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AIRCREW QUALIFICATIONS AND TRAINING
AS OF
JANUARY 2002
(Qualification in the Air Program is progressive)
A
"Candidate" must be recommend by a "mentor" (First Pilot or Aircraft
Commander).
1st Level -- Qualify as
an "Air Observer":
- Be a BQ or AUXOP member
- Successfully pass the
core elements of an approved boating course.
- Score 90% on the
"Observer Exam" (open book)
- Prior to first flight as
an "Observer Trainee", demonstrate ability to swim 50 yards (may wear
an inflatable PFD).
- Under Orders,
participate as an "Observer Trainee" in missions totaling 10 hours,
and successfully complete all items on the provided "Observer Check
List". (Each "After Action Rpt." should include all observer tasks
completed on that mission)
2nd Level - "Co-pilot":
- Have QUALIFIED and flown
under orders, at least two missions as an "Observer"
- Score 90% on the "Pilots
Exam" (open book)
- Hold a valid "Pilots
Certificate", private or higher
- Hold a current "Medical
Certificate", 3rd class or higher.
- Have properly logged 200
PIC flight hrs. (100 hrs. in aircraft of the same class)
- Satisfactorily complete
an "Auxiliary Flight Check" with an "Auxiliary Flight Examiner".
- Annually -- Fly under
orders as PIC &/or Co-pilot, 6 missions totaling at least 12 hours.
3rd Level - "First
Pilot":
- Satisfy all requirements
for "Co-pilot"
- Have properly logged 500
PIC flight hrs.
- Complete a "SAR
Procedures Flight Check" with an "Auxiliary Flight Examiner"
- Annually - Fly under
orders as PIC, 6 missions totaling at least 12 hours.
4th Level - "Aircraft
Commander":
- Satisfy all requirements
for "First Pilot"
- Have properly logged
1000 PIC flight hrs.
- Hold an "FAA Instrument
Rating" & "Maintain Instrument Currency"
- Annually - fly under
orders as PIC, 6 missions totaling at least 12 hours.
ALL AIR CREWS -- MUST
ANNUALLY COMPLETE:
- Emergency egress
training - may include the use of "swet" device
- Water survival training
- includes successfully boarding a raft
- Attendance at the annual
required "air operations workshop".
ALL AUX PILOTS:
- Must annually fly, and
properly log 24 hours as PIC (these are "total logged hrs" & may
include, but are not limited to cg aux hours)
- Maintain night &
passenger currency.
- Flight examiners will
verify all applicable "logbook entries" annually
Aviation
Syllabi/Program Information/Publications
FROM THE "NOT EXACTLY
LIKE IT WAS IN THE BROCHURE" DEPT:
Lets's face it: NASA has a website, including all
the cool stuff about it's astronaut program, and what a great
organization it is to work or volunteer for. But that doesn't mean you
can click on the "join here" here button, fill out the forms, and be on
the next scheduled shuttle flight now does it? The Auxiliary's aviation
program is similar to becoming an astronaut. Yeah, it can be done. Both,
with perseverance, can be done. But guaranteed? Astronautics or AUXAIR?
Not a chance. So an enumeration of hurdles is in order:
A medical screening form must be completed
by a physician -- or obtaining at least a Class III FAA medical
certificate. If one's limitations prevent either, one will go no further
in the process.
A syllabus of training must be
successfully completed for the observer designation along with
completion of 10 mission flight hours as a trainee. Attendance is
required at the annual aviation safety workshop, emergency egress
training, water survival, and completion of 75-yard swim. A sign-off by
the trainer/pilot or examiner is required for the designation -- no sign
off -- no designation. The ability to successfully egress from the rear
seat of the aircraft with little to no assistance is a must. Physical
size -- as well as weight plays a significant factor. Designation as an
observer does not grant the wearing of the aircrew wings device.
A second, more extensive syllabus of
training must be completed for aircrew -- as well as completion of an
additional 5 mission flight hours (or more if needed) as an aircrew
trainee. The Exam B (pilot) exam must be successfully completed.
