
over-the-counter medications may be used for acute, episodic use in the
treatment of MILD, non-disqualifying conditions.
8.
Minor Illness. The common cold, digestive upsets, and other minor illness,
which do not seriously handicap individuals in other pursuits, may produce
intolerable impairments in flying personnel. Inflammation accompanying a
cold can cause extreme discomfort during altitude changes and can result in
permanent injury. Distention caused by gas in the stomach or intestines may
create symptoms varying in intensity from mild discomfort to incapacitating
pain.
9.
Mental and Emotional Illness. The safe and effective operation of aircraft
requires close attention, ability to ignore distractions and a high degree
of emotional control. Inflight emergencies often demand rapid, accurate
decisions and skillful actions. Attention to the job-at-hand can be dangerously
diverted by concern over non-task-related problems. The aircrew member who
is preoccupied with personal, domestic, or other problems, or who exhibits
signs of poor mental attitude or emotional instability, should not be permitted to
fly. An aircrew member who encounters these problems should report them
to his or her Commanding Officer and request to be grounded. All persons
in authority, particularly Commanding Officers, flight safety officers, and flight
surgeons or other qualified aviation medicine providers, must be constantly
alert for signs of mental and emotional problems among aviation personnel.
(B)-10
Appendix (B) to COMDTINST M3710.1I
10. Simulator Sickness. The experience of symptoms such as nausea,
disorientation, and sweating has occurred in fighter, attack, patrol, and
helicopter simulators. Symptoms of simulator sickness may occur during
simulator flight and last several hours after exposure. In some cases, the
onset of symptoms has been delayed as much as 18 hours. These symptoms
have occurred in both motion-base and fixed base simulators to pilots and
other aircrew as well as instructors. Preliminary data suggest that more
experienced flight personnel are at greater risk and that simulator exposure
can cause perceptual sensory rearrangement which may compromise safety.
Flight personnel exhibiting symptoms of simulator sickness following simulator
exposure should abstain from same day flying duties. Individuals who have
experienced simulator sickness in the past have a greater probability of
reoccurrence and should not be scheduled to fly for 24 hours following
simulator exposure.
(B)-11/((B)-12 blank)
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Appendix (C) to COMDTINST M3710.1I
APPENDIX (C). COAST GUARD AUXILIARY AVIATION
A. COAST GUARD AUXILIARY AVIATION OVERVIEW.
1.
General. This appendix is provided for background information purposes.
the primary regulation governing the employment of Auxiliary aircraft. The
Coast Guard Air Station Commanding Officer has the sole Order Issuing
Authority (OIA) to assign Auxiliary aircraft aviation missions.
Using Auxiliary Aviation in conjunction with Coast Guard Aviation will increase
the capability of any Coast Guard District, Sector, or Air Station. It is a force
multiplier for Coast Guard Aviation. In this regard it is helpful to review the
Auxiliary Aviation Mission Statement:
Assist the Coast Guard in all areas authorized by the Commandant by
performing any Coast Guard function, power, duty, role, or operations
authorized by law. It shall be the responsibility of the Coast Guard Auxiliary to
provide aircraft which meet all current Federal Aviation Regulations along with
trained and qualified crews to accomplish these tasks.
2.
Aircraft. Currently, the Coast Guard Auxiliary Aviation branch is comprised of
a variety of aircraft. These aircraft range in size from 2-seat single engine to
twin engine cabin class aircraft. Obviously, these aircraft represent a range
of capabilities. The order issuing authorities must be cognizant of this fact.
They are urged to maintain close contact with the Auxiliary pilots to familiarize
them with the capabilities/limitations of the aircraft and pilots in their Area of
Responsibility. Unlike Coast Guard Aviation, Auxiliary Aviation does not have
an equitable spread of aircraft throughout the country. The aircraft available in
any given district is directly related to membership population and the kind of
aircraft those members offer for use and fly.
3.
Communications. Virtually all Auxiliary aircraft are equipped with two
VHF-AM transceivers. In addition, all Auxiliary aircraft are required to be
equipped with a VHF-FM radio. The Auxiliary air observer operates the
VHF-FM radio on mission flights.
Auxiliary aircraft operating under approved orders shall use the telephony
designator COAST GUARD AUXAIR in air/ground communications and the
three-letter identifier CGX when filing flight plans. Use of COAST GUARD
AUXAIR while not under approved orders is prohibited.
4.
Navigation. Most Auxiliary aircraft are equipped with two VORs, an ADF,
Localizer, ILS, and DME. In addition, some Auxiliary aircraft are equipped with
weather radar, storm scopes, an HSI, and RNAV. With the proliferation of low
cost panel mounted and hand held GPS units, most Auxiliary aircraft have
VFR GPS capability.
5.
Pilots. As with aircraft, Auxiliary pilots represent a range of capabilities.
The Auxiliary has pilots with a Private Pilot license and 200 hours total time
and pilots holding an Airline Transport Pilot license and thousands of hours.
Auxiliary pilots are not required to have an instrument rating. Order Issuing
authorities should be aware of which pilots are instrument rated and which
are not.
(C)-1
Appendix (C) to COMDTINST M3710.1I
requirements.
6.
Training. All Auxiliary pilots and observers must receive training in water
survival techniques, emergency egress procedures, and use of survival
equipment on an annual basis. In addition, Auxiliary pilots must meet the
training requirements contained in the Auxiliary Operations Policy Manual,
B. MISSIONS.
1.
Search and Rescue. With most Auxiliary aircraft being fixed-wing, the
Auxiliary role in this mission is mainly to search. Upon location of a distressed
vessel or the object of a search, Auxiliary aircraft should be prepared to stay
on scene, fuel permitting, until a Coast Guard air or surface asset arrives. The
Coast Guard asset will become Onscene Commander and assign any further
tasking to the Auxiliary aircraft.
2.
Pollution Response. Auxiliary aircraft are excellent platforms for use in the
pollution response role. Auxiliary aircraft provide the District with a dedicated
resource that if used correctly, can effectively enhance spill detection and
response. Pollution response flights can be performed by aircraft as a
dedicated mission or in conjunction with a normal Auxiliary safety patrol.
3.
Aids to Navigation. The relatively high speed of Auxiliary aircraft maximize
the amount of navigation aids that can be surveyed versus using a vessel to
perform the same task. Potential problems with navigation aids discovered
from the air can be checked further by visits from Coast Guard or Auxiliary
surface craft.
4.
Chart Updating. The use of Auxiliary aircraft is ideal for the chart updating
mission. Auxiliary pilots and observers can identify objects that need to
be added or deleted from nautical or aeronautical charts. More specific
information can be gathered on the object during a ground or water based
follow-up survey.
5.
Living Marine Resources (LMR) and Marine Protected Species (MPS)
Patrols. Some air stations are tasked with flying agents from the National
Marine Fisheries Service on LMR/MPS patrols. To fully complete this mission,
the Auxiliary aircraft should be configured for offshore operations. When
configured for offshore operations, Auxiliary aircraft are excellent platforms
for this mission.
6.
Law Enforcement. Although the Auxiliary has no law enforcement authority,
Auxiliary aircraft can be a useful tool for overt surveillance and information
gathering. As with virtually any other Coast Guard mission, the LE mission
can be conducted with a normal safety patrol or as a dedicated mission.
Auxiliary aircraft should record and report any unusual activity detected during
the course of a patrol. A thorough debrief of Auxiliary personnel should be
conducted by the air station or group LE Officer upon their return.
(C)-2
Appendix (C) to COMDTINST M3710.1I
7.
Ice Patrols. Auxiliary aircraft are an effective tool in detecting ice buildups in
the Northeast Rivers and the Great Lakes. Districts where ice is a problem
during the winter should take advantage of the benefits of Auxiliary air in the
Ice Detection mission.
8.
