# Presentation: 940046

## FLIGHT RELEASE OFFICER REFRESHER TRAINING

## ANATOMY OF A FLIGHT RELEASE OFFICER

- A seasoned CAP member with a commitment to CAP procedures
- Follows the rules and procedures
- Not afraid to grant or withhold authorization
- Makes a decision and moves on or passes the decision up the chain of command

**Notes:**
1.  The FRO has to know the inter-workings of CAP.  A commitment to CAP survival is of the utmost importance since one faulty flight release could literally place the corporation in a position that might severely damage the flying program as we know it.

2.  The FRO has to live by the book.  He/she has to have a current library of flight management regulations and be familiar with the contents of each regulation.  Chapter 5 of CAPR 60-1 is especially important.  CAPR 60-1 attachment 1, 11 and 13 are the tools of the FRO and should always be readily accessible.

3.  The FRO will have the full faith and trust of the unit commander and with that support can not be afraid to grant or withhold authorization.  

4.  The FRO must be decisive.  Decisions made by the FRO are final, regardless of the situation.  If a controversy erupts, the FRO should politely discontinue the conversation and immediately pass the problem up the chain of command for resolution.

## WHO CAN BE AN FRO

- Qualified Mission Coordinator
- Unit Commander of a unit with a flight activity
- CAP pilot designated by their unit commander

**Notes:**
1.  CAPR 60-1, paragraph 5-4 entitled “Flight Release Officer Qualifications, sets forth minimum requirements for individual’s becoming FRO’s.  First, and most important, is a SOUND knowledge of the CAP flight management program and flight release procedures.  In other words, you must know CAPR 60-1 and especially Chapter 5.  

 2.  The FRO candidate must also satisfy one of the following criteria:
     a.  Be a qualified mission coordinator.
     b.  Be a unit commander of a unit with a CAP flight activity.
          (1) So what is a CAP flight activity?  CAPR 60-1 Paragraph 1-6. d. defines it as any flight activity authorized by 60-1 performed by CAP aircraft.  So, do you have to have a corporate aircraft?  NO, a CAP aircraft can be either member furnished or corporate. Bottom line, whether a unit commander qualifies depends on the unit flight activity. Unit commanders who are not pilot’s should make sure that they have access to pilots who can provide guidance.

3.  Be an experienced CAP pilot.  However, this pilot need not be current.  

## QUALIFICATIONS

- Possess sound knowledge of
- CAP flight management procedures
- CAP flight release procedures
- Be appointed by the commander of a unit with a CAP flight activity

**Notes:**
1.    It is not enough to read CAPR 60-1 one time and set it aside.  In fact, the regulation should be by your side when ever you flight release.  No one expects you to memorize the appropriate portions of the regulations.  Simply to be familiar enough with the regulation that you can promptly look up a subject to ensure your release is proper.

2.  Your appointment by the unit commander is important.  The wing commander has selected your unit commander as his representative. The wing commander is the only corporate officer in the wing.  That means the wing commander is totally responsible for all actions in his/her wing.  When you issue a flight release, you are acting as your unit commander, as well as the wing commander’s direct representative.  

## WHAT IS A FLIGHT RELEASE OFFICER?

- Safety oriented, checklist reader
- An official recorder of the authorization of a flight
- A gate-keeper
- The last official interface between CAP and the pilot prior to the flight

**Notes:**
1.  Checklists are important.  After an accident is the wrong time to realize that an important question was missed during the flight release.

2.  You complete the only official record of the flight release.  This record may wind up in court or be the document that determines whether crew member’s survivors receive federal compensation.

3.  You are NOT a gate-keeper with an EMPTY clip.  You have the ultimate authority.  If the release is not correct, you simply DO NOT issue the flight release.  After any denial of a flight release, up channel your actions.

4.  You truly are the last official interface between the corporation and the pilot.  The last sanity check, the last and most effective filter.  The responsibility is great. 

