Chapter 4. Conduct of Aircraft Operations

Question 1

Crew Duties (PF)

Answer 1

The primary responsibility of the pilot flying (PF) is to control the flight path of the aircraft, including monitoring automated systems if engaged. It is the PF’s secondary responsibility to monitor non-flight path associated tasks such as aircraft systems, navigation, radio communications, and the activities of other crewmembers. The PF shall not allow the secondary responsibility to interfere with the primary responsibility of controlling and monitoring the aircraft’s flight path.

Question 2

Crew Duties (PM)

Answer 2

The primary responsibility of the pilot monitoring (PM) is to monitor the flight path of the aircraft, including monitoring automated systems if engaged, and execute appropriate backup. It is the PM’s secondary responsibility to complete non-flight path associated tasks such as aircraft systems, navigation, radio communications, and the activities of other crewmembers. The PM shall not allow the secondary responsibility to interfere with the primary responsibility of monitoring the aircraft’s flight path.

Question 3

Crew Duties (Flight Crew)

Answer 3

The primary responsibility of flight crews is to execute their assigned duty in aircraft cabin and monitor the flight path of the aircraft during critical phases of flight.

Question 4

Standard Phraseology

Answer 4

The use of standardized phraseology promotes effective communication and increases team efficiency. To maintain shared situational awareness among flight crews, crewmembers shall announce changes in flight path and/or aircraft configuration. Aircraft type communities shall define the standard phraseology and specific levels of automation verbalized within aircraft flight manuals.

Question 5

Critical Phases of Flight

Answer 5

Critical phases of flight are aircraft operations where the consequences of deviation increase and safety margins decrease. Critical phases of flight include but are not limited to:
- All ground operations involving aircraft movement.
- Takeoff, approach, and landing.
- Anytime a checklist is in progress.
- Immediately prior to level off during climb/descent under IFR.
- Fixed-wing flight operations below 1,500 feet AGL, except when in cruise flight.
- As directed by the PIC.

Question 6

Sterile Cockpit

Answer 6

All flight crewmembers will employ the sterile cockpit rule to minimize distractions during critical phases of flight. This rule is not solely limited to the personnel physically located in the cockpit area of the aircraft, as the title may indicate, but this rule applies to everyone on the aircraft. No person shall engage in any conversation or activity that could distract or interfere with a flight crewmember properly conducting their assigned duties during critical phases of flight. This rule does not preclude emergency procedure training.

During critical phases of flight the PM shall be able to immediately take control of the aircraft if necessary. The PM shall announce any control inputs that assist or limit the flight control inputs of the PF.

Question 7

Two-Challenge Rule

Answer 7

During the normal course of operations, if any crewmember challenges the actions of the pilot flying and does not receive an appropriate acknowledgement after a second challenge, the pilot monitoring shall initiate a change in control of the aircraft.

Question 8

No-Challenge Rule

Answer 8

If the pilot monitoring feels the aircraft is in extremis and immediate action is required for the safety of flight, the pilot monitoring shall initiate the appropriate control input in lieu of the Two-Challenge Rule while verbalizing the control inputs and hazardous condition (e.g., left turn, traffic, my controls). Once the hazard is cleared, positive aircraft control shall be definitive (e.g., clear of the hazard, your controls).

Question 9

Cockpit Strategic Napping

Answer 9

Cockpit strategic napping is authorized aboard the HC-130 during low-workload phases of flight as a means to reduce fatigue and improve performance during subsequent high-workload phases. However, if fatigue will unacceptably degrade safety, the mission will be discontinued and a replacement crew assigned. Anticipated cockpit strategic napping will not be relied upon in evaluating crew fatigue during pre-mission planning.

Of the two pilots and a designated flight deck crewmember seated in the flight engineer seat, jump seat, or augmented crew position, only one may nap at a time; the remaining two crewmembers shall remain in their crew positions. Naps shall be limited to 40 minutes, and all crewmembers shall be awakened one hour before an anticipated high-workload event. The autopilot, TCAS, and terrain warning systems (if equipped) shall be employed during cockpit strategic napping.