Logistics/Passenger Transport. Auxiliary Air can be used as effectively in this
role as Coast Guard Air can be. Air Station Commanding Officer order issuing
authority should exercise due care in assigning the proper pilot and aircraft to
match the appropriate logistics or transport flight.
9.
Area Familiarization. Use Auxiliary aviation in this role as a cost effective way
of familiarizing Sector and District personnel with their Area of Responsibility
(AOR). Many questions can be answered by viewing the AOR from the air.
aircraft for intelligence collection is strictly prohibited. Auxiliary aircrews shall
be neither sensitized to intelligence collection requirement nor tasked to
perform collection activities. Units should direct questions or concerns about
this policy to the servicing District Intelligence (dri/di) and Legal (dl) staff.
(C)-3/((C)-4 blank)
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Appendix (D) to COMDTINST M3710.1I
APPENDIX (D). UNMANNED AIRCRAFT SYSTEMS
A. OVERVIEW OF OPERATIONS.
1.
Applicability. In general, aviation policies outlined in this Manual pertaining
to manned aircraft also apply to Unmanned Aircraft Systems (UAS). This
appendix contains additional or alternate flight regulations that differ from those
governing manned flight, and shall be followed during the preparation for, and
conduct of, Coast Guard UAS operations. Additional UAS policy is currently
being developed for incorporation and this appendix may need to be changed
or waived by Commandant (CG-711) to reflect the realities of UAS operations.
2.
UAS Categories. USCG definitions of UAS categories are predicated on
range and C2 link capabilities similar to our manned aircraft, whereas the FAA
and DoD definitions are often predicated on size and weight.
Short Range (SR) UAS are man-portable systems only authorized to operate
within Visual-Line-of-Sight (VLOS). Typically these are battery-powered small
UAS with endurances of 0.5 - 3 hours and operating altitudes up to 1,200
feet AGL.
Medium Range (MR) UAS operate Beyond-Visual-Line-of-Sight (BVLOS) but
within radio line-of-sight control. They provide on-demand support for the
tactical commander. Typically MR-UAS have an endurance of 12+hours and
operate at altitudes up to 5,000 feet AGL.
Long Range (LR) UAS operate via satellite control link Beyond-Line-of-Sight
(BLOS). They provide wide-area surveillance for the strategic commander.
Typically LR-UAS have an endurance of 24+hours and operate at altitudes up
to 50,000 feet MSL (FL500).
3.
Partnering With Other Agencies. Coast Guard crewmembers operating
other agencies’ UAS including those in an assigned or detached duty status,
shall adhere to those agencies’ regulations and operating procedures unless
otherwise dictated by a Memorandum of Understanding or Agreement.
4.
Initiating Operations. Before conducting UAS operations, a flight clearance
shall be obtained from CG-711. CG-711 is the final authority in determining
flight clearance requirements (i.e., AVCERT, IFC, Spectrum, etc.). The
request for flight clearance shall be submitted no less than six months prior
to the intended start of flight operations. Requests shall include: CONOPS,
system/payload specifications, shipboard certification (if deployed or controlled
from a shipboard facility), airspace access, collision avoidance plan,
spectrum authorization, privacy documentation, operator certifications, and
communications plan as applicable. Units are prohibited from purchasing or
contracting for any UAS unless authorized by CG-711. The U.S. Coast Guard
Research and Development Center and Commandant (CG-9) are exempt
from this restriction to support future acquisitions.
5.
National Airspace System. Prior to operating any UAS within the National
Airspace System (NAS) outside of special use airspace, CG-711 or delegated
unit shall determine which method is most appropriate for airspace access;
operating under FAA Part 107 rules, applying for an FAA COA, or leveraging
the Coast Guard's blanket FAA COA for operations in Class G airspace.
(D)-1
Appendix (D) to COMDTINST M3710.1I
The COA process establishes mandatory provisions to ensure that the level
of safety for domestic UAS flight operations is equivalent to that of manned
aviation. A COA is unique to the intended mission and specifies the time
period, location, circumstances, and conditions under which the UAS must
be operated. COAs are not required for UAS operations within special use
airspace or Due Regard operations beyond 12NM from shore.
6.
General Precautions. UAS operations shall be conducted with consideration
of the potential hazards presented if control of the aircraft is lost. Whenever
practicable, UAS should be operated at an altitude and course that minimizes
danger to personnel and property on the surface. In addition, due consideration
shall be given to avoiding other aircraft in flight.
7.
Deviations. The Pilot-in-Command (PIC) may deviate from this regulation
only in response to inflight emergencies. Should a deviation occur from this
regulation, FAA, ICAO, or host country regulations, the PIC shall report details
of the incident directly to CG-711 within 24 hours.
8.
Mishaps. For mishaps involving Coast Guard UAS, make all notifications and
complete analysis in accordance with the Safety and Environmental Health
B. AUTHORITY AND CONTROL OF FLIGHTS.
1.
Personnel Authorized to Pilot Coast Guard UAS. Only DHS, DoD, or
contracted personnel designated in type and model, or training in type and
model, are authorized to manipulate the flight controls and operate Coast
Guard UAS. Whenever a nondesignated pilot is operating the UAS (e.g.,
during initial training), a UAS instructor pilot shall also occupy the Ground
Control Station (GCS) and be prepared to assume control.
2.
Pilot-in-Command. Pilot-in-Command (PIC) responsibility for UAS operations
exists from aircraft preflight or the time the GCS is powered up with the intent
for flight, until the unmanned aircraft is safely on deck and powers down the
GCS, or is relieved by a qualified PIC who has received a thorough mission
brief while the aircraft is airborne.
3.
Air Mission Commander. A UAS Air Mission Commander (AMC) is a
non-flying qualified UAS pilot who has completed an approved syllabus that
may be assigned to support long endurance flights, multiple missions within
one sortie, or any mission that requires multiple crew changeovers.
• The AMC controls access to the GCS during all ground and flight operations.
He or she ensures that all non-crewmembers, regardless of rank or authority,
minimize interaction with UAS crewmembers, especially during demanding
phases of flight and crewmember changeovers.
• The AMC maintains consistency throughout the mission by ensuring crew
compliance with the authorized mission plan, procedures for any subsequent
mission changes, and crewmember assignment and sequencing.
• The AMC ensures that each crewmember performs the appropriate
changeover brief before being relieved.
(D)-2
Appendix (D) to COMDTINST M3710.1I
More than one AMC may be required during a sortie to comply with Crew
Mission Time limits.
SR-UAS and MR-UAS missions may not require an AMC.
4.
Displays and Demonstrations. Operation of UAS in public demonstrations,
except for static displays, is prohibited unless expressly authorized by CG-711.
Aerobatics shall not be performed unless required for system test or evaluation.
5.
Transfer of Crewmember Duties and Responsibilities. PIC authority and other
crewmember duties may be transferred to another appropriately designated or
qualified crewmember while the unmanned aircraft is airborne. Such transfers
may only be authorized by the AMC or PIC (when AMC not assigned).
The oncoming crewmember shall not assume the duties and responsibilities of
his or her crew position until he or she has been fully briefed and is prepared
to assume those duties. Simultaneous transfer of more than one crew position
shall be avoided.
C. MISSION PLANNING.
1.
Standard Operating Procedures. All UAS shall be operated in accordance
with their respective operator’s manual, IFC, AVCERT, and applicable
regulations.
2.
Minimum Equipment List. All components and associated equipment listed
in the Minimum Equipment List (MEL) of the applicable UAS flight manual
are required to be operational for the safe, effective operation of UAS. This
list includes all essential air, ground, and ground support components for the
UAS. Deviations may be approved by CG-711 via waiver process.
3.
