This workshop is intended to supplement the annual aviation workshop,

not replace it.

The aviation workshop will provide an overview of the AUXAIR

program, discuss currency waivers for CY 2020 and requirements to

remain current in CY 2021. Operational Risk management is reviewed,

including the PEACE and STAAR models and the GAR 2.0 tool.

The Coast Guard has recommended practices to mitigate risk to flight

crews from COVID-19. Auxiliary squadrons that have been operating

have developed additional procedures. Those will be reviewed.

The Air Operations Division will be querying the Districts for best

practices and sharing those with all Districts

Finally, AUXDATA II User’s guides for aviators have been developed for

creating and closing out patrol orders. The guide is on the Response

Directorate’s website and a link is provided.

The District and squadron Flight Safety is lead by a District Flight Safety

Officer (DFSO) and an active-duty Flight Safety Officer (FSO) from the

Air Station. DFSOs must attend AUX-14 every two years to remain

current to instruct recurrent annual CRM training. Operational Auxiliary

squadrons use Coast Guard Risk management tools such as PEACE to

plan the mission and identify risk, STAAR to mitigate risk. The GAR 2.0

job aid is used prior to every mission and to update the risk assessment

during flight.

All flight crew members attend initial and recurrent CRM training that is

overseen by the Coast Guard Aviation Training Center (ATC) Mobile.

NOTE the safety of the crew is 1st priority!

If DFSO is unavailable the pilot should contact the Active Duty FSO and

leave a voice message (or 2) for the DFSO about the MISHAP along

with the status of coordinating with the Active Duty FSO. The pilot

should request a return call from the DFSO with the best number to call.

Per COMDTINST_M5100.47.pdf - a Mishap is “An

unplanned, unexpected, or undesirable event or

series of events resulting in death, injury,

occupational illness, or damage to or loss of

materiel. “

Need to define MISHAP. Anything causing an

unplanned stop besides a comfort stop is potentially

reportable. Any mechanical or maintenance issue,

but people should use common sense in what they

report. Anything that you expect to be reimbursed for

should be reported. It is better to over report than

under report. Nobody will be criticized for reporting

too much. When in doubt report it.

Operations Policy Manual requires those with firsthand

knowledge of a mishap to report it. Let’s talk about that.

If you are confident that the principal parties are reporting

to the organization, redundant reporting is not needed

unless requested.

Why are they requesting that all mishaps; with or without

injuries and even if there is no damage be reported?

Whenever a mishap occurs, even with no real damage or

injury, is reported this information can be used to aid other

members of potential risks and how this risk can be

avoided.

This information you provided can be used as a learning or

teaching event that can help all of us to become safer.

Must be completed and reported to District/Region record

keeper by the due date or orders may not be issued.

Annual Inspection – Expires on the first day of the month 1 year

after current annual. If facility exceeds 100 hours a 100 hour inspection is

required.

For progressive inspections, report completion of the

progressive program by the appropriate interval.

SOAP before reaching 100th hour from last SOAP. If 100th hour

is reached, aircraft is not current and cannot fly missions.

The review by aircraft’s mechanic must be documented and

submitted. Compliance with lab/mechanic recommendations

is required.

Discuss: What if these occur at a time when an Offer of Use is

not yet due?

(The document image can be sent to the record keeper.)

-District/Region Records are realtime and must be reported quarterly up

the chain to AUXAIR leadership and CGHQ. i.e. If status is due and

not reported, mark the facility “not current” and submit the report on

time.

-Failure to timely report can jeopardize operational status for the facility

or the District/Regional program.

- The Maintenance data spreadsheet must be available to the air

station.

If a precautionary landing is made for observed or suspected aircraft

malfunctions or damage, the PIC will conduct a preliminary

inspection/analysis upon landing, contact the Air Station Operations

Officer (OPS) and discuss the situation.

OPS will determine if (1) the mission may continue, (2) the aircraft

should be flown directly back to the home field or (3) the aircraft

requires repairs to be performed by an FAA licensed Airframe and

Powerplant (A&P) mechanic.