Question 10

Taxiing Aircraft

Answer 10

When an aircraft is being taxed within 25 feet of obstructions, a two person (minimum) taxi crew is required. One member will serve as taxi signalman/wing walker, the other as an additional wing walker. Aircraft shall not be taxied at anytime within 5 feet of obstructions.

Question 11

Loading/Unloading of Cargo

Answer 11

It is the responsibility of the PIC to ensure that cargo is loaded and unloaded safely. For aircraft in which a Loadmaster qualification exists: whenever the cargo may affect the weight and balance of the aircraft and whenever hazardous cargo is involved, loading and unloading operations should be supervised by a qualified Loadmaster and shall be conducted in accordance with preparing hazardous material for military air shipment AFMAN 24-204. It should be noted that the supervisory role of the Loadmaster in no way diminishes the overall responsibility of the PIC.

Normally, the aircraft’s engines should not be running and propellers should not be turning while cargo loading/unloading operations are in progress. If required by operational exigency and deemed by the PIC to be safe under the existing conditions, cargo may be loaded/unloaded with engines running and/or propellers turning. Care shall be taken to ensure that an adequate safety zone is maintained around any turning propellers and exhaust blast areas during any engines running evolution.
Care shall also be taken to prevent any foreign object from becoming dislodged and damaging the aircraft or cargo, or injuring personnel during the loading and unloading process.

Question 12

Embarkation/Debarkation of Personnel

Answer 12

It is the responsibility of the PIC to ensure that all personnel enter and leave the aircraft safely. Normally, fixed-wing aircraft’s engines should not be running and propellers should not be turning while personnel are entering or leaving the aircraft. Aircraft swapping crews for hotseat training missions are authorized to leave the engines running.
If deemed by the PIC to be safe under the existing conditions, personnel may enter or depart the aircraft with engines running and/or propellers turning under the supervision of an air crew member. Care shall be taken to ensure an adequate safety zone is maintained around any turning propellers and exhaust blast areas during any engines running evolution.
Care shall also be taken to prevent any foreign object from damaging the aircraft or cargo, or injuring personnel. In particular, personnel approaching or departing an aircraft while its engines are running shall not wear headgear other than approved safety helmets or wear or carry other items which may easily become separated from their persons by a gust of wind or propeller/exhaust blast.

Question 13

Security Of Aircraft. Aboard Military Units

Answer 13

Whenever it is reasonable and prudent based on mission requirements, location of the operating area, etc., Coast Guard aircraft should be left on military installations between flights so that military security is provided for the aircraft.

Question 14

Security Of Aircraft. Away from Military Units

Answer 14

When an aircraft must be left on a field, airport, beach, or other area or a military installation cannot provide for its security, the PIC shall take adequate measures to ensure the safety of the aircraft and its equipment.

Question 15

Security Of Aircraft. Aircraft Involved in a Mishap

Answer 15

When an aircraft is involved in a mishap, the PIC is responsible for the security of the aircraft until relieved by proper authority. If the PIC is incapacitated, the senior crew member not incapacitated shall assume this responsibility.

Question 16

Approved Publications

Answer 16

Flights In Coast Guard Aircraft Shall Be Conducted In Accordance With The Rules, Regulations, Or Recommended Procedures Specified By The Publications In The Following Rank Ordered List. Where Conflicting Regulations Or Varying Procedures Exist The Higher Ranking Publication Shall Be Followed:
- Coast Guard Directives
- Federal Aviation Regulations, 14 CFR §91 and 97 and FAA Manuals
- Joint FAA/Military Documents
- DoD Publications

Question 17

Instrument Approach and Landing Minimums

Answer 17

An instrument approach may be started and flown to minimums when the reported weather is below minimums; However, the pilot will not descend below the published Minimum Descent Altitude/Decision Altitude (MDA/DA), or land, unless he or she can either:
- Comply with 14 CFR §91.175
- Proceed with a contact approach
For instrument approaches, the term in 14 CFR §91.175(c) does not exempt Coast Guard aircraft from adhering to the provisions of that Paragraph.

