**OKLAHOMA WING CIVIL AIR PATROL**

**SAFETY PROGRAM HANDBOOK**

**29 February 2004**

![](media/image1.png){width="4.288888888888889in"
height="4.501388888888889in"}

POC:

Director of Safety

Oklahoma Wing Headquarters

3800 A Avenue, Mail Stop L-39

Tinker AFB OK 73145-9111

**TABLE OF CONTENTS**

Chapter Title

01 Statement of Policy

02 Organization of Chain of Command\
03 Authority and Responsibility\
04 Accident, Incident, and Hazard Reporting\
05 Accident/Incident Investigation Procedures\
06 Distribution of Safety Information\
07 Safety Audits\
08 Safety Awards\
09 Safety Analysis\
10 Safety Office Management\
11 Blood Borne Pathogens\
12 Operational Risk Management Plan

APPENDIX 1 Aviation Safety Program

APPENDIX 2 Ground Safety Program

**Chapter 01**

**STATEMENT OF POLICY**

Oklahoma Wing of the Civil Air Patrol will provide the best possible
safe ground and flying environments to protect our members from the
hazards of service. The Oklahoma Wing will strive to provide the best
possible service to all our customers in all areas of operations that
members may be called upon to perform. Oklahoma Wing has maintained an
active safety program and will continue to do so. All members of the
Oklahoma Wing are expected to participate fully in the Safety Program in
all mission and job capacities. Everyone should take an active role in
the identification, reduction, and elimination of all hazards presented
to our operations. In return, the Oklahoma Wing will strive to support
the member's actions and work to provide a hazard free environment.

VIRGINIA P. KELLER, Colonel, CAP

Wing Commander

The Safety Program Handbook is designed to serve as a primary reference
to the Oklahoma Wing Safety Program. It is based upon CAP Regulations
and recognized safety standards to develop a professionally competent
safety program which rivals that in private industry. While CAP
Regulations will continue to supersede this document, the Safety Program
handbook provides suggestions on ways to enhance your local safety
program. THIS IS NOT A REGULATION! Consider this handbook to be a book
of suggestions. When these suggestions cannot be implemented on the
local level, simply document why they cannot be implemented and forward
this explanation with your annual safety survey. The purpose is to get
you, the members, to consider further safety measures that would
increase both our safety and our efficiency.

JOHN T. "Tom" KILPATRICK, 1Lt, CAP

Wing Director of Safety

**Chapter 02**

**ORGANIZATION OF CHAIN OF COMMAND**

The director of overall safety will be the Oklahoma Wing CAP Director of
Safety. The Wing Director of Safety will administer the Safety Program
in conjunction with the prescribed operations as defined by CAP
regulations, manuals, pamphlets, and other higher Headquarters'
directives. The Oklahoma Wing Commander will appoint the best-qualified
personnel to be Wing Staff members and oversee their areas of
responsibility for the State. The Director of Safety shall report
directly to the Wing Commander on all matters of Safety, and to the Wing
Chief of Staff for routine operations.

Field Units shall appoint unit safety officers, with notification to the
Wing Director of Safety. Unit safety officers will be responsible for
ensuring all reports are completed and turned in on time, up channeling
critical and routine safety and hazard information to the Director of
Safety. Contact should be frequent and information should flow freely
between unit safety officers and the Director of Safety.

Members in the field should report directly to their unit safety
officer, or any other on site safety officer, concerning matters of
critical safety. For routine reporting, or matters of a non-critical
nature, members shall up channel their information through their
designated unit safety officer. All members are granted the authority to
stop any operation that is unsafe and could cause damage or loss of
life, without any fear of reprisal. If this type of action occurs,
immediately notify the on scene safety officer. If no safety officer is
on scene, then the Wing Director of Safety shall be immediately
notified. Specific mishap and accident reporting instructions are
covered in CAPR 62-2, and the Oklahoma Wing Supplement to CAPR 62-2.

**Chapter 03**

**AUTHORITY AND RESPONSIBILITY**

All CAP members are responsible for conducting safe operations and
changing those operations that are not. The following guidelines will
define the authority and responsibility for the Director of safety, unit
safety officers, and members.

[Oklahoma Wing Director of]{.underline} [Safety has the
authority]{.underline} [to]{.underline}:

1\. Develop, or have developed, any necessary training guides and aids
to support safety and training programs.

2\. Create necessary regulations, manuals, instructions, and policy
necessary for the

implementation of the safety program, subject to Wing Commander
approval.

3\. Create necessary forms for the operation of the safety program,
subject to Wing Commander approval.

4\. Require the reporting of any safety related event or hazard in
accordance with CAP Regulations or in excess of these with the Wing
Commander's approval

5*.* Process and direct all reports up channeled from field units.

6\. Oversee or Conduct an investigation of any safety-related event in
accordance with CAP Regulations

7\. Conduct and/or supervise safety audits of operations and facilities
for the Oklahoma Wing.

8\. Represent Oklahoma Wing CAP to outside agencies regarding matters of
safety.

[Oklahoma Wine Director of]{.underline} [Safety is responsible
for]{.underline}:

1\. Compiling reports from field units, filling in appropriate areas,
and up channeling appropriate reports to Higher Headquarters.

2\. Assisting field unit safety officers in obtaining proper training
and qualifications to perform their duties.

3\. Review and revision of this program.

4\. Providing guidance to field units and senior command authorities.

*5.* Maintaining the reporting system for hazards, incidents, and
accidents.

6\. Timely distribution of safety material to the field units.

7\. Timely distribution of safety information to Higher Headquarters and
other Wings.

8\. Ensuring safety audits are performed at the Wing level and at the
field unit level.

9\. Providing training for members that will perform hazard, incident,
and accident investigation.

10\. Maintain an active safety analysis program, with support from and
to field units and Higher Headquarters.

12\. Building and submitting an annual budget to support the safety
program.

13\. The Director of Safety will encourage unit safety officers to
complete the Extension Course Institute for safety officers within their
first year as a safety officer. Documentation of this training will be
kept in the member's file at their unit of assignment.

14\. The following is a minimum list of information that will be
provided to unit safety officers:

a\) CAP safety policy and program

b\) Wing safety standards

c\) Safety's role in the organization, and how they will fit into that
role

d\) Distribution of safety information up and down the safety chain

e\) How internal and external aviation safety audits will be performed

f\) Reporting of accidents, incidents, and hazards

g\) Safety training, requirements and records

h\) Records reports and correspondence throughout the Wing

i\) Aviation safety committee, membership, meetings, and procedures

j\) Safety awards program

[Unit Safety Officers have the authority]{.underline} [to]{.underline}:

1\. Make recommendations to the Director of Safety regarding policy
change that would affect the safety program.