A precautionary landing is “a premeditated landing, on or off an airport,

when further flight is possible but inadvisable. Examples of conditions

that may call for a precautionary landing include deteriorating weather,

being lost, fuel shortage, and gradually developing engine trouble”

Further flight under orders, without the approval of the Air Station, is

prohibited. In the event the mission is cancelled, OPS will determine the

mode of transport to return the flight crew to the home airport. The Air

Station will record the closing of the mission with a note indicating

“continued flight under orders was not permitted”. When repairs are

made by an A&P, the PIC is responsible to inform the Air Station of the

outcome.

This provision includes any suspected aircraft malfunctions or damage

discovered during the aircraft pre-flight or pre-take-off checks.

MEDICATIONS

All medications, drugs & treatments (Both Rx & OTC) are to be reported

to your AME/Flight Surgeon at the time of your physical and as soon as

prescribed, dosage or schedule changed or adverse/side effects

develop or vary. Self-grounding is necessary until cleared.

Over-The -Counter Medications

Airmen who develop short-term, self-limited illnesses are advised to

avoid performing aviation duties while medications are used. The first

time use of any medication requires a 24-hour grounding period to

ensure the user is free of significant side effects.

The FAA does not maintain a list of “Approved” medications because

“Aeromedical decision-making includes an analysis of the underlying

disease or condition and treatment.”

The clearance of a medication from the body is dependent on one’s

general health (liver & kidney function), hydration, diet, activity, use of

other medications and physiologically active metabolites (break down

products) of the medication.

Example…Benadryl is an allowed medication BUT you must wait 60 hours

between taking the last dose and flying

When a medication use has ended, the “No Fly” status should continue until:

Signs & Symptoms of the illness or it’s complications are resolved

The Aviator is free of adverse/side effects of the treatment

Five (5) half-lives of the drug have passed

The half-life of a drug is an estimate of the period of time that it takes for the

concentration or amount in the body of that drug to be reduced by exactly one

half (50%). The symbol for half-life is T½.

To Calculate a drug half-life:

https://www.drugs.com/article/drug-half-life

Search “aviation do not fly medications” to see the various websites

with types and categories of medications and how they pertain to pilots

There are basically two categories of Pharmaceuticals which

show:

Do Not Issue

Do Not Fly

We don’t expect you to be a doctors; what is important is that you

discuss all medications with your AME

NOT Part of Standard Presentation

If a participant asks what medications are not allowed refer, or them

to below link

https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/a

am/ame/guide/pharm/dni_dnf/

Note to Instructor. On the “Marijuana is not legal for use under federal

law” bullet there will be NO additional discussion or clarification

Pilots receive their flight training and licensing from FAA certified

Instructors and operate under the authority of the FAA.

AUXAIR provides additional training in Coast Guard rules, regulations,

CRM, Risk Management, communications, emergency procedures,

SAR procedures and training in Flight Crew Leadership.

Auxiliary flight crews are sent to Coast Guard aviation C-Schools and

receive training similar to active-duty aviators, overseen by the Coast

Guard Aviation Training Center Mobile.

The Chief Director of the Auxiliary issued ALAUX 032/20 waiving

several Coast Guard requirements for Auxiliary flight crews. Most Coast

Guard aviation specific currency requirements are waived until the end

of CY 2021. Exceptions include the requirement for pilots to complete 3

missions with a minimum of 6 mission hours per semi-annual period

must be completed by June 30, 2021 and the CRM annual refresher

was required to have been completed by all flight crew members by end

of CY 2020 (this course was available for online delivery). Currency will

be restored when the 2021 CRM annual refresher is completed.

Pilots must maintain and meet all FAA license, medical and and flight

currency requirements. Additionally, pilots must fly a minimum of 12

hours as PIC (does not need to be under orders) each semi-annual

period.

While the requirement for Aircrew and Air Observers to complete their

medical screening has been waived until end of CY 2021, any

significant changes in medical condition since the last screening that

would preclude medical clearance by Medical Authority require the

member to notify the Director of Auxiliary (DIRAUX) prior to

commencing flight operations.

AUX-17 is the Initial Aviation CRM course that is exported to

the District’s. It is required prior to initial certification in any

aviation competency and every 5 years thereafter.

AUX18 is required prior to certification as a pilot, and then

every 5 years thereafter.