Completion of the Crew Resource Management and Spatial Disorientation
training (AUX17/18) held at NAS Pensacola, FL (offered only a few times
each year with limited slots) is now required for Aircrew Designation
(at least in D8CR). Once again, a sign-off by the trainer/pilot or
examiner is required.
Now, the real kicker: An
available open "trainee" seat on the aircraft would be needed for the 10
hours initial observer trainee time. Since only three usable seats exist
on a typical air facility -- one of which is occupied by the pilot, one
by designated aircrew/observer, and one many times filled by active duty
Coast Guard personnel -- the frequency of a "trainee" seat being
available is somewhat limited. Gaining all the hours and experience to
become designated even as a basic observer may take many months.
Top it off with the pilot/facility
owner being the person scheduling the open seats -- should the prospect
not be a "good fit" due to aptitude, ability, or attitude -- and the
trainee will have a difficult time obtaining an open slot on the
aircraft. And no, the pilot can not be "forced" to take any particular
person on a mission. The pilot's "ace in the hole" is safety of flight
and the successful completion of the mission. Should someone not be a
"good fit", they'll not fly - period. And the air station/order issuing
authority and DIRAUX will stand behind the pilot on that decision.
The purpose of the observer or
aircrew on an AUXAIR mission is to reduce the workload on the pilot and
scan their designated sector. No one gets a "free ride" or a
sight-seeing flight. Certainly, if one has difficulty interpreting
printed items such as text, charts, and figures on electronic displays
-- it could serve to add to the workload of the pilot rather than reduce
it, thus causing potential problems at a critical time.
Finally, if the AUXAIR facilities in
a particular area have a full compliment of trained observers and
aircrew, there may not be a need to accept additional trainees into the
program. Applicants may be "wait listed". This is due to the proficiency
requirements for all the positions. If more personnel exist than the
number of flight missions that can be supported, proficiency will suffer
and some may not maintain currency requirements. So, there is no
guaranteed availability in obtaining AUXAIR training. Not to say that
there is a conspiracy or good ol' boy club in AUXAIR -- but it's just a
fact...not everyone will be accepted.
Although it is
not intended for this lengthy article to serve as discouragement for
anyone wishing to pursue the AUXAIR program -- I do, however, want to be
clear that more is involved than someone "just deciding that they're
going for it". It should also be noted that the TBO requirement has hit
the AUXAIR fleet hard, causing many slots to open for new planes, new
pilots, and aircrew to serve. Those looking to break into AUXAIR could
not pick a better time.
The only point I would add is that a
medical is not required at the Air Observer level. A Class 3 FAA Medical
or the ANSC 7042 Air Crew Medical Screening is required at the Air Crew
level. (That is the National requirement.) The Air Crew medical does
have a hearing test associated with it.
"Your mileage and district may vary".
Don’t forget you
will eventually have to have the DO-“Direct Operations” Personnel
Security Investigation (PSI) instead of just the OS-Operational Support”
PSI, though you may train while awaiting results.
As for the medical screen -- Yes,
that may be the true letter of requirement. An observer may choose not
spend the funds to obtain a medical until they decide to go forward for
aircrew. However, if there is an underlying reason why they would not be
able to PASS a medical screen -- observer or aircrew, they'll not be
climbing in most aircraft. Most observer trainees desire to progress to
aircrew (after all -- that is when they earn the wings -- what they're
after, right?). Therefore, they might as well obtain the screening at
the beginning. Again, one's ability to egress a partially submerged
aircraft while wearing full flight gear, with no assistance, following a
forced water landing is a must. If an auxiliarist would not be able to
pass the medical screen, why would they want to place themselves -- and
possibly their fellow crew -- at risk?
Since the observer or trainee is many
times in the rear seat, it is all the more important. As pilot in
command and facility owner, (s)he will make the final determination of
one's suitability to fly as part of a mission crew. Anyone wishing to
fight a battle over it will be wasting their time and efforts. I might
add that some place a maximum weight limit on their observers and
aircrew. There is no regulation addressing that subject -- but the
“policy" has not been questioned due to all aircraft having a maximum
useful load -- and the PIC being solely responsible for weight & balance
prior to flight.
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