2\. Stop any operation that is considered unsafe and could cause
personal injury or damage to equipment.

3\. Write safety supplemental policy specific to unit uniqueness and
procedures, subject to Unit Commander approval.

[Unit Safety Officers have the responsibility]{.underline}
[to]{.underline}:

1\. Maintain copies of all safety records and reports submitted to the
Directory of Safety.

2\. Immediately advise supervisors of unsafe operations and corrective
actions.

3\. Immediately advise the Director of Safety of all hazards, incidents,
and accidents they become aware of.

4\. Seek and complete training which furthers their knowledge of safety
principles, practices and the Civil Air Patrol. This should include
Extension Course Institute training within one year of appointment as a
Unit Safety Officer.

[Members have the authority to]{.underline}:

1\. Make recommendations to the Unit Safety officer regarding safety
policy.

2\. Stop any action that is considered unsafe and could cause personal
injury or damage to equipment.

[Members have the responsibility to]{.underline}:

1\. Immediately advise supervisors and safety officers of unsafe
situations.

2\. Immediately advise unit safety officers of all hazards, incidents,
or accidents they become aware of.

**Chapter 04**

**ACCIDENT, INCIDENT, AND HAZARD REPORTING**

The use and applicability of CAP Regulation 62-2 for reporting
accidents, and mishaps, is in part contained herein and will be
referenced for further guidance and reporting to Higher Headquarters.
Follow the reporting procedures listed below and comply with CAPR 62-2,
and the Oklahoma Wing Supplement to CAPR 62-2, to ensure completeness in
reporting.

In order to encourage the reporting of accidents, incidents, and
hazards, Oklahoma Wing CAP, the Director of Safety, unit safety
officers, and commanders will adhere to the following policy. Members
are not to be disciplined for being injured or causing injury or damage
to material. Members may be disciplined for blatant rules violation and
negligence. However, the failure to report any accident, incident, and
hazard through the following reporting system will result in
disciplinary action. The goal of the safety program is to get members to
report what is happening in the field so safety issues can be corrected.
Failure to report only makes things more hazardous for other members.
Oklahoma Wing wants to foster the safest environment possible for all
members and can only do so if members do not fear reporting accidents,
incidents, and hazards.

ACCIDENTS / INCIDENTS

The reporting of accidents and incidents shall be done in accordance
with Civil Air Patrol Regulation 62-2, and the Oklahoma Wing Supplement
to CAPR 62-2.

HAZARDS

A hazard is any event, operation, policy, regulation, manual, property,
person, environment, or equipment that has the potential to damage
persons, equipment, or property. Hazards must be identified, reported,
and corrected in the most expeditious manner to avoid damage or injury.
To report any hazards use the following procedures.

1\. For immediate action against a hazard that threatens bodily injury
or damage to material, stop the operation until the hazard can be
corrected or abated. The activity or unit safety officer should be made
aware of the situation and should submit a CAPF 26 to the Wing Director
of Safety outlining the problem and how it was addressed.

2\. For non-emergency reporting of hazards, use the CAP Form 26,
hazard-reporting form. These forms will be posted in all vehicles and in
common areas of the field units. These forms are to be completed when a
hazard is noticed.

(A). These forms may be anonymously sent to the unit safety officer, who
will see if the unit commander can correct the problem at the field
unit. The unit has one week from the time the form is filled out for the
commander to correct the problem or forward to the Wing Director of
Safety for further action.

(B). The Wing Director of Safety has thirty days from the time the Form
26 is filled out to correct the problem, or up channel for additional
support.

3\. Use of any other OSHA, NASA, or USAF forms that are also available
will be turned into Unit Safety officers who will try to take corrective
actions at that level. If unable, they will be forwarded to the Wing
Director of Safety.

4\. All unit safety officers will maintain a log of unit reported
hazards and their current status.

5\. The Wing Director of Safety will maintain a master log of Wing level
reported hazards, incidents, and accidents with their current status.

6\. Safety Officer responses when Hazards are identified:

(a). Confirm that the hazard exists and determine the seriousness.

(b). Re-write the hazard report if more explanation is necessary and add
any additional

information available.

(c). Forward the hazard report to appropriate persons/agencies.

(d). Notify the submitter (if known) what action has been taken or is
being planned.

(e). Publish the results.

**Chapter 05**

# ACCIDENT/INCIDENT INVESTIGATION PROCEDURES

Oklahoma Wing Civil Air Patrol Director of Safety will develop and
maintain a pre­accident / incident plan. This plan will be in
coordination with all other agencies and Higher Headquarters directives
and policies. This plan will be annually reviewed in conjunction with
the annual review of the aviation safety plan.

In the event of an accident or reportable incident, the Chief
Investigator will ensure that the appropriate agencies are notified. The
Chief Investigator will also coordinate between all internal groups of
CAP and with external groups conducting the investigation.

Should an accident or incident occur, members of CAP from Oklahoma Wing
and Higher Headquarters, and members from the U.S. Air Force, may
conduct their own separate investigation apart from or in conjunction
with the NTSB and FAA, pursuant to CAP Regulations and Federal Law. The
pre-­accident plan, for CAP response, will contain the following
information, which will be made available to all members and auditors.

1\. Governing laws and regulations

2\. Wing policy and priorities

3\. Notification, internal and external

4\. Response of Wing members

*5.* Wreckage security

6\. Photography

7\. News media, and release of information

8\. Records from flight crew, maintenance, and mission

9\. Investigation procedures

10\. Wing response and organization

11\. Communications

12\. Management of passengers, crew, and contents

13\. Next of kin notification

14\. Higher Headquarters notification

*15.* Air Force notification

16\. Damaged aircraft recovery

17\. Funds and accounting

Oklahoma Wing will test readiness and competency of the pre-accident
plan and response at least annually. Auditors will simulate a scenario
in which the safety plan and accident response are evaluated. Auditors
will submit their observations and recommendations to the aviation
safety committee for further review and evaluation.

As per the pre-accident response plan, the Wing Director of Safety will
ensure that all members selected to participate in an accident,
incident, or hazard response are trained and competent. Documentation of
this training will be kept in the member's files at their unit of
assignment and at Wing. The following is a minimum list that will be
taught to those members of the investigation committee in the
pre-accident plan:

a\) Initial notification and verification of an accident or incident

b\) Notification of other personnel

c\) Response (to location, weather and cargo conditions)

d\) Transportation

e\) Equipment (personal protective equipment, and investigative
equipment)

f\) Accident response management and organization

g\) Initial actions

h\) Scene control

i\) News media

j\) Relatives, next of kin

k\) Communications

Any and all other training members receive above and beyond the listed
minimum training here will be documented and put in that member's file
at their unit of assignment. Instructors giving training should be
prepared ahead of time to create documentation materials to be put into
training folders.