Question 18

ILS Approach Categories

Answer 18

Category II and III ILS approaches are not authorized.

Question 19

Navigation Source Selection

Answer 19

Use of an approved RNAV system as a means to navigate on the final approach segment of an instrument approach procedure based on a VOR, TACAN or NDB signal, is allowable. The underlying NAVAID must be operational and monitored for final segment course alignment.

Question 20

Visual Approaches

Answer 20

Accepting and flying a visual approach at an unfamiliar field elevates the risk and difficulty of flying the approach. To the maximum extent practical, aircrews landing at an unfamiliar airfield shall request and fly published instrument approach, if available.

If a visual approach is to be made, the PIC shall be familiar with the area surrounding the airport, including nearby airports, terrain and obstacles; and the airport environment, including local traffic pattern procedures, airport layout and communications procedures.
Fixed-wing aircraft shall adhere to electronic and/or visual glide path guidance when available.

Question 21

Stabilized Approach Criteria

Answer 21

A fixed-wing aircraft shall execute a missed approach or go-around if the following criteria are not met, except for momentary deviations by 1,000 feet AGL in IMC or 500 feet AGL in VMC:
- The aircraft is in the intended landing configuration.
- The aircraft is on the intended flight path with no more than minor corrections required.
- Aircraft speed is within 10 knots of the computed approach airspeed.
- Sync rate is no greater than 1,000 fpm.
- All briefings and checklists are complete.
- If on a precision approach, the aircraft is within one dot of the localizer and glide slope. If circling, the aircraft is wings level by 300 feet AGL.
If deviations from stabilized approach criteria are required, they shall be briefed to the crew prior to executing the approach.

Question 22

Minimum Equipment for Flight

Answer 22

It is desirable that all Coast Guard aircraft be fully equipped and have all components functioning properly on every mission. It is recognized that for certain missions and under specific circumstances safe operation is possible with less than all equipment operational. Commanding officers may publish minimum equipment lists for aircraft assigned to their units to serve as guidance for flight crews and to provide additional planning parameters for operational commanders.
The final responsibility regarding equipment required for a mission rests with the PIC When the PIC considers an item essential for the accomplishment of the mission, he or she may designate the component or system as mission essential, and it will be repaired or replaced before departure. Acceptance of an aircraft by a PIC to operate on one mission or mission segment without an item or system does not commit that PIC or another PIC to subsequent operations with the same item or system inoperative.

Question 23

Transponder and TCAS

Answer 23

Coast Guard aircraft shall fly with a functioning radar beacon transponder with mode 3/A or Mode S capability unless mission urgency dictates. While TCAS is not mission essential equipment, a properly functioning TCAS shall be used unless mission requirements dictate securing it.

Question 24

Call Sign and Transponder Codes for SAR and LE

Answer 24

All normal Coast Guard operations shall use the COAST GUARD call sign defined in FAA Joint Order 7110.65 (series) when communicating with air traffic control. Coast Guard aircraft shall use the RESCUE call sign defined in FAA Joint Order 7110.65 (series) when communicating with air traffic control and are authorized to squawk Mode 3 code 1277 on search and rescue missions when operating VFR to, from, or within a designated search area. At SAR case conclusion, or when not actively engaged in support of a SAR mission, the RESCUE call sign and 1277 code should not be used. Special IFF codes for law enforcement and other missions are promulgated separately.
All Coast Guard aircraft may use established call signs from the USAF Call Sign List or as assigned by TACON when communicating with air traffic control, when applicable. Units shall send all requests to change call sign assignments in USAF Call Sign Lists or use any call sign other than those as defined in FAA Joint Order 7110.65 (series) to commandant (CG-711) for approval.

Question 25

IFF Mode 4/5 Employment

Answer 25

IFF Mode 4 or 5 provisions are included in all CG aircraft to meet National Defense and Homeland Security operations throughout global combat theaters and within CONUS during implementation of the Emergency Security Control of Air Traffic (ESCAT) plan as governed by 32 CFR §245.5. Coast guard IFF Mode 4/5 operations shall be consistent with applicable DoD Directives and Regulations.
Commanding officers are responsible for ensuring that their unit can employ mode 4 and/or 5 equipment and procedures at anytime, and shall direct recurrent training as required to maintain this ability.