By 2022 most pilots, air crew, and observers will need to re-

take AUX-17 and AUX-18. Due to limitations in training,

aviators are urged to take AUX-17 and AUX-18 during 2021

when practical.

All aviators are required to complete recurrent CRM training annually.

CG-1131 (Aviation Safety Division) has authorized the training can be

delivered on-line by specially designated Auxiliary Aviation Instructors.

District DFSOs that have attended AUX-14 within the past two years

and are certified Coast Guard Auxiliary Instructors, are authorized to

deliver the class live.

• AUXAIR uses the GAR 2.0 model

• Risk assessment is a collective effort of the entire

crew not just PIC.

• PIC should request input first from the crew and

engage them in the discussion.

• The overall rating is not

an average of the

individual score but

rather an Overall Rating

• Done before AND updated throughout the mission

when ANY condition changes – Risk Management is a

continuous process.

Risk Management is a 5-step process to identify, assess, and mitigate risk.

The PEACE model is used to identify risk

Planning

Event Complexity

Assets

Communication and Supervision

Environment

The STAAR model helps identify mitigation options

Spread out

Transfer

Avoid

Accept

Reduce

RAM - after assessment of risk for each item consider likelihood, severity, and

reduction for mitigation

GAR 2.0 is the tool we use prior to each mission and update it throughout the mission

The most recent AC is AC 90-66B (dated 13 MAR 2018).

Prior to entering or departing the airspace surrounding non-towered

airports, flight crews should review their Risk Management assessment:

- identify the additional hazards created by the non-towered

environment

- evaluate the risk level

- mitigate any risks

Effective CRM is essential to reducing the risk

The COVID-19 pandemic has significantly affected how we plan and fly

Air Missions. Flight crews must include this in their pre-mission

planning. Research infection status for any location linked to the

mission. Avoid contact with the public, at airports, fuel pumps, etc.

Disinfectant equipment needs to be added to the aircraft and used to

minimize the risk of spreading infection.

An AUXDATA II user’s guide for aviators to request and close out patrol

orders has been developed and is available on the Response

Directorate’s website. Step by step procedures are provided.

Aircraft Facility Examinations (ANSC-7005) must now be uploaded in

AUXDATA II and submitted electronically for approval. A user’s guide

for facility owners to request a facility examination and upload the forms

and other information has been developed and is available on the

Response Directorate’s website. Step by step procedures are provided.

Incorrect use of Mission Code 22B is causing difficulties and could possibly result in late entry or loss of credit for underway patrol hours.

Have the class read the regulation.

If we read this, we see “First aid training (beyond a basic awareness

of emergency situations) is not a part of the Auxiliary boat or air

crew qualification process” and we “may only provide first aid

they are trained to give” .

Remember Actions Speak Louder than Words.

Recurrent and Proficiency Training…Participating in a continuous proficiency program, with varied flight and knowledge challenges, gives us confidence while keeping our airmanship skills sharp.

Good Judgement…This can be demonstrated by saying “No” to a mission for any reason where the Risk outweighs the Gain. Safety of your crew, your passengers and yourself are your first priority.

Adherence to CG, AuxAir and FAA Regulations and Guidance…Remember if you are involved in an accident or mishap all aspects of the rules and regulations will be reviewed.

Uniforms…Is the entire crew in clean, well maintained and proper uniform? How about your PPE? PLB expired? Fresh batteries in your strobe, flash-light, etc.?

Demeanor…Relaxed yet professional

Your Facility…Is it well maintained with FAA and AuxAir inspections and offer for use up to date and logged? If you have an accident or mishap your logs will be inspected. Is the cockpit organized and clean or is it cluttered ?

This portion of the workshop is at the discretion of the organizer – you

may delete if you feel it is not necessary for your group.

AUXAIR is an operational Program that is managed at the District level.

We have almost 450 members qualified as Pilots, Aircrew and Air

Observers. 150 Auxiliary aircraft are deployed from Puerto Rico and the

Virgin Islands in the Caribbean to Hawaii in the Central Pacific. Auxiliary

flight crews fly Auxiliary aircraft under orders from Coast Guard Air

Stations and have opportunities to serve as flight crew on active-duty

aircraft.