Airports and Operating Areas. Land-based UAS shall use military airfields to
the maximum extent practicable. Joint-use airfields may be used with specific
approval from FAA or other controlling authorities. The PIC is responsible
for ensuring that airfield facilities, servicing, and safety are adequate for the
UAS involved. This does not preclude UAS from operating from nontraditional
launch and recovery zones such as closed airports or runways. Local
agreements with host facilities shall be observed.
In planning and flying the course to, in, and from operating areas, the PIC shall
select and adhere to courses and altitudes that minimize the possibility of UAS
descending into a populated area due to a system malfunction.
4.
Launch and Recovery. For UAS that are launched and recovered via runway,
the PIC shall ensure the proposed airfield is suitable for use. For UAS that are
launched and recovered by other methods (e.g., catapult or hand-launched,
net, hook, cable, or water recovered), a thorough survey of the proposed
launch and recovery zones shall be accomplished prior to flight. Consider the
following factors for all launch and recovery methods:
• Runway length, width, and surface requirements as identified in the applica-
ble UAS operator's manual and unit Standard Operating Procedures (SOP).
• Launch and recovery zone requirements as identified in the applicable UAS
operator’s manual and unit SOP.
(D)-3
Appendix (D) to COMDTINST M3710.1I
• UAS launch and recovery zones shall include suitable flight termination
points and avoid populated areas and potential obstacles, such as high-ten-
sion wires, towers, etc.
• Availability of approved approach and departure corridors.
• Line-of-Sight (LOS) and Beyond-Line-of-Sight (BLOS) distances to mission
areas and GCS hand-over requirements, if required.
• High concentrations of transmitters, receivers, or other equipment that may
interfere with UAS command, control, and data links.
• Operations Security (OPSEC) and Communications Security (COMSEC)
measures.
• De-confliction of UAS parking plans and flight traffic patterns with those iden-
tified for manned aircraft operations.
• Availability of Ground Support Equipment (GSE). In addition to the physical
limitations of cables and other GSE, personnel should also consider other
factors such as safety, security, and noise abatement.
• Host airfield regulations for both manned and UAS operations.
5.
Alternate Recovery Location. Most UAS will not have an alternate airfield. If
no alternate recovery location is available, the PIC shall determine/select an
offshore or uninhabited ditching site that minimizes risk to persons or property.
6.
Fuel/Battery Reserves. The minimum UAS fuel/battery reserve shall be at
least that required for 20 minutes of flight after reaching the alternate recovery
location. If an alternate recovery location is not available, UAS fuel/battery
reserve shall allow transit to planned ditching site.
SR-UAS are exempt from a 20 minute reserve because of their inherently
limited battery endurance. SR-UAS shall be operated with a minimum battery
life required to return to the operator and/or the alternate recovery location.
Meteorological factors, mission requirements, airspace restrictions, and
any known or expected traffic delays shall be considered when computing
additional reserves.
7.
Icing. UAS flights shall avoid areas of known or forecast icing unless
specified in the applicable flight manual.
8.
Turbulence. UAS flights shall avoid areas of known light turbulence unless
specified in the applicable flight manual.
9.
Domestic Airspace. UAS-equipped units should assist local ATC facilities in
understanding their system and mission requirements, and jointly develop
local procedures and/or agreements to access the NAS or special use air
space. In addition, UAS-equipped units shall jointly develop airport operating
procedures with servicing ATC facilities as required. At a minimum, these
procedures shall address:
• Ground operations
• Flight clearances
(D)-4
Appendix (D) to COMDTINST M3710.1I
• Takeoff and departure
• Approach and landing
• Go-arounds and missed approaches
• Airport traffic patterns
• No-fly areas
• Flight termination points/locations
10.
Operations in Sovereign Airspace. Operations conducted in sovereign
airspace must follow the procedures negotiated with the country claiming
that airspace.
11.
Operations over the High Seas. As state aircraft, Coast Guard UAS
are required to operate Due Regard, or in accordance with appropriate
international authorities, when operating outside the NAS.
Unless operated within visual line-of-sight of the pilot or observer(s) with direct
communications to the pilot, current UAS capabilities do not satisfy the option
to maintain VMC as a means to conduct flight under Due Regard as specified
in DoD General Planning (GP) Flight Information Publication (FLIP), Chapter
8, or DoDI 4540.01, Operations Not Conducted Under ICAO Procedures.
The PIC/AMC shall ensure that at least one of the following conditions are
satisfied to enable safe separation from other aircraft:
• UAS shall be operated in VMC and the PIC/AMC or a visual observer must
maintain continuous and direct line-of-sight visual observation of the UAS sur-
rounding airspace (binoculars may be employed).
• Aircraft must be operated under continuous surveillance by, and in communi-
cation with, a surface or airborne facility providing the surveillance.
• Equipped with a Government Certified system that is sufficient to provide sep-
aration between the UAS and other aircraft.
Alternative means or conditions for achieving Due Regard will be subject to
approval by CG-711.
Airborne or surface-based radars aboard any DoD or DHS asset may satisfy
the UAS surveillance option to conduct Due Regard operations only if the
platform and radar operator are FAA certified or military certified by NAVAIR
and/or CG-711 to provide separation services. UAS equipped with FAA
approved air-to-air detection systems that provide traffic separation and
collision avoidance may also satisfy the provisions to conduct Due Regard
operations.
12.
Minimum Pilot Assignment. An aircraft commander designated in type shall
be assigned as PIC for all LR-UAS flight and ground operations.
13.
Minimum Aircrew Assignment Requirements. Table (D)-1 prescribes the
minimum aircrew required in addition to the minimum pilot requirements in this
Chapter for Coast Guard UAS operations. Commanding Officers or PICs may
require additional crewmembers based on unit or mission needs.
(D)-5
Appendix (D) to COMDTINST M3710.1I
Table (D)-1. UAS Minimum Aircrew Requirements
Mission Type
SSO
RO
Observer
Comments
Operational
•
•
•
RO/SSO not required if UAS has no
missions
dedicated RO/SSO position.
Observer not required in Class A airspace or
when operating BLOS.
All other
•
•
SSO not required if UAS has no dedicated
missions
SSO position. Observer not required in Class
A airspace or when operating BLOS.
14. Flight Scheduling and Crew Rest. Flight scheduling standards and crew rest
requirements outlined in Chapter 3 of this Manual apply to UAS operations
except for the differences described in this appendix. If unmanned and
manned aircraft operations are conducted during the same 24-hour period,
both manned and unmanned hours count toward individual flight hours and
crew mission hours. Manned airframe scheduling standards and crew rest
limits apply.
15. Flight Scheduling Standards. Within any 24 consecutive hours, a flight
crewmember should not be scheduled to exceed the hourly limits shown in
Table (D)-2. Flights which are scheduled for the maximum time allowed should
not be extended 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. However, deadhead time
shall not be calculated as part of rest time.
UAS crewmembers should not normally be scheduled to operate manned and
un-manned aircraft within the same 24-hour period unless urgent operational
requirements exist.
Table (D)-2. UAS Flight Scheduling Standards per 24-Hour Period
Mission
Individual Flight Hours
Crew Mission Hours
Land-Based UAS
10
14
Shipboard UAS
8
12
16. Rest Breaks. UAS crewmembers may fly no more than four consecutive
hours without a minimum 30-minute rest break. However, it is highly
recommended that they are relieved every two hours to minimize the effects of
fatigue.
17. Post-Mission Rest Requirements. After a flight in which accumulated times
total those in Table (D)-3, 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 (D)-3, are cumulative unless 10 hours of rest are completed between
(D)-6
Appendix (D) to COMDTINST M3710.1I
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.
Table (D)-3. UAS Post-Mission Rest Requirements
Land-Based UAS
Shipboard UAS
Hours Off Duty
Individual
Crew Mission
Individual
Crew Mission
Flight Hours
Hours
Flight Hours
Hours
8.0-9.9
12.0-12.9
8.0-8.9
12.0-12.9
10 (12) *
10.0-11.9
13.0-14.9
9.0-9.9
13.0-13.9
12 (18) *
12.0+
15.0+
10.0+
14.0+
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.