Question 26

Occupation of Pilot Seat

Answer 26

The PIC of a Coast Guard aircraft that requires 2 pilots will ensure that both pilot seats are always occupied. If either pilot must leave his or her seat, he or she will be relieved by another pilot or aircrew. At least one seat will always be occupied by a pilot designated in type and model.
Further guidance concerning seat occupation during orientation flights can be found in Chapter 5 of this Manual.

Question 27

Inflight Emergencies

Answer 27

As soon as practicable following the declaration of an emergency, the PIC should notify, or request the agency with whom he or she is communicating to notify, the command exercising operational control (OPCON) over the aircraft for that mission. During this critical time, communications with the aircraft should be limited to providing whatever assistance or advice is requested by the PIC.
The responsibility for the safety of the aircraft and crew and the successful resolution of the emergency lies solely with the PIC.

Question 28

Annoyance to Persons and Endangering Property

Answer 28

Flights of Coast Guard aircraft shall cause a minimum of annoyance to persons and activities. It is not sufficient that the pilot is satisfied that no person is actually endangered. The pilot must exercise enough caution to be assured that no person could reasonably believe that they or their property is endangered. Except for operational missions requiring otherwise, the following specific restrictions apply.

Question 29

Fur and Poultry Farms

Answer 29

Fur and poultry farms shall be avoided. Valuable broods and litters may be lost due to panic caused by aircraft.

Question 30

Resorts and Beaches

Answer 30

Resorts and beaches shall be avoided by fixed-wing aircraft by at least one mile when at an absolute altitude of less than 2,000 feet. This limitation is waived when these areas are overflown for the conduct of an operational mission, in normal en route flights on Airways, or in compliance with an approved traffic or approach pattern.

Question 31

Disturbance of Wildlife

Answer 31

Commanding officers shall implement standard operating procedures to prevent unnecessary over-flight of sensitive environmental habitat areas, to include, but not be limited to, critical habitat designated under the Endangered Species Act, migratory bird sanctuaries, marine mammal haul-outs and rookeries, and sea turtle nesting beaches. Pilots shall be made aware of the location, dimensions, and valid time periods of environmentally sensitive areas within the unit AOR.
If flying over environmentally sensitive areas, maintain an altitude of no less than 2,000 feet AGL except during the response or reconnaissance operations. Additionally, commanding officers may authorize specific training events within the environmentally sensitive areas when no reasonable alternatives exist. Prior to approving such training flights, the commanding officer must ensure compliance with all applicable environmental laws, regulations, and executive orders, and conduct any required coordination with the Regulatory agency associated with the applicable law and area to be overflown. Limit the amount of time spent at low altitudes to what is necessary to accomplish the particular response, reconnaissance or authorized training operation.
Hunting from any Coast Guard aircraft is prohibited.

Question 32

Operations Over High Seas

Answer 32

For operations over the high seas, all Coast Guard aircraft shall comply with the provisions of FLIP General Planning, Chapter 8. The following guidance supplements the Section titled, Operations Not Conducted Under ICAO Procedures, when operating within international airspace.
Due Regard operations should be undertaken only when the operational gain significantly outweighs the risk. When Due Regard operations are conducted, full responsibility for separation between Coast Guard aircraft and all other aircraft, both public and civil, falls on the Coast Guard.
Operational airspace deconfliction is the responsibility of the operational and tactical commanders (OPCON and TACON). Commanders must ensure procedures are in place to minimize the risk, including de-confliction procedures and a tactical communications plan. Commanders must be especially vigilant in identifying situations where more than one aircraft are directed to operate in the same area or to proceed to the same point.