**Chapter 06.**

**DISTRIBUTION OF SAFETY INFORMATION**

1\. Critical passing of safety information throughout the Wing can be
accomplished by calling the Director of Safety. The Director will then
take the necessary information and pass it to all parties concerned or
involved.

2\. Safety officers should use E-mail to send members important
information in a timely manner. File (hard) copies of urgent,
disseminated E-mails should be made by the Unit Safety Officer and
posted in the unit's safety files.

3\. Non-critical information will be sent to Unit Commanders and Safety
Officers, via the Wing mail delivery system, to be briefed during
meetings and posted on bulletin boards within the units.

4\. Bulletin Boards shall be used, but it is difficult to get everyone
to read them. Post information on the board, but also post other
information in a "read file" to ensure that everyone is thoroughly
briefed. This file should be available at all Unit meetings and should
be kept up-to-date by the Unit Safety Officer. Document members review
of the read file.

5\. Internal information to the field units will be routed through the
Wing mail distribution system to be mailed or picked up by the unit, but
email is the primary means of distribution.

6\. Unit pilots must always possess the most current safety information
prior to flying in CAP aircraft. For instance, if the unit safety
meeting takes place on the 6^th^ day of the month, all unit pilots are
effective grounded on the 7^th^ unless they attended that meeting,
receive a briefing on the material, or review the material in a read
file. Unit Safety officers must develop a system to ensure this takes
place. Flight Release Officers will determine the PIC attended,
reviewed, or was briefed on the safety material covered at the most
recent unit safety meeting. Attendance at the safety meeting and/or
review of the safety material must be documented. Use of the Wing
Management Utilities (WMU) safety meeting utility is one way to document
compliance with this requirement
([http://wmu.nat.cap.gov/)]{.underline}. Any FRO can use the safety
report function to see the date any wing pilot last attended a safety
meeting.

**Chapter 07**

**SAFETY AUDITS**

Oklahoma Wing CAP will conduct internal and external safety audits
throughout the year. These audits are to keep the Oklahoma Wing at the
highest possible safety level and insure that members and command are
maintaining the effectiveness of the safety program. Internal audits are
those conducted by units within the Oklahoma Wing. External audits are
performed by the State Director's office or by CAP Higher Headquarters.

Oklahoma Wing will conduct two types of internal audits. These audits
are focused on finding hazards and eliminating them early on, and not
waiting until external audits.

INTERNAL

1\. Unit level audits, or self-audits, will be conducted at the lowest
possible levels by Unit Safety Officers in conjunction with Unit
Commanders. These audits will be done at least yearly with reports of
the outcome sent to the Wing Director of Safety. All areas that impact
safety will be examined in accordance with the CAP subordinate unit
inspection guide and CAPR 62-1. Deficiencies and outstanding areas alike
will be reported to give the Unit and Wing a good picture of where the
unit stands. Copies of these reports will be maintained at the Unit and
at Wing level. Later audits will have a section that specifically
addresses improvements or changes made from previous discrepancies.

2\. Wing level audits will be conducted in two different ways:

(A). Scheduled audits will be pre arranged with the unit being audited
at least one month in advance. The Wing Director of Safety, or Wing
Inspector General, with an inspection team, will do these audits yearly.
Wing level audits will examine all areas that involve aviation and
general safety, and will comply with the CAP inspection guide. A final
copy of the audit will be sent to the unit and be maintained at Wing.

(B). Unscheduled audits, or short-notice audits, will be given
throughout the year or as field reports indicate an audit is needed. At
least twenty-five percent of the units should be examined in this manner
in a given year. The same guidelines and procedures will be used as a
scheduled audit, as outlined in CAPR 60-2 and CAPR 62-1, except for the
short notice being given.

EXTERNAL

The State Director's office, Reserve assistance program, Region
Headquarters, National Headquarters, or any other organization outside
of Oklahoma Wing Civil Air Patrol conducts external Audits. Their
inspections may come as a scheduled or unscheduled audit of the aviation
safety program and operations. Copies of external audits will be
maintained in the Wing and unit safety offices. For any discrepancy
found in an audit, the commander for that unit will submit a report,
within sixty days, of what action is being taken to correct those
discrepancies. These reports will be kept on file with the copy of the
report in unit and Wing safety offices.

Wing and Units will produce a record of previous internal and external
audits to inspectors to document an active and thorough aviation safety
program. The Wing Director of Safety will schedule a review of all
audits performed with the safety committee for further comments,
recommendations, and ideas for improvement or correction.

**Chapter 08**

**SAFETY AWARDS**

Safety awards will be issued to those qualifying members as per CAP
Regulation 39-3 and 62-1. All guide lines for awards and submission will
be followed using the appropriate CAP form and as prescribed in CAPF
39-3 and 62-1. All unit safety officers, unit commanders, and fellow
members should actively submit names of those members who meet the
criteria and are deserving of the awards. Those names being submitted
should be for significant contributions over a long period of time, or
for a single act that prevented damage or injury. Possible awards which
members may be submitted for are:

1\. Silver or Bronze Medal of Valor

2\. Distinguished Service Medal

3\. Exceptional service award

4\. Meritorious service award

*5.* Commander's commendation award

6\. Paul W. Turner safety award

7\. Region safety award

8\. Safety officer of the year award

9\. Certificate of achievement

10\. Safety badge

**Chapter 09**

# SAFETY ANALYSIS

Determining where Oklahoma Wing CAP is having problems is of great
concern. Therefore, the Director of Safety shall maintain trend analysis
to help predict hazard areas and set up further training for areas that
are demonstrated to be problem areas. Categorizing and documenting will
provide command and control the opportunity to take preventive measures
against future problems, and decrease the accident rate. To maintain the
highest safety level possible, the Director of Safety shall:

1\. Keep a log of all accidents, incidents, and hazards

2\. Break down accidents, incidents, and hazards to mission operation
categories

3\. Determine if events logged are showing a trend

4\. Recommend policy or training to rid trends

*5.* Record accident and incident rates per 1,000 hours of flying

6\. Publish annual reports of trend analysis and accident/incident rates

7\. Report to the safety committee on the results of trend analysis and
accident/incident rates.

8\. Share trend analysis with other Wings and Higher Headquarters CAP

**Chapter 10**

**SAFETY OFFICE MANAGEMENT**

To help maintain efficiency and productivity this guides proposes to
provide a system that will reduce workload requirements per person. All
units should follow this guide for maintaining safety files and reports.