18. Seven-Day Duty Limits. A UAS crewmember who is deployed aboard ship
may remain in a duty status indefinitely, provided he or she has not exceeded
an average of eight 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 (D)-3. If, when deployed, the flight hours or crew
mission time in Table (D)-3 on any given day are exceeded, the respective
Hours Off Duty standards apply. When deployed, if the average flight hours
per day exceed eight, then the crewmembers shall be relieved from all duty for
not less than 24 hours after seven days.
19. Fourteen-Day Duty Limits. No UAS crewmember may fly more than 80 total
hours during any 14 consecutive day period.
Contractors are recommended to follow USCG Crew Rest requirements.
D. CONDUCT OF OPERATIONS.
1.
Flight Discipline. Since GCS configurations may vary greatly between
different UAS types and models, Crew Resource Management skills serve as
a critical safety and standardization measure. Depending on the system and
mission, a GCS may be in a trailer, a vehicle, a building, another aircraft,
or aboard ship. As such, multiple distractions may be encountered by the
UAS crew. To minimize this, an OPCEN or similar facility shall serve as a
communications buffer between the GCS and command and control authority
(District, JIATF, etc.). Typically, a unit Operations Duty Officer (ODO) or other
responsible designee will occupy this facility and be responsible for logging
flight activities and coordinating with the command and control authority, other
agencies, and Air Traffic Control, and shall assist the PIC as required.
2.
Access to Ground Control Station. During UAS operations, limit access to
the GCS to authorized crewmembers and approved by the AMC or PIC. If the
GCS is enclosed, it shall have two levels of access: Sterile and Restricted.
3.
Sterile Ground Control Station. Implement a sterile GCS during critical
phases of ground and flight operations, or when directed by the AMC or PIC.
The critical ground operations phase is from aircraft staging to takeoff and
(D)-7
Appendix (D) to COMDTINST M3710.1I
from approach to landing until engine shutdown. During these critical phases
of ground and flight operations, the following procedures shall be in effect:
•
GCS occupancy is exclusively limited to the AMC, PIC, SSO, RO, and tech-
nicians/maintenance personnel (if applicable).
•
Access into and out of the GCS shall be prohibited unless approved by the
AMC or PIC.
•
Signs indicating that sterile GCS is in effect shall be placed outside all access
doors.
•
GCS communications (e.g., cell phones, telephones, intercom), including
communications to or from the OPCEN, shall be limited to mission essential
information.
a.
Restricted Ground Control Station. A restricted GCS shall be
implemented during noncritical phases of ground and flight operations.
The noncritical ground operations phase is prior to engine start and after
engine shutdown. During these noncritical phases of ground and flight
operations, the following procedures will be in effect:
• GCS occupancy is limited to the AMC, PIC, SSO, RO, techni-
cians/maintenance personnel (if applicable), and other personnel
approved by the AMC or PIC. Visitors will normally observe operations
from the OPCEN, but case-by-case exceptions may be granted by
the AMC or PIC.
• Signs indicating that restricted GCS is in effect shall be placed outside
all access doors.
• Requests for entry into the GCS will be made to the AMC or PIC, prefer-
ably before the pre-mission brief. If approved, the AMC or PIC will co-
ordinate access with the ODO.
• GCS communications (e.g., cell phones, telephones, intercom), in-
cluding communications to/from the OPCEN, shall be limited to mis-
sion essential information.
• Any crewmember may invoke sterile GCS procedures at any time.
b.
Other Ground Control Station Configurations. Although not preferable,
some GCSs might be located in open work areas, such as within a
ship’s Combat Information Center (CIC). In this case, the ship’s Tactical
Action Officer or other designee will limit distractions to the UAS crew,
especially during critical phases of flight such as takeoff and landing or
as otherwise deemed by the PIC.
4.
Taxi Signals. When necessary, use standard taxi signals by ground personnel
for all taxi operations. If confusion exists at any time, suspend taxi operations
until positive radio communication is established.
5.
Compliance with Directives. In addition to the general flight rules outlined in
Chapter 4 of this Manual, the PIC shall comply with all provisions contained in
an FAA-approved COA for the specific mission and published state and local
flying rules, restrictions, and ATC Instructions concerning UAS operations.
(D)-8
Appendix (D) to COMDTINST M3710.1I
6.
Lighting Requirements. UAS shall be illuminated to at least the minimum
standards required by the FAA or host nation in which the flight operations
occur. Anti-collision lights shall be on when engines are operating, except
when there may be other hazards to safety or mission requirements dictate
otherwise. Position lights shall be on between official sunset and sunrise
unless mission requirements dictate otherwise.
7.
Minimum Altitudes. Altitudes shall comply with the operating limitations of
FAA Part 107, FAA COA, controlling agency procedures (within special use
airspace), host nation authorities, or ICAO regulations as appropriate.
8.
Formation Flights with UAS. Formation flights of multiple UAS are prohibited.
Although not a normal mode of operation, manned and unmanned aircraft
may be required to fly in formation for several purposes. These include, but
are not limited to:
• Chase aircraft to provide see-and-avoid capability for UAS operating without
a COA in the NAS.
• Inflight damage assessment of UAS.
• Public affairs/photo opportunities.
Mixed (manned and unmanned) formations may only be authorized by the
Commanding Officer(s) of the unit(s) to which the aircraft are attached.
Additionally, manned aircraft may take part in any formation prescribed in its
specific operator’s manual, but under no circumstances will it assume flight
lead or operate forward of any unmanned aircraft. Formation flight will be
thoroughly pre-briefed by all crewmembers and operational commanders (or
their designees), with emphasis on operational risk management.
9.
Maintenance Test Flight Conditions. Maintenance test flights shall be
conducted in conditions (weather, VMC/IMC, GPS availability, etc.) that
accommodate safe operation of the UAS, including the use of all available
control links and navigation systems. Maintenance tests for flight controls,
navigation systems, power train, takeoff/recovery systems, or other critical
components shall be conducted in the vicinity of the launch location or
a suitable recovery area. Consideration should be given to performing
maintenance flights in segregated airspace as defined by the appropriate
controlling authority.
10.
Airspace Deconfliction. The PIC shall ensure sufficient traffic deconfliction
exists between manned and unmanned aircraft in the operating area.
During missions involving several aircraft, a Coast Guard command or Joint
Operations Center may be able to provide the appropriate level of coordination
between operating agencies.
(D)-9
Appendix (D) to COMDTINST M3710.1I
E. DESIGNATIONS, QUALIFICATIONS, AND TRAINING.
1.
Authorized Instructors and Examiners. Coast Guard UAS crews may receive
initial and recurrent instruction from other government agency or contract
instructors designated or qualified in type.
In cases of prototype, experimental, or research UAS for which no formal
instruction is available, the training services of the UAS manufacturer shall be
utilized to brief and familiarize the UAS operators with the aircraft.
2.
Pilot Designations. LR-UAS pilots will be designated as Aircraft Commanders
(AC) upon successful completion of the initial training syllabus. Prior to
beginning training to become a LR-UAS AC, a pilot must have held an AC
designation in a manned Coast Guard aircraft.
SR-UAS and certain MR-UAS PICs are exempt from maintaining this
qualification.
3.
Mission Control Element (MCE) and Launch and Recovery Element (LRE) Pilot
Designations. Some UAS types require pilots to be designated separately for
the mission phase and the launch and recovery phase. In this case, pilots are
initially designated Mission Control Element (MCE) pilots, and may receive
further training to become Launch and Recovery Element (LRE) pilots. The
level of designation shall be indicated on the pilot’s AC designation letter.
a.