Question 33

Instrument Meteorological Conditions Operations Outside Controlled Airspace

Answer 33

Aircraft operations in IMC in uncontrolled airspace shall be minimized. Aircraft commanders must exercise sound judgment before entering IMC in uncontrolled airspace keeping in mind the goal is to descend or ascend to acquire VMC. If mission requirements allow, Aircraft Commanders shall broadcast their intentions on applicable common or guard frequencies before initiating operations in IMC in uncontrolled airspace. Except when mission requirements dictate, prolonged IMC operations in uncontrolled airspace are not allowed.

Question 34

Use of Night Vision Goggles

Answer 34

Night vision goggles enhance safety and mission effectiveness during night operations, and shall be used whenever practical. However, routine NVG use shall not be allowed to degrade basic instrument skills. All training evolutions logged as unaided shall be conducted with NVGs out of the pilot’s field of view (e.g., stowed in the up position).
Essential cockpit lighting shall be NVG compatible. Also, pilot NVGs shall be mounted to a standard helmet or headgear.

Question 35

Use of Aircraft Exterior Lights

Answer 35

Lights out operations may be conducted within US domestic airspace under the provisions of the FAA Exemptions and Authorizations found on the CG-711 CG-Portal page, or over the high seas under the provisions of Due Regard Operations.
The operational commander shall specifically authorize lights out operations in the appropriate tasking order; For NVG training missions, this may be authorized by the commanding officer. Aircraft may be authorized, but not directed to operate with lights out. If the aircraft commander determines that safety requirements can be met, exterior lights may be secured.

Question 36

Zooming of Vessels

Answer 36

No vessels shall be zoomed except in an emergency or during a SAR operation when the attention or assistance of the vessel is desired. Identification passes for law enforcement and SAR are authorized. The FAA has specifically authorized the Coast Guard to deviate from 14 CFR §91.119(c) on law enforcement missions, specifically to operate no closer than 200 feet from a suspect vessel and no closer than 500 feet from other persons, vehicles, vessels or structures. When radio communications cannot be established with the vessel, the aircraft first should establish identification, and then indicate to the vessel the location of the distress, using the procedure described in FLIP or AIM. Other methods of getting the attention of a vessel, such as using the loud hailer or dropping message blocks, may be employed.

Question 37

Aggressive Maneuvering

Answer 37

The aggressive use or maneuvering of a Coast Guard aircraft to stop a noncompliant vessel is prohibited.

Question 38

Feathering Propellers/Securing Engines

Answer 38

Other than during HC-130 reduced engine operations, no propeller shall be feathered or engine shutdown in flight, except in an emergency, during a maintenance flight or as part of a commandant (CG-711) approved training syllabus. If a propeller is feathered or engine is shut down for training, it must be conducted in accordance with the following criteria:
- Day, VMC only.
- In the vicinity of a suitable airport with crash equipment immediately available.
- The entire feathered propeller/secured engine evolution shall be conducted at or above 6,000 feet AGL.

Question 39

Offshore Flight Operations

Answer 39

Know that there is a chart for Probable Survival Time/Estimated Time of Useful Consciousness

Question 40

Escorts

Answer 40

An escort should be provided anytime the commanding officer or PIC deems it necessary. An escort is recommended anytime the estimated recovery time exceeds the estimated time to loss of useful consciousness.

Question 41

Participation of Aircraft in Flight and Static Displays

Answer 41

Know that this is in Chapter 4. Conduct of Aircraft Operations

Question 42

Maintenance and Ferry Flights

Answer 42

Maintenance flights are by their very nature one of the most potentially hazardous flight regimes encountered on a day-to-day basis. In order to minimize the risks involved in this essential phase of aircraft maintenance, commanding officers shall ensure that all maintenance flights are conducted in compliance with the guidance provided herein, and with the proven practices specified in the Aeronautical Engineering Maintenance Management Manual, COMDTINST M13020.1 (series). Pay particular attention to crew experience, environmental factors, and preflight preparation, including detailed briefings on all aspects of the flight.
Due to the inherent increased risk of such flights, these flights shall be completed in areas with the least possible exposure to personnel, equipment and property.