## REVIEW RESPONSIBILITIES

- Of the Unit commander
- Of the Flight Release Officer
- Of the Pilot

**Notes:**
We’ll now review the responsibilities of the commander, FRO, and the pilot.

## UNIT COMMANDER RESPONSIBILITIES

- Appointment of FROs
- Requirement to brief and train
- Requirement to publish a current list of FROs
- Provide each FRO with appropriate documents
- Keep the Deputy State Director informed

## APPOINTMENT

- Must be in writing
- Either letter or order format
- There must be sufficient number to affect a quality flight release system

**Notes:**
1.  The FRO appointment must be in  writing from the unit commander.  Whether it is in a letter or an order format is not important.  What is important, is that the commander has to be aware and comfortable with the individuals he is authorizing.

2.  The commander has to insure there are sufficient numbers of  FRO’s to affect a quality flight release.  A quality flight release is simply a correct flight release.

## BRIEF AND TRAIN

- Unit commanders must insure FROs are _PROPERLY_ briefed and trained
- Initial briefing
- Initial training
- Continuation training

**Notes:**
1.  You need to know where you stand with the commander.  That knowledge is obtained during your briefing with the unit commander.

2.  An initial briefing is essential.  If your unit commander is hesitant to sit down and brief you on what he/she expects, then make an appointment with your commander and be prepared to tactfully ask what he/she expects.

3.  This training constitutes your initial training.

4.  As mentioned before, continuation training is an effective way to stay  up on  program changes and may indeed be mandatory in the future.  

## PUBLICATION OF AN FRO LIST

- What constitutes a current list?
- What must the list contain?
- Who must have access to the FRO list?

**Notes:**
1.  The unit commander must publish a list of current FRO’s.  As a minimum the list must include the name and phone number of each FRO.  This list must be made available to all active pilots within a reasonable geographic area.   What constitutes a “reasonable area” is different with each units situation.  The commander must look at his pilot’s home bases to define “reasonable area”.  

## APPROPRIATE DOCUMENTATION

- Minimum checklist requirement per CAPR 60-1
- Local checklists and forms
- Pilot currency products - PQCR

**Notes:**
1.  CAPR 60-1, attachment 10 is the minimum checklist that must be used during a flight release.  The unit may add requirements to this checklist, however the unit can not take any of the attachment items off the checklist.

2.  A pilot who flies in CAP without having a personal copy of CAPR 60-1 is truly flying in the blind.  An FRO without a CAPR 60-1 cannot  do his job and may be placing the crew member, crew member’s families and the corporation in a very precarious position. Put simply the flight release has to be proper.

3.  (This is an opportunity to introduce your local checklists and forms)

4.  Many wings have computer generated pilot currency products.  (If your wing or unit has such a product introduce it at this time.)

## AN INFORMED LIAISON STRUCTURE

- Who should be informed?
- Why does the Deputy State Director need the information?

**Notes:**
1.  The wing LO is a representative of the corporation.  With that hat on, he has to be aware of your flight release procedures.

2.  As a stable fixture in the wing, the LO is in a position to quality control the wing flight release program.  By reviewing the CAPF 99 the LO can insure the wing flight release program is on track.

## FRO RESPONSIBILITIES

- Authorizing each CAP flight
- Verify the pilot and flight information
- Coordinate an appropriate mission symbol
- Insure a quality flight release
- _Complete_ the paperwork

**Notes:**
1. The FRO is responsible for authorizing a CAP pilot to fly as pilot-in-command in CAP aircraft on CAP flight activities.  

## FLIGHT AUTHORIZATION

- Best efforts to verify appropriate pilot and flight information
- Flight crew fatigue
- CAPR 60-1 Attachment 8 Checklist
- Coordinate a mission symbol that fits the mission

**Notes:**
1.  The FRO is expected to use his/her best efforts to verify appropriate information prior to giving a flight release, including reliance on information verbally provided by the CAP pilot requesting a flight release.  Part of the FRO checklist is the IM SAFE card reminder.  Many of the IM SAFE card issues are subjective in nature and rely on the pilot to assess his own physical and mental situation.  However, if you have questions as to the pilot’s physical or mental condition, they need to be resolved prior to issuing the flight release.  Flight crew fatigue is an issue that until now was also subjective, however, the National Executive Committee has mandated that Commanders, Flight Release Officers and Mission Coordinators will ensure that personnel performing CAP flight activities have sufficient rest to enable them to safely complete the proposed flight.  It is recommended that pilots not exceed 10 hours flight time during a 14 hour crew duty day.  The crew duty day begins when reporting for civilian work or CAP duty (whichever occurs first) and ends upon engine shutdown at the completion of the CAP flight activity.  At least a 10 hour uninterrupted crew rest period should be provided between duty days. This is still pretty liberal and should be looked at as a portion of the whole picture.  If the picture you are getting has holes in it, do not release the flight.
2.  Coordinate with the pilot, ensuring you and he/she are clear about the mission symbol to be used for the flight activity.  