An MCE pilot is an Aircraft Commander who is authorized to act as
PIC during the mission phase only.
b.
An LRE pilot is an Aircraft Commander who is authorized to act as PIC
during all phases of flight.
4.
Requirements to Maintain Pilot Designations. Each LR-UAS pilot shall
maintain DIFPRO minimums in their manned aircraft if designated as a copilot
with no mission qualification(s) in their manned aircraft. LR-UAS pilots shall
maintain DIFOPS minimums in their manned aircraft if designated as a First
Pilot (FP) or AC in their manned aircraft.
SR-UAS and certain MR-UAS PICs are exempt from maintaining DIFPRO
minima.
5.
Instrument Rating. An instrument rating in a manned aircraft is sometimes
required to operate a UAS in the NAS as specified in applicable FAA COAs. A
current copilot designation in a manned fixed or rotary-wing aircraft meets this
requirement. Manned instrument requirements for UAS operations outside the
NAS are subject to ICAO and/or host nation flight regulations.
SR-UAS & certain MR-UAS PICs are exempt from maintaining DIFPRO
minima.
6.
Sensor System Operator Designation. A UAS Sensor System Operator
(SSO) is an essential flight crewmember who operates sensor payload(s)
and may assist the pilot with communications, navigation, checklists, UAS
configuration and cockpit management. To be designated a UAS SSO, a
crewmember shall maintain, at a minimum, a Basic Aircrew (BA) designation
(or its equivalent) in a manned DHS, OGA, DoD, USCG Auxiliary, or USAF
Civil Air Patrol aircraft. In addition to the requirements to obtain and maintain
(D)-10
Appendix (D) to COMDTINST M3710.1I
a qualification outlined in Chapter 7 of this Manual, each SSO shall have
completed a UAS SSO qualification standardization check within the preceding
12 calendar months.
SR-UAS and certain MR-UAS SSOs are exempt from maintaining BA
designation.
7.
Radar Operator Qualification. A UAS Radar Operator (RO) qualification
authorizes a crewmember to operate the radar payload aboard a UAS. To be
a UAS RO, a crewmember shall maintain, at a minimum, a BA designation
(or its equivalent) in a manned DHS, OGA, DoD, USCG Auxiliary, or USAF
Civil Air Patrol aircraft. In addition to the requirements to obtain and maintain
a qualification outlined in Chapter 7 of this Manual, each RO shall have
completed a UAS RO qualification standardization check within the preceding
12 calendar months.
SR-UAS and certain MR-UAS BAs are exempt from maintaining BA
designation.
8.
Visual Observer. A designated person who assists the PIC in the duties
associated with collision avoidance and situational awareness. The observer
may be a ground-based observer, chase plane, ADC, or anyone the PIC
dictates.
9.
Pilot Logbooks. To ensure accurate accounting of both manned and
unmanned flight time, a separate logbook shall be maintained for UAS
operations.
10.
Computation of Flight Time. With the extended flight time capability of some
UAS, flying hour computation for the UAS may differ from that of the UAS
crewmembers. Flying time starts when a fixed-wing UAS begins to move
forward on the takeoff roll (or takeoff launch for rail launch operations) or when
a rotary-wing UAS lifts off the ground. Flying time ends when the UAS has
landed and the engines are stopped. However, flying hour computation for
the individual crewmembers will be logged only for that portion of the inflight
operations during which he/she is actually performing crew duty functions on
the UAS and/or any of its mission/sensor systems.
11.
Periodic Training Requirements. Periodic minimum training requirements for
each UAS type and crew position shall be promulgated by the UAS training
branch and approved by CG-711.
12.
Pilot Warm-Up Requirements. Any pilot who has not performed as a UAS
pilot-in-command (in actual flight or in GCS simulation mode) during the
previous 30 days shall complete an approved warm-up flight with a current
PIC prior to any further UAS flight operations.
13.
Aircrew Warm-Up Requirements. Any crewmember who has not performed
as a UAS SSO or RO (in actual flight or in GCS simulation mode) during the
previous 30 days shall complete an approved warm-up flight with a current
and qualified SSO or RO prior to any further UAS flight operations.
14.
Approved Simulators. UAS flight simulators operated by USCG, DoD, DHS,
and those approved by the FAA are authorized simulators for the purposes of
this Manual.
(D)-11/((D)-12 blank)
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Appendix (E) to COMDTINST M3710.1I
APPENDIX (E). PILOT FLIGHT LOGBOOK
A.
LOGBOOKS.
1.
General. This guide is intended to assist Coast Guard Aviators in properly
filling out paper flight logbooks, Aviators Flight Log Book, U.S. Navy Form
OPNAV-3760-31. These guidelines represent minimum standards for filling
out a flight logbook. Each aviator may use personal discretion when deviating
from these guidelines to ensure a proper flight record is kept. It is the aviator’s
responsibility to maintain each section of the logbook and certify its accuracy
by signing the Pilots block in the bottom right corner of each page. All logbook
entries shall be made in ink. All entries shall be neatly printed or stamped with
all signature blocks properly signed.
2.
Simulator Activity. Log simulator time and simulator approaches on separate
pages from flight time, starting from the back of the book and moving forward.
Do not include simulator time in total accumulated pilot flight time.
3.
Entry Errors. Draw a single line through any errors, initialed and a correct
entry made on the next line or appropriate space. If errors are discovered after
the monthly log entries are completed, a line entry for corrections may be
entered at any time, with associated details of the correction listed.
4.
Source of Pilot Time. Pilot Time shall be the flight time entered exactly as
recorded in the flight records section of the ALMIS Electronic Aircraft Logbook.
5.
The Aviator’s Responsibility. Each aviator shall ensure his/her logbook is
closed out, and certified correct on a monthly basis. Submit the logbook to
the Commanding Officer, or authorized deputy, for approval and signature
semi-annually.
6.
Flight Logbook Repository. Do not carry current flight logbooks in the aircraft,
but keep in a common repository within an area under the cognizance of the
unit Operations Officer.
All aviators in a DIFPRO status will maintain control of their own logbooks. It
is the responsibility of the aviator to keep his or her logbook up-to-date in
accordance with this Manual.
7.
Ownership of Flight Logbook. Flight logbooks become the personal property
of the individual upon separation from the Coast Guard. Flight logbooks
of deceased personnel shall be handled in accordance with Instructions of
Casualty Affairs Office, pending revision of Coast Guard records schedule.
B.
ENTRY INSTRUCTIONS.
1.
General. Entries on pages that are listed as Optional are not required to be
filled in by aviators. If these pages are kept up-to-date, they shall be kept
following the enclosed guidelines.
2.
Designations and Qualifications. For pilots, each issuance, change,
or revocation of a designation or qualification shall be recorded on the
Qualifications and Achievements pages of the logbook and signed by the
Commanding Officer of the issuing command. Check flights such as STAN,
INST, SAR, etc., shall be recorded when completed and signed by no lower
than the Operations Officer or TRADEP at ATC Mobile, or CG-711 for DIFPRO
(E)-1
Appendix (E) to COMDTINST M3710.1I
pilots. When a subsequent book is started, it is not required to duplicate
stamps in the new logbook. If the pilot does not complete requirements for a
designation or qualification, the logbook shall be stamped with the affected
designation or qualification, and then lined out and dated. The logbook shall be
stamped for the day the minimums were completed. (This may be completed
at the end of the semi-annual period)
Table (E)-1. Qualifications and Achievements
Qualifications and Achievements (Example)
Qualification
Date
Signature
STD Instrument Rating
12 JUN 2001
MH-65D Copilot
31 AUG 2001
Basic SAR Qual
15 DEC 2001
MH-65D STAN I Check
02 FEB 2002
MH-65D STAN II Check
08 FEB 2002
MH-65D First Pilot
22 APR 2003
3.
Personal Changes. Entries are optional.
4.
Summary of Total Flight Record. Entries are optional. Entries should include
total flight time of all previous aircraft flown prior to starting a new logbook. All
prior flight time from previous services shall be entered here. Prior simulator
time should be carried over as a row separate from the aircraft model flight
time. Carry these over each time a new logbook is started.
Table (E)-2. Summary of Total Flight Record
Summary of Total Flight Record (Example)
Aircraft
Pilot-Time
Aircraft
Pilot-Time
A/C Model
A/C CDR
Model
Model
T-34C
102.8
5.5
TH-57
110.3
4.2
HH-60J
1200.3
950.2
HH-60J Sim
16.0
5.
Flight Record Summary, Total and for 12 Months Preceding This Log. Entries
are optional. Entries should be copied from the previous logbook. The first
column should include total accumulated flight time to date of opening of the
new book. Simulator time is not included in this total. The remaining columns
should include flight time from the previous 12 months. (Example: If the book
is being started on June 1, 1992, the monthly columns would represent the
flight time from Jan-May 1992 and June-Dec 1991.)
(E)-2
Appendix (E) to COMDTINST M3710.1I
Figure (E)-1. Flight Record Summary
6.
Summary of Pilot Time by Month, Model, Etc. Entries are optional. Entries
should include model of aircraft flown, individual years and breakdown of
monthly total flight time from this logbook. Year Totals are by calendar year.
There shall be separate line entries for each type and model of aircraft flown
and separate line entries for each simulator type and model.
Figure (E)-2. Summary of Pilot Time by Month, Model, etc.
(E)-3
Appendix (E) to COMDTINST M3710.1I
7.
Monthly Log Entries. Monthly log entries are depicted in Figure (E)-3. The
month and year are entered at the top of each page. A solid line shall be
drawn at the bottom of each page, after the last entry for that month, to close
out that page. The line shall be drawn diagonally from left to right starting just
below the DAY entry of the last flight and ending just above the CERTIFIED A
CORRECT RECORD block on the right.
a.
Day, Model, and Serial Number. The DAY, MODEL, and SERIAL
NUMBER blocks are filled in with information from each individual flight.
The day is the number of the day in the month, the model is the specific
model of aircraft flown and the serial number is the tail number of the
aircraft flown. Entries shall be recorded in chronological sequence.
b.
Kind of Flight Code. The KIND OF FLIGHT column is optional and
reserved for employment category(ies) for each flight as entered into
ALMIS.
c.
Pilot Time. The TOTAL PILOT TIME, FIRST PILOT and COPILOT
columns shall be flight time recorded exactly as entered into ALMIS.
The A/C COMDR column shall be designated for A/C flight time (time
logged as pilot-in-command).
d.
Special Crew Time. Entries in the SPECIAL CREW TIME column are
for Instructor Pilot time. Line through the words SPECIAL CREW and
replace with IP at the top of the column.
e.
Instrument Time. Entries under INSTRUMENT TIME shall be recorded
exactly as entered into ALMIS.
f.
Night Time. Entries under NIGHT TIME shall be recorded exactly as
entered into ALMIS. This column shall also be used to record NVG time.
Split the individual block into an upper and lower half and record Night
Time in the upper half and NVG Time in the lower half.
g.
Carrier Columns. Entries under the three CARRIER columns shall be
used for recording operational maneuvers such as pump drops, hoists,
Rescue Swimmer deployments, autorotations, etc. The Operational
Codes listed in Paragraph (E).C. of this appendix shall be used.
The number of iterations shall be recorded in the ARR column, the
Operational Code for the maneuver shall be recorded in the TandG
column, and the condition (D for Day, N for Night, and G for NVG) shall
be recorded in the BOL column. If more room is required to record the
maneuvers completed on a specific flight, use the next line available.
h.
FCL Column. Use the FCL column to record ship landings, with the
number of landings completed followed by the condition (D for Day, N
for Night, and G for NVG).
i.
Sea/Land Column. The SEA/LAND column is for non-shipboard
landings. The number of landings completed shall be recorded followed
by the condition (D for Day, N for Night, G for NVG). Fixed-wing aviators
may precede the condition code with a T for a Touch and Go landing or
an F for a full stop landing (e.g., 1TD for a Touch and Go, Day).
(E)-4
Appendix (E) to COMDTINST M3710.1I
j.
Catapult Column. The CATAPAULT column is reserved for recording
takeoffs, entries are optional.
k.
STD INST APPR Column. The three STD INST APPR COMPL
columns are for both Actual and Simulated Instrument Approaches
flown. The NO column is for the number of approaches flown, the TYPE
column is for the type of approach and the S column is for designating
whether the approach was flown under day or night conditions, coupled
or uncoupled. Specific codes to be used in these columns are listed in
Paragraph (E).C. of this appendix.
l.
Remarks. The REMARKS column is for information regarding the
flight not already logged. Typically this information would include Unit
Case Number for SAR cases, RT, and the appropriate number for
standardized recurrent trainers, whether the flight was a STAN, SAR or
Instrument Check, etc. The name of the other pilot or the word Solo
shall be recorded at the bottom of the block.
m.
Totals. The TOTAL THIS PAGE line is for totaling all flight time and
information for that page from the columns above, regardless of aircraft
model. If the flight time entries for a month exceed the number of lines
available on one page, a second page shall be used. In this case, on
the line just above the TOTAL THIS PAGE line, print CONTINUED ON
NEXT PAGE. If more than one page is used for a month, it is necessary
to total each page. In that case, the TOTAL THIS PAGE, BROUGHT
FORWARD, and TOTAL TO DATE lines shall also be filled in. The
PILOT block shall be signed on all pages for the month.
The TOTAL TO DATE line is for adding the TOTAL THIS PAGE line to the
BROUGHT FORWARD line. These numbers shall be forwarded to the
next month’s BROUGHT FORWARD line (except for January and July
when only the Total Accumulated Pilot Flight Time is brought forward).
n.
Brought Forward. The BROUGHT FORWARD line is information
brought forward from the previous month’s TOTAL TO DATE line. At the
beginning of every semi-annual period, this line will commence with
all 0’s except for the Total Accumulated Pilot Time Block. This block
is continuously brought forward from the previous TOTAL TO DATE
flight time.
o.
Approved Block. The Commanding Officer signs the APPROVED
block at the end of each semi-annual period or when the aviator is
transferred. The Commanding Officer can delegate this authority no
lower than the Operations Officer or Chief of TRADIV.
(E)-5
Appendix (E) to COMDTINST M3710.1I
Figure (E)-3. Monthly Log Entries
8.
Flight Clothing Record. Entries not required.
9.
Accident and Flight Rule Violation Record. Entries shall include year, number
of flight violations and/or accidents for each period. The signature blocks shall
be signed by the Commanding Officer or an authorized representative.
Normally there is one signature per semi-annual period. The appropriate
periods may be changed in the quarter column due to PCS transfer of the
aviator.
The top section, Summary Incidents Prior to this Book and Subsequent, shall
have all zeros entered for first logbooks. For subsequent logbooks, the
appropriate year and number of accidents/violations shall be entered from the
previous logbook up to and including the last six years. The top signature
block shall be signed concurrently at the end of the first semi-annual period
of the new logbook. This signature authenticates the previous number of
accidents and/or violations.
If the aviator is transferred outside the normal semi-annual period, the entries
shall be entered and signed for the period from the previous semi-annual
period to the date of transfer. This is done by lining out the month in the quarter
column and writing in the proper departing month. The next line will then have
an adjusted period with a corrected beginning month.
(E)-6
Appendix (E) to COMDTINST M3710.1I
Figure (E)-4. Accident and Flight Rule Violation Record
(E)-7
Appendix (E) to COMDTINST M3710.1I
10. Review/Approval of Flight Logbook. The Commanding Officer (or his/her
designee) shall review, approve the flight time record, and sign the Accident
and Flight Violation Record of an Aviators Flight Logbook in the following
circumstances:
• Upon PCS of the aviator
• Upon insertion of an entry in the pilot’s Accident and Flight Violation Record
• At the end of each semi-annual period
Negative entries are required. This authority may be delegated no lower than
the Operations Officer or Chief of TRADIV. All CGHQ aviators in a DIFPRO
status shall submit their logbooks to Commandant (CG-711) for approval and
signature semi-annually. All other DIFPRO pilots shall submit their logbooks to
unit Commanding Officers for approval and signature semi-annually.
C. OPERATIONAL AND INSTRUMENT CODES.
1.
Operational and Instrument Codes. The tables below list codes for logging
operational and instrument flight maneuvers associated with a flight event.
Table (E)-3. Operational Codes
Code
Description
Code
Description
DARSK16
Drop - ASRK-16
HCSL
External Cargo/Sling
DARSK16-S
Drop - ASRK-16 (Simulated)
HDW
Hoist - Dead in Water
DARSK24
Drop - ASRK-24
HDWTL
Hoist - Dead in Water (Trail Line)
DARSK24-S
Drop - ASRK-24 (Simulated)
HFR
Hoist - FR Deployment
DARSKMOD
Drop - ASRK-Modified
HFR-T
Hoist - FR Deployment (Training)
DARSKMOD-S
Drop - ASRK-Modified (Simulated)
HFRM
Hoist - FR Deployment Maritime
DC
Drop - Can
HFRM-T
Hoist - FR Deployment Maritime
(Training)
DC-S
Drop - Can (Simulated)
HIFR
Helicopter Inflight Refueling
DP
Drop - Pump
HL
Hoist - Litter
DP-S
Drop - Pump (Simulated)
HP
Hoist - Pump
DR
Drop - Raft
HS
Hoist - Sling
DR-S
Drop - Raft (Simulated)
ML
Cargo Loading Exercise
EEOL
Engine Out Landing Drill
MO
Other * Explain in Remarks
EHE
Hoist Emergency Drill
NCV
AUF-NCV Tactics Flights
ELC
Lost COMMS Drill
PADDS
ADDS Mission or Exercise
ERSE
Rescue Swimmer Emergency Drill
PAR
Autorotation
ESMK
Smoke/Fire Elimination Drill
PAV
Aircraft Vectoring
HB
Hoist - Basket
PAW
Airways Training
(E)-8
Appendix (E) to COMDTINST M3710.1I
Table (E)-3. Operational Codes Continued
Code
Description
Code
Description
PC
CATCH
PSSORT
RT-1 Sensor System Operator
PCIASVS
Simulated Total CATCH
PTRKEX
Establish Track Exchange
PCIMC
Coupled IMC Approach using
PTSORT
RT-1 Tactical System Operator
view-limiting device
PCITO
Coupled Instrument Takeoff
PVSE
Vertical Surface Evolution
PCITOIMC
Coupled Instrument IMC Takeoff
P130RT1
RT-1 Operational Procedures
using view-limiting device
PCOE
COE/GCCS Polygon/SAR Tolls
P130RT2
RT-2 Emergency Procedures
Overlay with 2GPs
PCPSAR
Copilot SAR Duties
P130RT3
RT-3 Day Landings/Approaches
PDVRREV
Review Captured DVR Recordings
P144RT1
144 Day Instrument
Inflight
PEOIROP
EO/IR Operations
P144RT2
144 Night Instrument
PHA
Inst Letdown Procedure (HelipIt
P144RT3
144 Overwater Operations
Asst)
PHFSV
Establish HF Secure Voice
P144RT4
144 Emergency Procedures
Review
PIF
Instructor Flight
P144RT5
144 Additional Review Items
PM
Match
P27RT1
27 Operational Procedures
PMA
Published Missed Approach
P27RT2
27 Emergency Procedures
PMILSAT
MILSATCOM/DAMA Operation
P27RT3
27 Day Landings and Approaches
PMIMC
Manual IMC Approach using
P27RT4
27 Night Landings, Approaches,
view-limiting device
and Operational Procedures
PMITO
Manual Instrument Takeoff
P60RT1
60 Day Land
PMITOIMC
Manual Instrument IMC Takeoff
P60RT2
60 Day Water
using view-limiting device
PMSNRADOP
Mission Radar Operations
P60RT3
60 Night/Night Vision Goggle
PP
Patch
P60RT4
60 Night Water
PRT2
RT-2 Emergency Procedures
P60RT5
60 CAAS/Search Procedures Day
or Night
PRT3
RT-3 Day Landings and
P60RT6
60 Instrument
Approaches
PRT4
RT-4 Night Landings, Approaches,
P60RT7
60 Confined/Rough Area/External
and Operational Procedures
Load Operations
PRV
Radar Vector
P60RT8
60 Max Performance
PSECSTE
Secure STE-III Operation
P65RT1
65 Day Land
(E)-9
Appendix (E) to COMDTINST M3710.1I
Table (E)-3. Operational Codes Continued
Code
Description
Code
Description
P65RT2
65 Day Water
SQ9SSOSC
SSO Standardization Check
P65RT3
65 Night/Night Vision Goggle
SRWAIC
RWAI Standardization Check
P65RT4
65 Night Water
SSARC
SAR Procedures Check
P65RT5
65 Instrument/Cross Country
SSC
Standardization Check
(PAW)
P65RT6
65 Ship/Helo Operations (Optional)
STCOVER
Tactical Cover Standardization
Check
P65RT7
65 Confined Area/External Load
STFRC
TAC-FR Standardization Check
Ops (Optional)
RLA
Lives Assisted (Using RS)
TAOL
Tactical Approaches Over Land
RLS
Lives Saved (Using RS)
TAOW
Tactical Approaches Over Water
RSB
Swimmer Direct Deployment -
TAUFEX
AUF Tactical Cover Operational
Boat (Real)
Exercise
RSB-T
Swimmer Direct Deployment -
TAUFPWCS
AUF-PWCS Tactics Flights
Boat (Training)
RSD
Swimmer Direct Deployment
TEX
Tactical Exercise
Sequence (Real)
RSD-T
Swimmer Direct Deployment
TGF
Gunnery Flight
Sequence (Training)
RSF
Swimmer Free (Real)
TIHHL-T
Intercept - Hovering Helicopter L
Seat (Training)
RSF-T
Swimmer Free (Training)
TIHHR-T
Intercept - Hovering Helicopter R
Seat (Training)
RSS
Swimmer Sling (Real)
TIHL-T
Intercept - Oncoming L Seat
(Training)
RSS-T
Swimmer Sling (Training)
TIHR-T
Intercept - Oncoming R Seat
(Training)
SAUFNCV
AUF-NCV Standardization Check
TIOLR-T
Intercept - Other L/R Seat
(Training)
SFRC
Fast Roping Standardization
TIONO-T
Intercept - OP EX NORAD
Check
(Training)
SINSTC
Instrument Check
TNCVTF
NCV Tactics Flight
SNPC
Night Procedures Check
TOGF
Offshore Gunnery Flight
SQ9LRESC
LRE Standardization Check
TRWAI
Intercept - RWAI (Real)
SQ9MCESC
MCE Standardization Check
TRWAILT
RWAI Recurrent Training L-seat
SQ9ROSC
RO Standardization Check
TRWAIRTF
RWAI RT Flight
(E)-10
Appendix (E) to COMDTINST M3710.1I
Table (E)-3. Operational Codes Continued
Code
Description
Code
Description
UGLS
GLS Approach
URCP
Unmanned Rack Configuration
and Presets
UHA
Unmanned Handover (P or Crew
USEQ
Unmanned Launch Sequence
Hot Seat)
ULN
Unmanned Landing Nose (Day TV
UTO
Unmanned Takeoff
or IR)
ULP
Unmanned Landing Payload (Day
UTP
Track Moving Person (alone or on
TV or IR)
vehicle)
UM4
Unmanned 4 Waypoint Mission
UTV
Track Moving Vehicle (Car, Boat)
Build (LRE/MCE)
UM6
Unmanned 6 Waypoint Mission
UTX
Unmanned Taxi (before or after
Build (LRE/MCE)
flight)
Table (E)-4. Instrument Approach Codes
Code
Description
Code
Description
CN
CIR Non-precision
CNLHG
CIR Non-precision to Landing HUD
GPS
CNA
CIR Non-precision Coupled
CPA
CIR Precision Coupled
CNAG
CIR Non-precision Coupled GPS
CPAG
CIR Precision Coupled GPS
CNAH
CIR Non-precision Coupled HUD
CPAH
CIR Precision Coupled HUD
CNAHG
CIR Non-precision Coupled HUD
CPAHG
CIR Precision Coupled HUD GPS
GPS
CNAL
CIR Non-precision Coupled to
CPAL
CIR Precision Coupled to Landing
Landing
CNALG
CIR Non-precision Coupled to
CPALG
CIR Precision Coupled to Landing
Landing GPS
GPS
CNALH
CIR Non-precision Coupled to
CPALH
CIR Precision Coupled to Landing
Landing HUD
HUD
CNALHG
CIR Non-precision Coupled to
CPALHG
CIR Precision Coupled to Landing
Landing HUD GPS
HUD GPS
CNG
CIR Non-precision GPS
CPG
CIR Precision GPS
CNH
CIR Non-precision HUD
CPH
CIR Precision HUD
CNHG
CIR Non-precision HUD GPS
CPHG
CIR Precision HUD GPS
CNL
CIR Non-precision to Landing
CPL
CIR Precision to Landing
CNLG
CIR Non-precision to Landing GPS
CPLG
CIR Precision to Landing GPS
CNLH
CIR Non-precision to Landing HUD
CPLH
CIR Precision to Landing HUD
(E)-11
Appendix (E) to COMDTINST M3710.1I
Table (E)-4. Instrument Approach Codes Continued
Code
Description
Code
Description
CPLHG
CIR Precision to Landing HUD
P
Precision
GPS
CUL
CIR Uncoupled to Landing
PA
Precision Coupled
N
Non-precision
PAG
Precision Coupled GPS
NA
Non-precision Coupled
PAH
Precision Coupled HUD
NAG
Non-precision Coupled GPS
PAHG
Precision Coupled HUD GPS
NAH
Non-precision Coupled HUD
PAL
Precision Coupled to Landing
NAHG
Non-precision Coupled HUD GPS
PALG
Precision Coupled to Landing GPS
NAL
Non-precision Coupled to Landing
PALH
Precision Coupled to Landing HUD
NALG
Non-precision Coupled to Landing
PALHG
Precision Coupled to Landing HUD
GPS
GPS
NALH
Non-precision Coupled to Landing
PG
Precision GPS
HUD
NALHG
Non-precision Coupled to Landing
PH
Precision HUD
HUD GPS
NHG
Non-precision HUD GPS
PHG
Precision HUD GPS
NL
Non-precision to Landing
PL
Precision to Landing
NLG
Non-precision to Landing GPS
PLG
Precision to Landing GPS
NLH
Non-precision to Landing HUD
PLH
Precision to Landing HUD
NLHG
Non-precision to Landing HUD
PLHG
Precision to Landing HUD GPS
GPS
(E)-12
Encl. (1) to COMDTINST M3710.1I
ENCLOSURE (1). DISCLOSURE OF PERSONS FLYING ABOARD
FEDERAL GOVERNMENT AIRCRAFT
Generally, an aircraft used exclusively for the U.S. Government may be considered a pub-
lic aircraft as defined in 49 U.S.C. 40102 and 40125, unless it is transporting passengers
or operating for commercial purposes. A public aircraft is not subject to many Federal
aviation regulations, including requirements relating to aircraft certification, maintenance,
and pilot certification. If a U.S. Government agency transports passengers on a Govern-
ment aircraft, that agency must comply with all Federal aviation regulations applicable to
civil aircraft. If you have questions about the status of a particular flight, you should con-
tact the agency sponsoring the flight.
You and your family have certain rights and benefits in the unlikely event you are injured
or killed while riding aboard a Government aircraft. Federal employees and some pri-
vate citizens are eligible for workers’ compensation benefits under the Federal Employ-
ees’ Compensation Act (FECA). When FECA applies, it is the sole remedy. For more
information about FECA and its coverage, consult with your agency’s benefits office or
contact the Branch of Technical Assistance at the Department of Labor’s Office of Work-
ers’ Compensation Programs at (202) 693-0044. These rules also apply to travel on other
Government-owned or operated conveyances such as cars, vans, or buses.
State or foreign laws may provide for product liability or third-party causes of actions for
personal injury or wrongful death. If you have questions about a particular case or believe
you have a claim, you should consult with an attorney.
Some insurance policies may exclude coverage for injuries or death sustained while trav-
eling aboard a Government or military aircraft or while within a combat area. You may
wish to check your policy or consult with your insurance provider before your flight. The
insurance available to Federal employees through the Federal Employees Group Life In-
surance Program does not contain an exclusion of this type.
If you are the victim of an air disaster resulting from criminal activity, Victim and Witness
Specialists from the Federal Bureau of Investigation (FBI) and/or the local U.S. Attorney’s
Office will keep you or your family informed about the status of the criminal investigation(s)
and provide you or your family with information about rights and services, such as crisis
intervention, counseling and emotional support. State crime victim compensation may be
able to cover crime-related expenses, such as medical costs, mental health counseling,
funeral and burial costs, and lost wages or loss of support. The Office for Victims of Crime
(an agency of the Department of Justice) is authorized by the Antiterrorism Act of 1996 to
provide emergency financial assistance to state programs, as well as the U.S. Attorney’s
Office, for the benefit of victims of terrorist acts or mass violence.
Encl. (1) to COMDTINST M3710.1I
If you are a Federal employee:
• If you are injured or killed on the job during the performance of duty - including while trav-
eling aboard a Government aircraft or other government-owned or operated conveyance
for business purposes, you and your family are eligible to collect workers’ compensa-
tion benefits under FECA. You and your family may not file a personal injury or wrongful
death suit against the United States or its employees. However, you may have cause
of action against potentially liable third parties.
You or your qualifying family member must normally also choose between FECA disability
or death benefits, and those payable under your retirement system (either the Civil Service
Retirement System or the Federal Employees Retirement System). You may choose the
benefit that is more favorable to you.
If you are a private citizen not employed by the Federal Government:
• Even if you are not regularly employed by the Federal Government, if you are rendering
personal service to the Federal Government on a voluntary basis or for nominal pay, you
may be defined as a Federal employee for purposes of FECA. If that is the case, you
and your family are eligible to receive workers’ compensation benefits under FECA, but
may not collect in a personal injury or wrongful death lawsuit against the United States
or its employees. You and your family may file suit against potentially liable third parties.
Before you depart, you may wish to consult with the department or agency sponsoring
the flight to clarify whether you are considered a Federal employee.
If there is a determination that you are not a Federal employee, you and your family will not
be eligible to receive workman’s compensation benefits under FECA. If you are traveling
for business purposes, you may be eligible for workman’s compensation benefits under
state law. If the accident occurs within the United States, or its territories, its airspace, or
over the high seas, you and your family may claim against the United States under the
Federal Tort Claims Act or Suits in Admiralty Act. If you are killed aboard a military aircraft,
your family may be eligible to receive compensation under the Military Claims Act, or if you
are an inhabitant of a foreign country, under the Foreign Claims Act.
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