1\. Maintaining files - the originator of original paperwork shall
maintain the original files and paperwork. Each unit shall maintain
files of all audits, reports, and responses for that unit. The Wing
Director of Safety will maintain a file of all audits, reports, and
responses for all units.

2\. Working files - maintain a file of safety operations, programs, or
issues that are currently pending or are awaiting further information
for closure. All working files should have dates on which the file was
initiated and a suspense date.

3\. Personal files - are those that contain personal correspondence or
further information such as trade magazines, professional journals,
other organizations information, etc. Personal files should be
maintained separate from other files, as not to cause any mix up or
confusion.

4\. Become familiar with the Wing distribution system and with all other
counterparts and co-workers. Knowing who to send information to and by
what office symbol will greatly reduce the time delays and confusion
created.

5\. All reports and logs should be kept up to date, easily accessible,
in an easy to read and understand format. Use dividers in clearly marked
binders with labels so any individual may find and read the reports.
While some technical material may not be very easy to understand, try to
make all reports as simple as possible.

6\. Reports shall be submitted in accordance with Civil Air Patrol
Regulations and the Safety Report Suspense Matrix, included below.

7\. Any unit with four documented late safety reports will be subject to
an official letter of reprimand which will be considered during bids for
unit awards.

8\. Failure to submit safety reports may result in severe penalties,
including, but not limited to: logistics freeze, removal of CAP aircraft
/ vehicles, grounding of aircrews, or charter suspension.

+-------------+-------------+-------------+-------------+-------------+
| *           | **Title**   | **O         | **Routing** | **          |
| *Deadline** |             | riginator** |             | Reference** |
+-------------+-------------+-------------+-------------+-------------+
| 5 th of     | Unit        | Unit SE     | TO: OKWG SE | CAPR 62-1   |
| Each Month  | Monthly     |             |             |             |
|             | Safety      |             | cc: Unit CC |             |
|             | Report      |             |             |             |
|             | (Previous   |             | Unit SE     |             |
|             | Month)      |             | Files       |             |
+-------------+-------------+-------------+-------------+-------------+
| 15 Jan      | Annual Unit | Unit SE     | TO: OKWG SE | CAPR 62-1,  |
|             | Safety      |             |             | Atch 4      |
|             | Survey      |             | cc: Unit CC |             |
|             | (Previous   |             |             |             |
|             | Year)       |             | Unit SE     |             |
|             |             |             | Files       |             |
+-------------+-------------+-------------+-------------+-------------+
| 1 Feb       | Safety      | Unit SE     | TO: OKWG SE | CAPR 62-1   |
|             | Officer of  |             |             |             |
|             | the Year    |             | cc: Unit CC |             |
|             | Nominations |             |             |             |
|             |             |             | Personnel   |             |
|             |             |             | Files       |             |
+-------------+-------------+-------------+-------------+-------------+
| 1 Feb       | Certificate | Unit SE     | TO: OKWG SE | CAPR 62-1   |
|             | of          |             |             |             |
|             | Achievement |             | cc: Unit CC |             |
|             |             |             |             |             |
|             |             |             | Unit SE     |             |
|             |             |             | Files       |             |
+-------------+-------------+-------------+-------------+-------------+
| ASAP        | CAPF 2A     | Unit CC     | TO: OKWG SE | CAPR 62-1   |
| following   |             |             |             |             |
| Unit SE     |             |             | cc: Unit CC |             |
| Appointment |             |             |             |             |
|             |             |             | Personnel   |             |
|             |             |             | Files       |             |
+-------------+-------------+-------------+-------------+-------------+
| IMMEDIATELY | Notice of   | Unit /      | TO: OKWG CC | CAPR 62-2   |
|             | Mishap by   | Activity CC |             |             |
|             | Telephone   |             | OKWG SE     |             |
+-------------+-------------+-------------+-------------+-------------+
| Within 48   | CAPF 78,    | Unit /      | TO: OKWG CC | CAPR 62-2   |
| Hours of    | Mishap      | Activity CC |             |             |
| Mishap      | Report Form |             | OKWG SE     |             |
|             |             |             |             |             |
|             |             |             | OKWG JA     |             |
+-------------+-------------+-------------+-------------+-------------+
| Before      | Mishaps     | Unit /      | TO: NHQ GC  | CAPR 62-2   |
| Submission  | Involving   | Activity CC |             |             |
| of CAPF 78  | Death or    |             |             |             |
|             | Serious     |             |             |             |
|             | Injury;     |             |             |             |
|             | Legal       |             |             |             |
|             | Consult by  |             |             |             |
|             | Phone       |             |             |             |
+-------------+-------------+-------------+-------------+-------------+

> The regulations call for monthly safety briefing attendance records to
> remain on file, but do not specify where these files may be
> maintained. Therefore, all Unit Safety Officers will be held
> responsible for maintaining a file of attendance rosters for completed
> monthly safety briefings for a period of three years. A summary of
> topics covered at each meeting must be maintained for the past twelve
> months. Individuals missing the monthly safety meeting should read and
> initial a roster showing they have seen the safety material. Each unit
> must develop a procedure to ensure unit pilots possess the most
> current safety meeting information prior to flight. The Wing Safety
> Officer will periodically audit these files.
>
> Instead of submitting the attendance roster for the monthly safety
> briefings to the Wing, Units should record the personnel attending the
> briefing and the safety topics on Wing Management Utilities (WMU) at
> [http://wmu.nat.cap.gov/.]{.underline} This will greatly ease the Unit
> burden of monthly attendance roster mailings to Wing Headquarters.

**Chapter 11**

# BLOOD BORNE PATHOGEN PLAN

1\. CAP regulations require that each ground team consist of two
personnel that have received Blood Borne Pathogens Awareness Training.

2\. Blood borne pathogen training provided by the following entities
shall be deemed acceptable for meeting this requirement:

> • Public Safety Entities (fire, police, hospitals, etc.) with training
> that is compliant with OSHA BBP codes.
>
> • Healthcare Instruction Organizations (American Red Cross, American
> Heart Association, etc.)
>
> • FAA Blood Borne Pathogens Training
>
> • OKWG-CAP Blood Borne Pathogens Training taught by TTT/SET
> evaluators.

3\. Any personnel requesting recognition of training not outlined in
this policy shall forward a copy of the course syllabus and
qualifications of the course instructor to the Wing Medical Officer. The
Wing Medical Officer will provide the Wing Commander with a
recommendation regarding the recognition or non-recognition of any
training. However, the ultimate authority rests with the Wing Commander.

**Chapter 12**

**OPERATIONAL RISK MANAGEMENT PLAN**

GOAL OF OKWG-CAP ORMP: Develop risk management controls that are
effective, beneficial to safety, and that promote the well-being of
OKWG-CAP personnel and equipment.

1.1 Oklahoma Wing Civil Air Patrol recognizes the rich history of risk
management in use by both the Air Force and the Air Force Auxiliary in
the form of checklists, flight manuals, training, standard operating
procedures, CAP regulations, and the CAP Safety Program. Consistent with
this drive for safety in operations, the Oklahoma Wing Civil Air Patrol
adopts the following regulations, entitled *OKWG-CAP Operational Risk
Management Program.*

1.1.1 The Safety Enhancement Mission of the ORMP is to allow fewer
mishaps and to preserve lives and assets of the OKWG-CAP.

1.1.2 The Operational Enhancement Mission of the ORMP is to enhance
training, improve mission effectiveness, improve personnel morale, and
to lower costs associated with liability.

1.2 Definition of Terms

1.2.1 Hazard- An object or situation with the potential to cause harm or
loss.

1.2.2 Risk- An evaluation of a hazard with regards to both severity and
frequency.

1.2.3 Risk Management- A program designed to identify, quantify, and
minimize risk.

1.2.4 Gambling- Taking risks without regard for severity or frequency.

1.3 The Basic Premises of Operational Risk Management Program

1.3.1 Use Sound Safety Principles- OKWG-CAP will use established safety
principles from both the private sector and military resources to reduce
risk to personnel and equipment.

1.3.2 Demand Appropriate Responsibility- Decisions regarding risks of
OKWG-CAP personnel and equipment will only be made at the appropriate
level of command. These levels of command, likewise, will bear
responsibility for the safety of operations under their orders.

1.3.3 Identify Causes Of Risk- To reduce risk, OKWG-CAP will attempt to
uncover the underlying causes of risks to OKWG-CAP personnel and
equipment and will work to alleviate or minimize these causes.

1.3.4 Evaluate the Bottom Line- A "Risk Management Analysis" will be
conducted before all operations to evaluate the level of risk to
OKWG-CAP personnel and equipment. Only those missions where the
potential benefits outweigh the potential risks will be deemed
acceptable.

1.4 Safety Principles of Risk Management

1.4.1 Integrate Operational Risk Management into Planning- Unforeseen
hazards cannot be avoided, however proper planning can reduce the risk
associated with these hazards. Therefore, a "Risk Management Analysis"
will be completed before all operations.

1.4.2 Accept No Unnecessary Risks- Risk to OKWG personnel or property,
which cannot be justified by an acceptable higher potential gain, will
not be tolerated.

1.4.3 Make Risk Decisions at the Appropriate Level - With greater rank /
position comes greater responsibility. OKWG-CAP demands that those in
subordinate positions recognize the limits of their authority and defer
risk decisions to the appropriate level of command.

1.4.4 Define Risk Factors- OKWG-CAP will not merely rely on "hunches" or
"feelings" in the assessment of risks. Instead, risks will be
investigated and quantified through use of a Risk Management Analysis.
Use OKWG Form 74, Ground ORM, and OKWG Form 77, Aircrew ORM, and OKWG
Form 78, ORM Worksheet, at all missions and exercises.

1.5 As an extension of CAP-NHQ and Southwest Region HQ, OKWG-CAP
recognizes the corporate responsibility for the actions of its
membership. Thus, the Oklahoma Wing Civil Air Patrol, as a member of the
Corporation, must continually assess the level of risk that the
Membership in general and the Corporation as a whole is exposed to and
take decisive and appropriate actions to limit the hazards associated
with risk.

1.6 Individual Member Responsibilities

1.6.1 Understand, accept and implement mandated risk management
guidelines and controls.

1.6.2 Maintain constant awareness of acceptable risk levels and when
they are exceeded.

1.6.3 Whenever risk levels exceed the level of safety, act decisively to
eliminate the risk. As an individual member, personnel are empowered to
stop any event should there be a risk to the well being of the any
persons or equipment until the issue has been adequately addressed.

1.7 CAP-Specific Risk Factors

1.7.1 Complexity of Tasking - The nature of CAP missions is a relatively
complex one that demands a well-trained and coordinated crew effort to
achieve success. The complexity of the operations brings with it
inherent hazards which must be individually evaluated.

1.7.2 Accelerated Mission Tasks - Mission Tasks can only be accomplished
in a reasonable time frame. Emphasis on reducing the amount of time
necessary to complete a task may only be used when a risk management
analysis has shown it acceptable to undertake the associated hazards.

1.7.3 Exceeding Personnel and Equipment Resources- No operation
[must]{.underline} be accomplished without outside help. Any operation
that exceeds the resources of OKWG-CAP will be reconfigured or
additional resources will be sought and utilized.

1.7.4 Limited or Inadequate Training in New Technologies- Use of new
technologies without proper and adequate training poses a risk to both
OKWG-CAP personnel and bystanders. For this reason, only those trained
and qualified to operate equipment will do so.

1.7.5 Physiological and Psychological Human Factors - Both machines and
humans have operational limits. OKWG-CAP will utilize manufacturer's
specifications and Civil Air Patrol / Air Force regulations to determine
the appropriate level of activity for both personnel and equipment.

1.8 Program Administration

1.8.1 An Operational Risk Management Worksheet (OKWG Form 78, ORM
Worksheet) will be completed prior to any operation.

1.8.2 The ORM Worksheet should be filled out by the activity Safety
Officer and briefed to the Activity Commander. Both officers shall sign
the ORM Worksheet.

1.8.2.1 The Activity Safety Officer should make a thorough inspection of
the activity site and document any potential hazards. These include:
weather, location, fatigue, equipment, mission complexity, terrain,
environmental hazards, etc.

1.8.2.2 After all potential hazards have been noted, they will be
assigned a risk code according to an ORM Matrix.

1.8.2.3 Those hazards with the highest risk codes shall be addressed
first. An attempt to address all hazards shall be made.

1.8.2.4 The manner in which the hazard has been addressed should be
noted under "Corrective Actions.

1.8.2.5 Additional hazards that present themselves during the operation
shall be added to the ORM Worksheet, evaluated and addressed properly.

1.8.3 Completed ORM Worksheets will be regularly forwarded to the QKWG
Safety Officer for review and filing.

1.8.5 ORM Worksheets will remain in the files of the OKWG Safety Officer
for a period of

3 years.

1.9 Special Acknowledgements:

### 

### Air Force Safety Center- Kirtland AFB, NM

### Texas Wing- CAP, Safety Program

### National HQ CAP

### FAA- CAMI

## Attachment 1: Operational Risk Management Matrix

  -------------- ------------------ --------- --------------- ------------ ---------------- ------------ --------------
                                              **Mission                                                  
                                              Degradation /                                              
                                              Mishap                                                     
                                              Probability**                                              

                                              **Frequent**    **Likely**   **Occasional**   **Seldom**   **Unlikely**

                                              **A**           **B**        **C**            **D**        **E**

  **SEVERITY**   **Catastrophic**   **I**      Extremely                                                  

                 **Critical**       **II**     High                         High                          

                 **Moderate**       **III**                    Medium                                     

                 **Negligible**     **IV**                                                   Low          

                                              **Risk Levels**                                            
  -------------- ------------------ --------- --------------- ------------ ---------------- ------------ --------------

[Mishap Probability]{.underline}:

**Frequent** - Occurs often in career/equipment service life. Everyone
exposed. Continuously experienced.

**Likely** - Occurs several times in career/equipment service life. All
members exposed. Occurs frequently.

**Occasional** - Occurs sometime in career/service life of equipment.
All members exposed. Occurs sporadically, or several times in
inventory/service life.

**Seldom** -- Possible to occur in career/equipment service life. All
members exposed. Remote chance of occurance; expected to occur sometime
in inventory service life.

**Unlikely** -- Can assume will not occur in career/equipment service
life. All members exposed. Possible, but improbable; occurs only very
rarely.

[Mishap Severity]{.underline}:

**Catastrophic** - Complete mission failure, death, or loss of system.

**Critical** -- Major mission degradation, severe injury, occupational
illness, or major system damage.

**Moderate** -- Minor mission degradation, injury, minor occupational
illness, or minor system damage.

**Negligible** -- Less than minor mission degradation, injury,
occupational illness, or minor system damage.

**APPENDIX 1, AVIATION SAFETY PROGRAM TABLE OF CONTENTS**

1.1 Aviation Safety Training

1.2 Aircraft Maintenance Safety

1.3 Flight Line Safety

1.4 Airfield Management

1.5 Environmental Safety

1.6 Flight Crew Information Files

1.7 Aviation Safety Committees

1.8 Flight Crew Clothing Guidelines

1.9 Land and Hold Short Operations

**Appendix 1.1, Aviation Safety Training**

To ensure that members are competent and knowledgeable, Oklahoma Wing
CAP will provide the following types of training to its members:

1\. The Director of Safety will develop a training program to introduce
all members to the aviation safety program. This program will be taught
at the local level for all members. Wing Officers, Unit Safety Officers
and Unit Commanders will become thoroughly familiar with this program
for implementation and daily tasks. Documentation of training will be
kept in the member's files at their unit of assignment. The following is
a minimum list that will be taught:

> a\) CAP aviation safety policy and program
>
> b\) Operations and maintenance safety standards
>
> c\) Introduce aviation safety staff
>
> d\) Reporting of accidents, incidents, and hazards
>
> e\) Responsibilities after an incident or accident
>
> f\) Safety's role in the organization

2\. The Director of Safety will develop a re-currency training program
for all members to keep up with changes in the program and operations.
Documentation of this training will be kept in the members' files at
their unit of assignment.

# Appendix 1.2, Aircraft Maintenance Safety

Aircraft will use only approved maintenance facilities by their
accreditation and by Oklahoma Wing approval. Any emergency repairs that
need to be made at a location that has not been approved by Wing will
call for approval and instructions. Members will not work on any CAP
aircraft for any reason without prior approval.

Maintenance discrepancies discovered on aircraft will logged in the 781
forms for each aircraft. Maintenance discrepancies that have been
written up as fixed, and continue to have errors, will be reported to
Chief of Aircraft Maintenance. Problems with contract aircraft
maintenance, or re-occurring aircraft problems will be reported to the
Chief of Aircraft Maintenance, the Director of Safety, and the Wing
Chief of Staff. If it is determined to be a problem with maintenance, an
investigation may be formed to look into possible actions. If it
determined to be a recurring aircraft problem, then the Chief of
Aircraft Maintenance may form an investigation group to look into the
problem.

When selecting a maintenance contractor, Oklahoma Wing will attempt to
assess the following criteria, in part, for making their decision:

1\. What is the contractor's safety record?

2\. Has the contractor ever been caught using uncertified parts?

3\. Does the contractor have a maintenance safety program?

4\. What are the hanger safety policies?

*5.* What do the past maintenance safety inspection records show?

**Appendix 1.3, Flight Line Safety**

All members working on the flight line will have gone through the
applicable training and be qualified or in training status working with
a fully qualified member. Cadets will always work under the direct
supervision of a qualified Senior Member. Training and qualification
will be accomplished in accordance with CAPR 60-3.

Due to the critical nature of flight line operations, any person may
stop operations at any time. All parties should realize that they may
not be aware of a particular situation and should follow the directions
of the individual noticing the unsafe situation.

For operations on the flight line the following will be observed:

> 1\. For operations with multiple aircraft and flight line personal, a
> taxi with launch and recovery plan will be devised and briefed to the
> flight line personal and flight crews.
>
> 2\. No vehicles, with the exception of active aircraft service
> vehicles, will be permitted to be closer than 10 feet to an aircraft.
>
> 3\. Fire extinguishers will be present on engine start and shut down,
> and will be operated by trained personnel.
>
> 4\. Members working on the flight line will wear reflective vests for
> better visibility.
>
> 5\. Aircraft handlers will use wing walkers when aircraft will taxi or
> be towed within 25 feet of another object or aircraft while on the
> flight line.
>
> 6**.** Aircraft handlers will use brightly colored batons (for day)
> and illuminated batons (for night) and will be familiar with all the
> hand signals as per CAP and FAA manuals.
>
> 7\. Prior to non-taxi movement of aircraft, all members involved will
> pre-brief all signals and communications to be used.

**Appendix 1.4, Airfield Management**

CAP field units operating from numerous civil and military airports will
fall under that airports emergency action plan. Wing will attempt to
enter into letters of agreement with airports where field units are
located and aircraft are based. Should an accident, incident, or hazard
be reported at an airport, CAP will work in cooperation with the
airfield manager.

CAP aircraft will only land at airports that are listed in the airport
facility directory. If aircrew land at one of these airports, and find
it unsuitable for operations, they will notify Wing HQ and further
aircrews will not be permitted to land there, except in emergency
situations. This list will be dispersed to all units and Flight Release
Officers for dissemination.

Safety inspections will include airports at which CAP units operate and
have hazards or discrepancies reported against that airport. A copy of
that report will be forwarded to the airfield manager for corrective
actions. If corrective actions cannot be taken, then that will be stated
in the corrective report.

**Appendix 1.5, Environmental Safety**

Oklahoma Wing CAP aircrews will fly posted noise abetment takeoffs,
patterns, and landings at airports with published instructions. If
aircraft performance will not meet requirements for noise abetment,
consider items to change performance. If the flight must be continued,
fly as much as or as close to the noise abetment procedure as possible.

CAP aircraft will not transport any "dagger", "double dagger" or Class 4
hazardous materials. Transporting any other hazardous materials must
first be approved by the Wing Commander, upon consultation with the Wing
Director of Safety. Upon approval, the material must be clearly marked
and the aircrew must be fully briefed on what the material is and its
dangers.

**Appendix 1.6, Flight Crew Information File (FCIF)**

1\. Wing and field units will maintain a Flight Crew Information File
(FCIF). The unit's safety officer will keep this file up to date. The
read file will contain Higher Headquarters and unit directives and notes
about flight safety items. Information contained within will be kept to
aviation safety related items only. This information should alert
aircrews to identified hazards that exist and their situations.

2\. For the immediate passing of critical safety information, Flight
Release Officers will be notified of the information to be passed. When
a crew calls for release, the Flight Release Officer will brief the crew
on the immediate notification information. This information will then be
passed to unit safety officers for incorporation into the FCIF.

3\. Chief of Stan/Eval and Safety will coordinate on a Quarterly
newsletter discussing current changes and providing safety tips and
trends that have been reported.

# Appendix 1.7, Aviation Safety Committees

The Aviation Safety Committee is developed to give different ideas and
experience on matters of aviation safety. The committee makes
determinations on items that need resolution and guidance. Compromising
on safety is detrimental to smooth operations and is not something that
the committee need do. These individuals will come from different
experiences and backgrounds to give input on all operational maters
concerning Civil Air Patrol.

The Purpose of the Aviation Safety Committee is to:

> 1\. Review all accident, incident, and hazard reports and their
> recommendations.
>
> 2\. Determine policy or additional training/awareness that may be
> needed.
>
> 3\. Review all Safety inspections and audits for completeness and
> accuracy.
>
> 4\. Continually review the aviation safety program for improvements.
>
> *5.* Determine possible trend areas from data gathered from reports.
>
> 6\. Make recommendations to Units requesting assistance from the
> committee.

The Aviation Safety Committee will consist of the Oklahoma Wing Director
of Safety, Chief of Start/Eval, Director of Operations, Chief of Staff,
Unit Safety Officers, and other members as invited to attend by the
committee. Unit Safety officers will take turns being the Chair of the
committee on a quarterly basis. The Director of Safety will act as the
recorder for the meetings.

The committee will meet once every other month, or sooner if needed.
Committees will have 5 members present before conducting any business.
To keep interest in the program, committee members need to be organized
and prepared to discuss current issues at hand. The following guidelines
will be used to keep meetings productive and reliable, time wise, so as
not to burn members out.

The committee will use the following guidelines for running a safety
meeting:

> 1\. Regular meetings will be scheduled in advance.
>
> 2\. An agenda will be compiled by the Director of Safety prior to the
> meeting. All members will be solicited prior to the meeting to
> determine if they have agenda items. No other non-critical information
> that is not on the agenda will be discussed, to make meetings run as
> scheduled. The agenda will be approved by the chair of the committee,
> prior to the meeting.
>
> 3\. Once the agenda is approved, it will be sent out with additional
> information prior to the meeting.
>
> 4\. Start the meeting on time, stay to the agenda and schedule, and
> quit on time.
>
> *5.* After the meeting, the Director of Safety will prepare the
> meeting's minutes and distribute them to all the members of the
> committee.
>
> 6\. The Chair will ensure that follow up items are acted upon.

# Appendix 1.8, Flight Crew Clothing Guidelines

1\. All eligible members that will be performing flying duties or riding
in CAP aircraft should wear the Air Force style green, nomex flight
suit, if they meet AF weight and grooming standards. This uniform
provides the best protection against flame and fire. If the nomex flight
suit is not available, then:

a.  CAP-style blue flight suit or coveralls

b.  Air Force BDUs, if they meet AF weight and grooming standards

c.  CAP blue utility uniform

d.  CAP alternate flying uniforms

e.  Air Force style class B blue uniform, if they meet AF weight and
    grooming standards. The Air Force Class A service coat is not to be
    worn while flying. This directive does not apply to personnel riding
    as a passenger aboard a civilian or military airlift.

2\. If possible, Air Force style nomex or leather flying gloves should
be worn to protect the hands from possible fire/heat dangers.

3\. Appropriate clothing for outside weather conditions will be carried
on all flights.

4\. Any clothing which restricts the movements of personnel performing
flight duty or which impedes performance of their prescribed duties
shall be removed and stowed during flight.

> **Appendix 1.9, Land and Hold Short Operations**

The Federal Aviation Regulations and Airman Information Manual both
insist on the right of a pilot-in-command (PIC) to judge the safety of
complying with directives issued by an Air Traffic Controller (ATC).
They also insist that it is the PIC, not the ATC, who is responsible for
the safe operation of an aircraft.

The Oklahoma Wing Civil Air Patrol has evaluated the hazard associated
with "Land and Hold Short" operations and has chosen not to restrict its
pilots from accepting such clearances. However, it is of the utmost
importance that pilots realistically take into account the effect that
an emergency during landing might have on their roll-out and properly
determine whether accepting such a clearance is safe and prudent, or
whether they should go around. This is a situation that has no margin
for error; a runway incursion into the path of an arriving or departing
aircraft will result in devastating losses. For this reason, it is
critical that all pilots adequately assess the safety of land and hold
short clearances. Because these clearances are typically issued during a
busy pre-landing sequence, it is important to consider this potential
problem before it occurs.

**APPENDIX 2, GROUND SAFETY PROGRAM**

**TABLE OF CONTENTS**

2.1 Vehicle Maintenance Safety

2.2 Driving Safety

2.3 Environmental Safety

2.4 Encampments

2.5 Special Activities

2.6 Operational Ground Teams

**Appendix 2.1 Vehicle Maintenance Safety**

2.1.1 Vehicle maintenance, aside from routine maintenance, may only be
performed by a bonded vehicle maintenance business. Routine maintenance
is defined as any maintenance for which there are instructions in the
vehicle owner's manual and typically includes changing the oil,
replacing belts, replacing fuses, and changing tires.

2.1.2 All waste materials associated with vehicle maintenance (used oil,
transmission fluid, batteries, etc.) will be disposed of properly
according to local, state, and federal guidelines.

2.1.3 Unit transportation officers will verify the adequacy of vehicle
coolant to 0 degrees Fahrenheit by 1 October of each year.

2.1.4 Unit Transportation officers will annually forward a list of
maintenance / safety concerns and how they have been addressed to the
Wing Director of Safety. This should be included in the annual unit
safety survey.

**Appendix 2.2 Driving Safety**

2.2.1 All operators of CAP vehicles must possess a valid CAP driver's
license issued by the OKWG Transportation Officer. Variances shall be
granted to out-of-state transfers until the expiration of their previous
license.

2.2.2 All OKWG drivers should complete the prescribed driver training
course before being issued a new or renewal CAP driver's license. This
training should be verified by the unit transportation officer and a
record of the training placed in the member's personnel file. This
driver training shall include, at a minimum:

> 2.2.2.1 A review of applicable traffic laws and CAP regulations,
>
> 2.2.2.2 Vehicle inspection procedures, and
>
> 2.2.2.3 An obstacle course to demonstrate CAP-van driving skills (This
> should not involve the candidate driving the vehicle on public streets
> or in traffic. It should typically be accomplished in a parking lot)

2.2.3 All OKWG CAP vehicles will be outfitted with daytime running
lights and reverse alarms.

2.2.4 No CAP vehicle may tow a trailer unless they have completed the
prescribed obstacle course with a trailer and received a trailer
endorsement on their CAP driver's license.

2.2.5 Only CAP members dual qualified as a driver and a flight line
officer may operate a CAP vehicle on an active flight line. While doing
so, the driver and passenger windows must remain open while the vehicle
is in motion, speed shall not exceed 15 mph or the posted limit,
whichever is less, and hazard lights shall be used at all times.

2.2.6 Any time a CAP vehicle is backing, there must be a member
designated as a "backer" outside of the vehicle to verify clearance. The
backer must maintain verbal or visual contact with the driver at all
times.

2.2.7 Vehicles will drive for a maximum of three hours without stopping
to allow the passengers to disembark and stretch.

**Appendix 2.3, Environmental Safety**

2.3.1 OKWG CAP shall attempt to provide Hazardous Materials Response -
Awareness Level Training on an annual basis. Each ground team should
attempt to have at least one qualified Hazardous Materials Responder-
Awareness level.

2.3.2 A copy of the Hazardous Materials Response guidebook will be
placed in each OKWG CAP vehicle.

2.3.3 No personnel on OKWG-CAP business may be involved in a hazardous
material response above the Awareness level of training.

2.3.4 Blood-borne pathogen kits will be carried in all OKWG CAP
vehicles. These kits are available through the Wing Director of Safety.

2.3.5 Ground Teams will use appropriate personal protective equipment to
provide first aid.

2.3.6 No OKWG CAP personnel may enter a confined space without proper
OSHA compliance and the approval of the Wing Commander, after
consultation with Safety.

**Appendix 2.4 Encampments**

2.4.1 For purposes of this appendix, an encampment shall entail any
activity in which CAP personnel are housed in tents or other temporary
structures.

2.4.2 All temporary housing must be inspected by a qualified senior
member before it may be occupied.

2.4.3 A fire extinguisher will be available at the entrance to ALL units
of temporary housing with a capacity of 10 personnel or more.

2.4.4 Any lines, lanyards, or ropes within 6 feet of the ground will be
marked for increased visibility with yellow or orange ribbons.

2.4.5 All temporary housing shall be occupied in a manner that maintains
a clear exit path

2.4.6 All temporary housing units shall be arranged in such a manner
that there are clear paths on at least two sides of each unit.

2.4.7 Any time temporary housing is occupied, one fireguard for every 10
personnel shall be posted. A fireguard should have knowledge in use of a
fire extinguisher, a flashlight and a whistle to alert others to danger.

2.4.8 Anytime tents are used to house OKWG CAP personnel, awareness of
the weather must be maintained and a formal report and forecast must be
acquired before occupation (National Weather Service Radio broadcasts,
the weather channel, etc.)

2.4.9 In the event of adverse weather (high winds, hail or recurrent
lightning strikes within 5 miles), every effort shall be made to
evacuate CAP personnel from tents to more secure structures before the
weather pattern approaches within 5 miles of the encampment.

2.4.10 When more than 2 facilities of 10 personnel capacity are used for
CAP operations, a command post shall be designated. This facility shall
house a cadet officer, a senior member, and a medic, at a minimum.

**Appendix 2.5 Special Activities**

2.5.1 No cadet activity shall be conducted without the appointment of
activity safety officers from both the senior and cadet ranks. These
personnel may hold other positions, so long as they do not interfere
with safety functions.

2.5.2 No OKWG CAP unit or personnel are allowed to participate in
rappelling or rock climbing activities without prior consent from the
Wing Commander. Any activities must entail:

> 1\. Properly qualified US Military instructors.
>
> 2\. Certified Equipment that meets or exceeds recognized safety
> standards in rappelling or rock climbing,
>
> 3\. All personnel must wear helmets and leather gloves while involved
> in rappelling or rock climbing activities,
>
> 4\. No more than 6 cadets per senior member may participate.

2.5.3 No model rocketry launches will be held without notification to
the Wing Director of Safety a minimum of two weeks in advance.

2.5.4 Any time OKWG CAP members are involved in water operations, or
water operations training, within 10 feet of a navigable body of water,
they will wear US Coast Guard Approved life preservers.

2.5.5 Water Operations training will only be accomplished under the
direct supervision of one senior member to every 5 cadets. Pool training
without a life jacket is allowable so long as no more than two cadets
and one senior member at a time are in the water without a lifejacket OR
appropriately certified lifeguards are on-duty.

2.5.6 No OKWG CAP member will operate a water vehicle without prior
consent from the Wing Commander.

**Appendix 2.6 Operational Ground Teams**

2.6.1 Ground teams composed of two or fewer individuals may not conduct
a search off of roadways, airport facilities, or other public areas
easily accessible by automobile. If they anticipate a target outside of
these areas, a minimum of three personnel must be used to conduct a
search.

2.6.2 When operating after dark, ground teams will utilize reflective
materials to insure their visibility.

2.6.3 When indicated by terrain or culture, ground teams will be
accompanied by law enforcement personnel.

2.6.4 A ground team should have communications with at least one other
station before departing their vehicle. Furthermore, they must have the
ability to maintain this contact outside of their vehicle or a qualified
radio operator must stay behind to maintain communications.