CAP vs. GC Aux

I'm still pretty new in CAP. One thing I've realized is that it takes
at least a year or two before you can actually fly missions. There are
lots and lots and lots of training courses and certifications you much
receive first.
I've also noticed that we have a Coast Guard Auxiliary in town
(Sacramento) with an active aviation unit. What is the difference to a
pilot (in terms of training, missions, aircraft) between CG and AF aux?

BTW: I heard rumor that CG aux get full BX priv's while CAP only get
uniform BX privs.

-Robert, CFI

It takes a full year to make you one of the dumbest pilots in the sky.
CAP pilots are well known to be so far behind their 182 they wouldn't be
hurt in the crash.



Robert M. Gary wrote:

I'm still pretty new in CAP. One thing I've realized is that it takes
at least a year or two before you can actually fly missions. There are
lots and lots and lots of training courses and certifications you much
receive first.
I've also noticed that we have a Coast Guard Auxiliary in town
(Sacramento) with an active aviation unit. What is the difference to a
pilot (in terms of training, missions, aircraft) between CG and AF aux?

BTW: I heard rumor that CG aux get full BX priv's while CAP only get
uniform BX privs.

-Robert, CFI

Strange, since they tend to have more recurrent training than most 206
(and 182) pilots. CAP members have to take a private checkride every 12
months.

Spoken like someone who thinks he is all knowing and the gods gift to
flying! Glad I you are not my CFI. As your statement shows a level of
knowledge and thought of a true moron!

Newps wrote:

It takes a full year to make you one of the dumbest pilots in the sky.
CAP pilots are well known to be so far behind their 182 they wouldn't be
hurt in the crash.

Robert M. Gary wrote:

I'm still pretty new in CAP. One thing I've realized is that it takes
at least a year or two before you can actually fly missions. There are
lots and lots and lots of training courses and certifications you much
receive first.
I've also noticed that we have a Coast Guard Auxiliary in town
(Sacramento) with an active aviation unit. What is the difference to a
pilot (in terms of training, missions, aircraft) between CG and AF aux?

BTW: I heard rumor that CG aux get full BX priv's while CAP only get
uniform BX privs.

-Robert, CFI

--

"Robert M. Gary" wrote in message
oups.com...
I'm still pretty new in CAP. One thing I've realized is that it takes
at least a year or two before you can actually fly missions. There are
lots and lots and lots of training courses and certifications you much
receive first.
I've also noticed that we have a Coast Guard Auxiliary in town
(Sacramento) with an active aviation unit. What is the difference to a
pilot (in terms of training, missions, aircraft) between CG and AF aux?

BTW: I heard rumor that CG aux get full BX priv's while CAP only get
uniform BX privs.

-Robert, CFI
----------------------------------------reply--------------------------------------------

Robert,

Where are you a CAP member? A CAPF 5 checkride takes no time at all. With
your CFI you could breeze the CAPF 91 Mission Pilot checkride.....if you
have been told that it takes a year, someone has misrepresented the program.

Several friends of mine are Coast Guard Aux members. Down here on the Gulf
of Mexico, we work closely together. We have a Super-Wal-Mart in town

Semper vi,

Stephen
Baldwin County Composite Squadron
ALWG

It may be different here in California. I'm told that before I can take
the 91 ride I need some other things including...
1) General Emergency Serivices training
2) Spotter certification (lots of classes and in flight training)
3) UDF operator (to locate ELTs) (again lots of classes and hands on
training)
4) Pilot tech. certificate

I'm also told that Nomex is 100% required for all missions. I guess we
had a CAP flight go down a while back and some guys burned. Of course,
just like anything else you can wear either the AF Nomex or the CAP
Nomex. CAP is blue, AF is olive, both feel great when its 110F outside
For orientation rides you can wear any AF or CAP uniform, including
(this is recent) the gold shirt.

-Robert

"Robert M. Gary" wrote in message
oups.com...
It may be different here in California. I'm told that before I can take
the 91 ride I need some other things including...
1) General Emergency Serivices training
2) Spotter certification (lots of classes and in flight training)
3) UDF operator (to locate ELTs) (again lots of classes and hands on
training)
4) Pilot tech. certificate

I'm also told that Nomex is 100% required for all missions. I guess we
had a CAP flight go down a while back and some guys burned. Of course,
just like anything else you can wear either the AF Nomex or the CAP
Nomex. CAP is blue, AF is olive, both feel great when its 110F outside
For orientation rides you can wear any AF or CAP uniform, including
(this is recent) the gold shirt.

-Robert

Hello Robert and everyone,

The CAP regs are the same down here south of I-10....it's just the General
Emergency Services Qual doesn't take that long....have you looked at the 116
exam? Once you've taken it, you are GES qual'd. The preparation is not
difficult.