## FLIGHT AUTHORIZATION(CONTINUED)

- A quality flight release protects the aircraft crew and the corporation
- Federal Torts Claims Act coverage
- Federal Employees Compensation Act Coverage

**Notes:**
1.  A properly coordinated flight release most always is a quality flight release.  Being satisfied that the checklist has been properly completed and ensuring the mission symbol is correct protects the corporation and the flight crew.  Accident investigations have constantly revealed improper flight releases.  One mis-communicated release resulted in the pilot’s widow being turned down for federal compensation.  Realize that “A” and “B” mission status provide Federal Torts Claims Act protection (FTCA, liability insurance)  and Federal Employees Compensation Act Protection (FECA, workmen’s compensation insurance).

## FRO PAPERWORK

- Record the CAPF 99 information
- Copy of the CAPF 99 to the Deputy State Director by the 5th of each month
- Keep current regulations and wing/unit rosters
- Other wing/unit paperwork and forms

**Notes:**
1.  The concept of the flight release was conceived in London, England, by our corporate legal counsel and AF legal officers, and was pivotal during a successful attempt to procure insurance coverage for the CAP flying program. The CAPF 99 then became the source document for an official flight release.  It provides the official history of the flight.  The mission symbols listed on the CAPF 99 are there to simplify the flight release.  The list is not all conclusive.  In other words some mission symbols were purposely left off due to space constraints.  The mission symbols that were left off were the least used.  However, as an FRO you need to be familiar with all the mission symbols in CAPR 60-1, attachment 1.  The completion of the CAPF 99 is important. Make sure you fill-in all the appropriate areas.  Remember, this document will be a major player in an accident investigation, and the follow-on USAF compensation determination.  So do it right.
2.  LO’s are tasked with liaison duties for CAP and the USAF.  The CAPF 99 provides the LO an insight into your flying program.  The form also is the source document for flight time reporting.  While the flight time report is, at times, a painful process for those who are required to prepare it, the importance of the report as a tool in convincing the Air Staff and Congress of our worth is invaluable.   
3.  You simply can not do your job without a current CAPR 60-1 and wing/unit supplements and rosters.  
4.(Brief other wing/unit paperwork as required)

## PILOT’S RESPONSIBILITY

- To provide ALL required documentation required to establish and update appropriate records
- Pilot-In-Command must obtain the release
- Certify eligibility of passengers
- Certify flight data
- Coordinate the mission symbol with the FRO

**Notes:**
1.  Wings vary in the way they gather information.  However, regardless of the method, it is the pilot’s responsibility to insure the wing/unit has all the documentation needed to prove he/she is current and qualified to do the mission.  If the pilot tries to talk his way through the flight release, there is an obvious problem.  The problem may be that his paperwork has not reached the appropriate individual or that someone in the organization has dropped the ball.  But, if the end result is that you cannot be absolutely convinced that his records are up to date, do not release the pilot.
2.  There is no exception to the requirement for the PIC to obtain a flight  release, period.  This requirement makes someone step up to the plate and assume total responsibility for the flight.  
3.  It is the PIC’s responsibility to certify eligibility of his passengers.  However, the FRO has every right to deny the flight release if he/she has doubt about the eligibility of any passenger.
4.  The PIC must provide adequate information to the FRO.  
5.  The pilot must coordinate the mission symbol with the FRO.  Many times the mission is cut and dried.  However, an equal amount of time, the mission symbol is debatable.  Coordinate with the pilot and come to an acceptable agreement on the mission symbol.  At the end of the conversation insure you and the pilot are clear as the assigned mission symbol.  Remember it is always best if the mission can be flown under an “A” or “B” mission symbol.

