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February 19, 2018, 03:43:54 PM
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 91 
 on: Yesterday at 03:41:34 PM 
Started by JK657 - Last post by darkmatter
so long as that means we get to wear a proper looking uniform and no more mismatch BDU ABU uniform ill support any USAF new uniform. HATE the black BDU boots with the ABU im not trying to wear a Halloween costume

There is a requirement for distinction between the USAF and CAP.  The black boots with the ABU and the Navy tapes are part of that.  Even if CAP got to wear OCPs there would be a significant distinction between CAP and the AF.

Im talking from the point of the USAF wear OCP's and CAP getting to wear the proper ABU's not to be rude but I think I did say that in my original post

 92 
 on: Yesterday at 03:13:02 PM 
Started by JK657 - Last post by abdsp51
so long as that means we get to wear a proper looking uniform and no more mismatch BDU ABU uniform ill support any USAF new uniform. HATE the black BDU boots with the ABU im not trying to wear a Halloween costume

There is a requirement for distinction between the USAF and CAP.  The black boots with the ABU and the Navy tapes are part of that.  Even if CAP got to wear OCPs there would be a significant distinction between CAP and the AF. 

 93 
 on: Yesterday at 03:07:42 PM 
Started by tinker - Last post by tinker
Too tedious to quote and unquote your text, so:

"How about Terrain, Birds, towers, traffic or something mission specific?  Why is asking the pilot to think about risks a bad thing?'
None of those things is the highest risk.  Asking about risk like this is a waste of time and, with the kind of pilots I generally deal with, somewhat insulting.  I might ask a very junior pilot something like this.

"You make sure the pilot has checked."

That's not what the question says. If that's what they mean then that's what they should say.

"You are asking the pilot is it legal to fly with these discrepancies."
Again, that's not what the question says.

"Destinations imply that the aircrew is going to land of these airports."
Much simpler if that is the intent.

"Dude, every day pilots forget to close their flight plans, whatís the issue with reminding them?"
Because it is a waste of time and time during a mission is precious.  Much of this checklist falls into that category.  Wasted time with no benefit.  While I am dinking around with stuff like this I probably have two or three air crews held up waiting for briefing and a release and maybe an injured pilot down in the woods somewhere.

"Missions are still being run, planes flown and gliders launched. As easily as before? Perhaps not, but perhaps they are now being launched with an increased awareness of WX, Maint, Risks, etc. As an FRO and an Aircrew member we need to get used to the new system.

We can choose to work with the new system and make it an opportunity to work together to make a flight safer or we can complain. I chose to work with the new system and encourage acceptance."


Your assertion that this will make flights safer and that there is an increased awareness of WX, etc. is unproven, unproveable, and IMO unlikely.  Regarding eating whatever is dished up without complaint, that only encourages poor cooking.

"Yes, and the new system does not add that much time with the new copy links."

I assume you are talking about WMIRS.  By the time I get to mission base at 6:30 or 7AM I have already verbally released 3-6 flights while driving from the motel.  When I get to mission base I have many things to do before I can get around to making WMIRS happy about those flights.

 94 
 on: Yesterday at 03:07:20 PM 
Started by Falling Hare - Last post by Ned

I'm curious where the loss rates come from.  They seem very high.  But I trust them seeing as they come from NIN and seem to be collaborated by Ned.

My question is, why are we losing so many?  Ned has some ideas that seem valid, but do we have any concrete data?  Do we do any outreach after losing a cadet to find out why they left?

I hope it won't surprise you to learn that we regularly survey former members asking these very questions.

In essence, most cadets leave feeling reasonably positive about the program, but the #1 reason listed is "lost / changed interest."  Other top reasons are "moved, new location with no nearby unit.  (About 10-15% of Americans move every year.). "Poor leadership" is listed, but midway down the list in single digits.

When we try to mine down on "lost / changed interest" responses, it is hard tease out meaningful data. Respondents mention competing activities like sports programs, other youth programs, church activities, and concentrating on academics.

Obviously, much of this is out of our control, but there are certainly things we can address:  ensuring that weekly meetings (>90% of our cadet contact time) are vital and engaging instead of "the AE instructor didn't come tonight, so drill around the parking lot."

And we do indeed use the data to drive retention strategies.  We have adjusted the PT program to make sure cadets are far less likely to "stall" at an early stage in their cadet career specifically to engage them in the promotion system and allow for new duties and positions.  We have significantly invested in the encampment program to make it more accessible because one of the strongest indicators for renewal is encampment attendance.

We have specifically addressed the "poor leadership" issue by revamping the TLC program and placing incentives in the system to encourage attendance by CP seniors.  We also made the TLC program itself more accessible by re-designing it into a one day course for most squadron-level CP officers.

We routinely task the NCAC to provide concrete ideas to improve retention and listen carefully to their input.

Obviously, despite a great deal of effort by dedicated CP officers from the local unit and higher, our first year retention numbers remain well below 50%.

I repeat my request:

What specific things can we do to improve retention?

Ned Lee
National Cadet Program Manager

(Currently attending the CAWG Cadet Programs Conference at Camp San Luis Obispo with nearly 400 enthusiastic cadets from every wing in PCR.  It is an amazing activity.  But these troops are not the retention problem, it is the 1100 CAWG cadets are not here having a great time.)



 95 
 on: Yesterday at 02:23:11 PM 
Started by tinker - Last post by Mission/Tow Pilot
^^

 96 
 on: Yesterday at 02:21:52 PM 
Started by tinker - Last post by Mission/Tow Pilot
Silly:

"What does the pilot consider to be the highest risk for this flight?"  Always the same:  "Inability of the pilot and/or the airplane to generate lift greater than the downward force of gravity."  Duh.

How about Terrain, Birds, towers, traffic or something mission specific?  Why is asking the pilot to think about risks a bad thing?

Burdensome:

"Is the pilot aware of the discrepancies?"  Implies that I have to check online for discrepancies for each airplane, for every sortie.  Impossible.  I routinely release sorties verbally, then go back to WMIRS when I have a break.  If I am launching 30+ sorties a day I cannot check with WMIRS before every single one.

You make sure the pilot has checked. Frequently, during this new process the answer I have received is no I didnít check.  The question is there to make sure that the pilot checks discrepancies, why is this a bad thing?

"Is it legal to fly with these discrepancies?"  Another knee-slapper.  To answer this question I either have to have a copy of the FARs or have memorized the salient stuff like TOMATO FLAMES.  I also have to posses a POH for every airplane in the wing's fleet, as there are things like the 182 KOEL list that go beyond the FARs.  We have a maintenance function and we have certificated pilots, for chrissake.  If they can't determine the legality of the airplanes, then that is the problem to be solved.  It is not solved by a checklist.

You are asking the pilot is it legal to fly with these discrepancies. They should know the answer.  Again why is asking a simple question a bad thing?

"Are all destinations along the route of flight authorized for landings in CAP aircraft?"  Probably not, since there are many private airports that are charted.  And what if the answer is "No?" Do I refuse to release?

Destinations imply that the aircrew is going to land of these airports.  I think youíre confusing destinations with flyovers.

"If filing a flight plan, remind them to close it when finished."  Jeez.  Am I dealing with ignorant and impulsive children?

Dude, every day pilots forget to close their flight plans, whatís the issue with reminding them?

"Has the pilot read and understand [SIC] the latest hot topics for pilots."  Huh?  A search of the national web site does not reveal this information.  I did find a page of administrivia that might pertain but, jeez, how can this be a serious idea for a checklist?

This is poorly worded and needs to be changed, I believe these are the new critical messages that come up on WMIRS. Iíve submitted a trouble ticket for this.

and the beat goes on.  I have talked to our state ops guy and he feels the same way, but also said that multiple people have communicated this issue to National and have been met by total silence.  So, I dunno.  I may have run my last mission.  I won't treat our pilots like children and I won't willingly put myself into a situation where it is impossible to succeed on a mission.

Missions are still being run, planes flown and gliders launched. As easily as before? Perhaps not, but perhaps they are now being launched with an increased awareness of WX, Maint, Risks, etc. As an FRO and an Aircrew member we need to get used to the new system.

We can choose to work with the new system and make it an opportunity to work together to make a flight safer or we can complain. I chose to work with the new system and encourage acceptance.

Has anyone else looked at this idiot checklist from a mission effectiveness point of view?

Yes, and the new system does not add that much time with the new copy links.

Thank said there are some things that need improving and Iíve submitted trouble tickets that hopefully will be approved.

 97 
 on: Yesterday at 02:09:36 PM 
Started by JK657 - Last post by darkmatter
so long as that means we get to wear a proper looking uniform and no more mismatch BDU ABU uniform ill support any USAF new uniform. HATE the black BDU boots with the ABU im not trying to wear a Halloween costume

 98 
 on: Yesterday at 01:55:11 PM 
Started by tinker - Last post by tinker
I haven't been around here for quite some time, but I wanted to check to see if there were any discussions about the new FRO checklist.  I see one long thread on FROs, dispatching, liability, etc.  Apologies if Search failed me, but I did not see anything on what I think is a much more important issue:

As an AOBD over the years I have released probably 1000+ sorties on SAREXs and on real missions.  I see no way that I can function on a mission if this checklist is required.  Some of it is redundant, some is just plain silly, but too much is hopelessly burdensome.

Silly:

"What does the pilot consider to be the highest risk for this flight?"  Always the same:  "Inability of the pilot and/or the airplane to generate lift greater than the downward force of gravity."  Duh.

Burdensome:

"Is the pilot aware of the discrepancies?"  Implies that I have to check online for discrepancies for each airplane, for every sortie.  Impossible.  I routinely release sorties verbally, then go back to WMIRS when I have a break.  If I am launching 30+ sorties a day I cannot check with WMIRS before every single one.

"Is it legal to fly with these discrepancies?"  Another knee-slapper.  To answer this question I either have to have a copy of the FARs or have memorized the salient stuff like TOMATO FLAMES.  I also have to posses a POH for every airplane in the wing's fleet, as there are things like the 182 KOEL list that go beyond the FARs.  We have a maintenance function and we have certificated pilots, for chrissake.  If they can't determine the legality of the airplanes, then that is the problem to be solved.  It is not solved by a checklist.

"Are all destinations along the route of flight authorized for landings in CAP aircraft?"  Probably not, since there are many private airports that are charted.  And what if the answer is "No?" Do I refuse to release?

"If filing a flight plan, remind them to close it when finished."  Jeez.  Am I dealing with ignorant and impulsive children?

"Has the pilot read and understand [SIC] the latest hot topics for pilots."  Huh?  A search of the national web site does not reveal this information.  I did find a page of administrivia that might pertain but, jeez, how can this be a serious idea for a checklist?

and the beat goes on.  I have talked to our state ops guy and he feels the same way, but also said that multiple people have communicated this issue to National and have been met by total silence.  So, I dunno.  I may have run my last mission.  I won't treat our pilots like children and I won't willingly put myself into a situation where it is impossible to succeed on a mission.

Has anyone else looked at this idiot checklist from a mission effectiveness point of view?

 99 
 on: Yesterday at 01:30:19 PM 
Started by Falling Hare - Last post by FW
The retention rates seem accurate.  How this relates to the selection process for National Command Chief escapes me though.  That said, I'd love to know what this individual is responsible for.  We've had one for the last 10 or so years.  Has there been any "value added"?   

Oh, come on. this is CAPTalk. Topic drift isn't *new* here, right?   8)

In the 15 or so years I've been on this Forum (and its predecessors), I can honestly say.... It's a way of life! >:D ;D

 100 
 on: Yesterday at 01:23:24 PM 
Started by The_CAP_Life_Chose_Me - Last post by Live2Learn

Not that its relevant to the actual question raised .... Geez ... make it ANY kind of qualified O'Ride pilot.  Does that work for you? ;)

Yep, "Clear comms are a characteristic of 'good' [Mission] Pilots.   :)

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