Have you started completing the SQTR for Scanner/Observer? I see in the CAP
data base that you are listed as an SM. Talk to the Professional
Development guy in CA151 and ask about rank, if that's important to you.
Find someone to mentor you through the process. If they are a SET qual'd
that's even better.

Again, get started filling out the SQTR for Urban DF. It ain't rocket
science. We use the Little L-per and a Tracker. Look in the publications
section of the National HQ website and find the pamphlet on ELT
searches.....a few pictures and not much plot but it tells you everything
that you need to know.

If the Nomex flight suits are required, it's a local thing for your group.
I wear it on missions but not on other flights such as Cadet O-rides, travel
to meetings, or currency rides.

If you need mission participation credit, plan a trip to LA, the Redneck
Riviera. We fly missions Thursday through Sunday this time of year.

Semper vi.,

Stephen
Foley, Alabama
AL112

In article .com,
Robert M. Gary wrote:

I'm also told that Nomex is 100% required for all missions. I guess we
had a CAP flight go down a while back and some guys burned. Of course,
just like anything else you can wear either the AF Nomex or the CAP
Nomex. CAP is blue, AF is olive, both feel great when its 110F outside

I'm not in CAP any more (too much paper work and politics, not
enough of actually doing anything useful). The crash you refer to
involved one of the guys in the squadron I was in then, and two
other guys from the local group.

The two other guys didn't make it, the guy from my squadron spent
a few months in the burn unit and was not able to regain use of
one of his hands. He was wearing nomex, but most of the serious
burns were on his face and hands. He was the back seat scanner,
and after getting out, tried to pull the two pilots out through
the flames. Nomex is only fire resistant, and not heat resistant.
It buys you a few seconds, but unless you are wearing a thick race
car driver style suit, you need to get out quick.

The plane they were looking for had crashed a week earlier and was
not found until two days after the CAP plane went down. No flight
plan was filed for the flight over the mountains, and the ELT did
not activate. The ELT not activating is typical of an actual crash.
When I was in CAP, and I doubt the stats have changed much, 99+%
of ELT signals were false alarms, and ELTs failed to activate in
~97% of crashes. In the 15 years I spent in CAP, I'm only directly[1]
aware of one ELT signal leading to an actual aircraft in distress[2].
Anecdotal evidence, but my experience doing the 2am search for the
UPS truck or other false alarms[3] made it pretty clear that in the
absence of an alert notice (ALNOT), an ELT signal was likely a
false alarm.

Plane being searched for:
http://www.ntsb.gov/ntsb/brief2.asp?...FA031& akey=1

CAP plane:
http://www.ntsb.gov/ntsb/brief2.asp?...GA029& akey=1


John
[1] I knew the guys that found the downed plane and the survivor.
[2] Setting the ELT off when moving the wreckage doesn't count.
[3] Many false alarms are not even actual ELT but are random
malfunctioning electronic devices (copy machines, computers,
fax machines, video games, pizza ovens)
--
John Clear - http://www.clear-prop.org/

No way do CG Auxiliary members get ANY base privileges.

Bob Gardner
USCG (Ret)

"Robert M. Gary" wrote in message
oups.com...
I'm still pretty new in CAP. One thing I've realized is that it takes
at least a year or two before you can actually fly missions. There are
lots and lots and lots of training courses and certifications you much
receive first.
I've also noticed that we have a Coast Guard Auxiliary in town
(Sacramento) with an active aviation unit. What is the difference to a
pilot (in terms of training, missions, aircraft) between CG and AF aux?

BTW: I heard rumor that CG aux get full BX priv's while CAP only get
uniform BX privs.

-Robert, CFI

Disagree.

http://www.acap.army.mil/transitione...ct%20Sheet.pdf

CGAUX pilot training and certification is more bureaucratic than CAP in my
opinion and experience. CAP provide aircraft to fly, CGAUX doesn't
normally.

Both are great organizations with their own unique BS's.

Join and fly in both if you can.

On Sun, 31 Jul 2005 14:04:25 -0700, Bob Gardner wrote:

No way do CG Auxiliary members get ANY base privileges.

Bob Gardner
USCG (Ret)

"Robert M. Gary" wrote in message
oups.com...
I'm still pretty new in CAP. One thing I've realized is that it takes
at least a year or two before you can actually fly missions. There are
lots and lots and lots of training courses and certifications you much
receive first.
I've also noticed that we have a Coast Guard Auxiliary in town
(Sacramento) with an active aviation unit. What is the difference to a
pilot (in terms of training, missions, aircraft) between CG and AF aux?

BTW: I heard rumor that CG aux get full BX priv's while CAP only get
uniform BX privs.

-Robert, CFI






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