## PILOT’S RESPONSIBILITY (CONTINUED)

- Fly the mission as released
- Correctly complete the flight log
- Comply with local unit instructions
- Report the actual flight time back to the FRO who released the flight
- Report the aircraft status and tach reading to the scheduler upon return

**Notes:**
1.  The pilot has to fly the mission as released.  With the exception of a life or death situation, if the mission changes, a new flight release is required.  An example would be a mission pilot proficiency flight, released as a “B-12”, is asked by ATC to check out an ELT signal.  Once the pilot starts searching for the ELT he is on mission that clearly has “life or death” implications.  However, if the same “B-12” flight stopped to give a cadet orientation flight, he should obtain a new release as a “B-3”.  Why worry? Because there is additional pilot information you need to confirm for a cadet orientation mission. 
2.  The pilot’s responsibility to complete the flight log does not always impact the FRO, however, the log is a valuable tool in reconstructing the flight after the mission is complete.
3.  The FRO has no responsibility to insist or even remind the PIC of specific unit instructions.  However, if the FRO has reason to believe the PIC may not be familiar with specific instructions he/she should make every reasonable effort to inform the PIC.
4.  Current program design requires the PIC, after the flight,  to report actual flight time to the FRO who released the flight.  DO NOT confuse this with flight following.  The FRO job does not include flight following.  No one expects the FRO to wait around for the pilot’s call, but the PIC must report the flight time in a timely manner so the FRO can complete the CAPF 99.

## WHAT AN FRO IS NOT EXPECTED TO BE

- Not a flight dispatcher
- Not a weather forecaster
- Not a mechanic
- Not an FAA Safety Inspector
- Not the pilot’s mother
- Not responsible for the conduct and/or safety of the flight

**Notes:**
1.  As we mentioned before the FRO is not responsible for flight following or flight planning.

2.  The responsibility to check the weather is clearly with the PIC.  However, if you know about severe weather it is certainly appropriate to discuss this with the PIC and if you have strong feelings concerning the adequacy of the weather it would be wise to up-channel the situation prior to granting a flight release.

3.  The FRO can not be responsible for the airworthiness of the aircraft.  However,  the FRO may have information about the mechanical status of the aircraft and should coordinate any misunderstandings with the PIC .  If the FRO is positive about a grounding condition he/she should deny the release.

4.  The FRO has to take the PIC’s word for many things and if he/she is unsure about certain actions of the PIC, up-channel those concerns and allow the leadership to earn their salary.

5.  You are not the PIC’s mother.  If the PIC needs or demands mothering, up-channel his/her demands to your commander and hold the flight release.

6.   You are responsible for the conduct of the flight release not the flight.

## REASONS TO DECLINE A FLIGHT RELEASE

- Doubt about flight safety and legitimacy
- Obvious severe weather
- Pilot/crew qualification/currency
- Is the flight purpose a legitimate flight IAW CAPR 60-1?
- Aircraft status
- IFR capable
- Mechanical

**Notes:**
1.  These reasons are obvious.  However, the key word to remember is DOUBT.  If the release does not feel right, 9 times out of 10, there is a problem.  

##  HOW TO RESOLVE FRO CONCERNS

- If there is a problem or a question, _do not_ release the flight
- Politely state the reasons to the PIC
- Pass the problem up the chain of command regardless of the circumstances
- If the problem can be resolved
- Release the flight
- Pass the problem and the resolution up the chain of command

**Notes:**
Do not get into a verbal contest with the PIC.  Simply tell the PIC you will get back with him/her and call a higher authority to discuss the release.  Perhaps the superior knows something you do not.  Bottomline, do not allow the PIC to talk you into something you know is not right.  Once the problem is solved, pass the resolution up the chain of command.  The commander needs to know what is happening!

## THE FRO CREED

- I realize I am the last link in the safety chain
- I follow the rules
- I will take enough time to do it right
- I will complete records correctly
- I will insure positive flight closure
- If in doubt, I will not grant a flight release
- I will keep my superiors informed

**Notes:**
1.  While this creed may be corny, it sums up the responsibilities of the FRO and anyone not willing to live up to the entire creed should not be an FRO.

## MISSION SYMBOLS

## 24