Auxiliary Flight Crews and aircraft are assigned to Auxiliary squadrons.

The squadron reports to and is under the operational control of the Air

Station. An Auxiliary Aviation Coordinator (ADSO-AAC) is teamed up

with an active-duty pilot serving as the Air Station Auxiliary Liaison

Officer (AUXLO). In smaller Districts the District Staff Officer for

Aviation (DSO-AV) may also serve as ADSO-AAC.

Auxiliary Aviation has 150+ aircraft facilities in service. Fixed wing

aircraft range from short unimproved field capable single engine, to

cabin class multi-engine turboprops, to twin jets. Helicopters are also

offered as facilities.

This diversity of aircraft enables AUXAIR to conduct a wide range of

missions.

Auxiliary flight crews are authorized to fly a wide variety of Coast Guard

missions and act as a force multiplier for the Air Station. Mission

assignment is based on qualification and training.

One of our primary missions is Maritime Observation (MOM). Auxiliary

aircraft patrol a section of the Air Station’s area of responsibility (AOR)

and observe critical waterways, infrastructure, commercial vessel traffic,

commercial fishing, recreational boating traffic and perform marine

environmental patrols searching for pollution in Federal Waterways.

While on Maritime Observation missions, Auxiliary aircraft are available

to be diverted for Search and Rescue (SAR).

Auxiliary aircraft are a critical component of Coast Guard Search and

Rescue assets. Many times, Auxiliary aircraft offer increased endurance

and speed vs helicopters. Auxiliary flight crews are ready for possible

SAR divert when on most missions and many times serve as “First

Light” search crews when active-duty crews have exhausted their flight

time restrictions. Auxiliary crews are trained to quickly develop search

patterns in flight, load those into the flight navigator and start the

search.

Select Coast Guard Pilots fly the Rotary Wing Air Intercept mission in

HH-65 helicopters and are responsible for protecting and maintaining

airspace security over Washington D.C. Specially trained Auxiliary flight

crews help RWAI flight crews maintain proficiency by acting as the

“aggressor aircraft” and work to improve the “interceptor” pilot’s

response time. This specialized mission provides the helicopter crews a

moving target on which to hone their interceptor techniques. Auxiliary

pilots must learn and practice techniques that place them in close

proximity to the interceptor helicopter in flight. These training flights take

place in both daylight and night conditions.

Auxiliary flight crews routinely fly logistics missions for the Air Station.

Transporting needed aircraft parts and ferrying active-duty flight crews

to distant Air Facilities enables critical operations to be conducted

without interruption. During the summer of 2020, Auxiliary flights

transported critical COVID-19 medical supplies between the Hawaiian

Islands, where most transportation is by air. D9 routinely ferries flight

crews between Air Station Detroit and Air Facility Waukegan north of

Chicago during the busy summer recreational boating season. D7

conducts logistics flights between Air Station Clearwater and Coast

Guard Air Facilities in the Bahamas.

Winter weather in the Great Lakes and other Northern Regions requires

aerial reconnaissance to help plan and direct Coast Guard Ice

Breakers. These flights are critical to helping maintain commercial

vessel traffic and provide northern cities needed supplies. Many times

the weather does not allow for satellite imagery and Auxiliary flights

provide the only imagery available. Typically, information is transmitted

real time to the Sector Command Center.

D9 aviators routinely fly on active duty HH-65 ice patrols as the ice

observer.

Auxiliary pilots and flight crews have significant aviation experience –

both military and civilian. AUXAIR is always recruiting new members,

including Auxiliarists with experience in Surface Operations, Marine

Safety, Law Enforcement, Public Affairs and other Coast Guard

qualifications,.

Auxiliary Aviators are required to take specialized Coast Guard training

in Crew Resource Management (CRM), Aviation Spatial Disorientation,

Water and Cold Weather Survival, Emergency Ditching, Search and

Rescue procedures, and operating Coast Guard Aircraft under orders.

Courses developed by Aviation Training Center (ATC) Mobile, and the

FAA Civil Aerospace Medical Institute are available and conducted on a

regular basis.

Additional Coast Guard Schools are available to train qualified members

in Squadron Leadership and Flight Safety.