Question 43

Flight Verification Check

Answer 43

Complete flight verification checks of any component(s) or system(s) before continuing a sortie as an operational or training mission.
There are no special restrictions on pilot/crew assignment for flight verification checks.
Flight verification checks should be conducted in VMC if the item to be checked is required for flight in IMC.
For maintenance flights in fixed-wing aircraft that have been downgraded by the commanding officer to flight verification checks as provided for in the Aeronautical Engineering Maintenance Management Manual, COMDTINST M13020.1 (series), the following additional restrictions apply:
- Passengers shall not be carried.
- Engine shutdowns in the HC-130 shall be accomplished at or above 1,000 feet AGL and in VMC.

Question 44

Maintenance Test Flights

Answer 44

Maintenance test flights include partial test flights after the completion of critical maintenance, or complete test flights when required. HC-130 functional check flights (FCF) are considered test flights.

Question 45

Pilot and Crew Assignment for Maintenance Test Flights

Answer 45

The minimum number of crew members shall be assigned to a maintenance test flight consistent with safe conduct of the flight and accomplishment of the required check(s). More than the minimum crew listed below may be assigned at commanding officer discretion to provide junior members experience in performing test flight procedures.
Passengers shall not be carried.
The PIC shall occupy a pilot seat throughout the flight and should operate the primary flight controls during takeoffs and landings, Unless deemed necessary to complete essential maintenance test flight procedures.
Technical observers may be included as part of the minimum number of crew members if their presence is required to accomplish the objectives of the test flight.

Question 46

Minimum pilot requirements for test flights

Answer 46

An AC and FP. An aviation Commanding Officer may authorize a Copilot in lieu of the First Pilot on a calculated risk basis.
When practicable, an aeronautical engineering officer should be assigned to test flights of unit aircraft. It is not necessary for the aeronautical engineering officer to be the PIC.

Question 47

Maintenance Briefing for Test Flights

Answer 47

Prior to a test flight, the PIC shall be briefed by maintenance personnel as to the exact nature of the maintenance performed and the procedures to be used to accomplish the functional check(s). The PIC will signify receipt of a QA Briefing and the intention to conduct the required functional checks by signing and dating the Quality Assurance Briefing blocks on the EAL Maintenance Record Review screen or when applicable the Flight Safety Maintenance Document.
Additional administrative procedures to ensure fulfillment of this requirement are prescribed in the Aeronautical Engineering Maintenance Management Manual, COMDTINST M13020.1 (series).

Question 48

Engine Shutdown or Propeller Feathering for Test Flights

Answer 48

Feathering of propellers or engine shutdowns shall be accomplished at or above 6,000 feet AGL and in VMC in the vicinity of a suitable airport with crash equipment immediately available.

Question 49

Weather for Test Flights

Answer 49

Test flights shall be conducted during daylight hours in VMC. If necessary to accomplish assigned operational missions, the Commanding Officer may waive this requirement if the flight can be conducted safely under the existing conditions. This authority may not be delegated.

Question 50

Passengers

Answer 50

Know that the following is expanded upon in Chapter 4. Conduct of Aircraft Operations:
Passenger Briefing
VIP Passengers
Safety Restraint of Passengers
Children
Uniform Requirements for Passengers
Passenger Identification
Passenger Travel Orders and Authorizations
Pets

Question 51

Mission Essential Personnel

Answer 51

Know that the following is expanded upon in Chapter 4. Conduct of Aircraft Operations:
Aircraft Orientation for All Mission Essential Personnel
Equipment and Training Requirements for Mission Essential Personnel
Flights Aboard other Aircraft

Question 52

Weapons

Answer 52

Know that this is expanded upon in Chapter 4. Conduct of Aircraft Operations

Question 53

Inflight Use of Portable Electronic Devices

Answer 53

Know that the following is expanded upon in Chapter 4. Conduct of Aircraft Operations:
Transmitting Devices
Cellular Telephones
Aviation Mobile Device
Devices With Recording Capability
Government Issued Cameras
Medical Equipment
Devices Always Allowed

Question 54

Aircraft Security and C4ISR Systems

Answer 54

Know that Aircraft Security and C4ISR Systems is expanded upon in Chapter 4. Conduct of Aircraft Operations: