First BFR in 20 years

[Steve Hguabmots]

Wow, this thread makes me think - I don't know that I've ever done a flight review (can't remember when they started). The first couple years as a pilot I got new ratings every year or so, then I was a 135 pilot, then corporate with annual proficiency checks, now annual check rides that count as flight reviews. Hmmmm, what will I do in retirement?

[Terry Carraway]

Again, each unit is different. My current unit embraces whatever talents, skills, and experience that you bring to the table. There are some strange issues that come from higher HQ (who hasn't heard that before), but nothing that bad.

In some areas they don't seem to have designed different tracks based on background. To train to be a Mission Pilot, you need to be qualified as a Mission Scanner. A Mission Scanner sits behind the pilot and does the visual scanning to that side of the aircraft so the pilot can concentrate on flying. No problem, it is good to start with the basics, somewhat. The ground training for MS is a lot of VERY basic things to a pilot. Like plotting a course on a sectional, what the forces are on a plane in flight, what the controls do, phonetic alphabet. All things the scanner needs to know, but inherent to a certificated pilot. We did my "ground training" over a beer in about 45 minutes. There were a couple of areas to actually talk about, such as the CAP SAR Grid for locations and search areas. I have to do two training rides, and then I will be good to start working on Mission Pilot. There is also a Mission Observer, which sits left seat and does other things, like run the direction finding equipment and the CAP VHF-FM radio.

As for rank, if you were up to an O-5, once you complete some basic online training (mainly on differences between CAP and Military), you can get your old rank. Not that rank means much in CAP. My current squadron commander is a 1st LT. There are several LtCols in the unit, and once I get my paperwork done, I will go back to being a Capt and out rank him. Senior NCOs can join and get a CAP NCO, that is the only way to be an CAP Senior Member NCO.

As for your personal airplane, CAP does very little with personally owned aircraft these days. Maryland Wing has 16 aircraft (IIRC), mainly C-182s, most with G1000 panels, a couple of C-172 and a Gibbs Aero GA-8 Airvan. Over, in 2019 CAP had 560 airplanes and 50 gliders. And right now, the big problem seems to be actually putting the expected number of hours on the planes. So they need pilots, ones that actually fly. Along with free flying for various missions and flights, you can also just fly that aircraft about about $60 per hour dry. Only downside is, you can't take non-CAP along.

For most people here, once you pass your initial checkride, you can probably be designated as a Orientation Pilot and Transport Mission Pilot. Orientation flying is giving the cadets their orientation flights. The get 5 power and 5 glider rides as Cadets, up to age 18. They have a syllabus of which each flight should cover. You take two Cadets, one left seat, one in the back, do a 1 hour O-ride, then swap the Cadets. The two can be on different rides in syllabus. In 2018, they flew over 35,000 Orientation Rides. Transport Mission Pilots can move aircraft from one location to another or during SAR work, they can fly High Bird to relay radio traffic (SAR aircraft are at 1000 AGL).

And again, yes, there are some "interesting" people in the organization. Like any group. Heck, even here on AVSIG we have had our occasional "interesting" person.

But like I said, this is my third time with CAP and so far, a MUCH better experience. Not that my Cadet experience was bad at all.

[Ray Tackett]

>>> It was the classic 2ndLT-dressed-up-as-a-Captain "In my vast experience" kind of thing.

You can always tell a 2LT, but you can't tell him much.

[A. Niemyer]

Dave,
We both agreed it wasn't about doing the training for peacetime, overland domestic SAR mission, we both understood our skillsets were combat-oriented SAR, and we would need to be trained in how CAP did their mission. It had more to do with a very dismissive attitude that a couple of rubes like us were barely bringing anything to the team worthy of the barest consideration. It was the classic 2ndLT-dressed-up-as-a-Captain "In my vast experience" kind of thing.

[Dave Siciliano]

As Terry said, very different personalities. Here, the unit I went to was very geared to kids and the parents ran the unit. Even if you were an expert in an area, you couldn't be disruptive to the folks currently tasked with that. I recall sitting through a basic map reading course, and it was all I could do to be quiet. I tried for awhile. They didn't want me to be a captain; I should start at the bottom rung. They also started tasking what I would do in my plane and that didn't last long.

[A. Niemyer]

That's what pushed me away from the CAP. I had enough military happy horsepoop when I was being paid to tolerate it. Doing it as a volunteer? Nuh-uh,,,,

I vividly recall casually asking at a recruiting open house of the then-local squadron about flying CAP SAR (No revealing my interesting experience as a California CAP Cadet a long time ago [It didn't end well]). I was standing there with a former multiple-tour Navy P-3 SAR-qualified Patrol Plane Commander; I was a trained and certified Combat SAR OSC. The young "Captain" very frankly told both of us that we were essentially completely and utterly untrained and unqualified in "how we do it in CAP; we're really the SAR experts" and we brought nothing to the table that would be "of any use at all" to CAP. OK, we'll FO, then, Captain, sorry for wasting your very valuable time. I consider it one of the very best decisions I've made in the past 30 years.

[Terry Carraway]

I can understand that.

But different squadrons have different personalities. And overall , the organization does some very good things.

[Stephanie Belser]

And some seem to be more military that the actual military.

That's what pushed me away from the CAP. I had enough military happy horsepoop when I was being paid to tolerate it. Doing it as a volunteer? Nuh-uh,,,,

[Terry Carraway]

And that an $5 will get you a small coffee at Starbucks.

[B.Butler]

Thanks.

And that it true. And some seem to be more military that the actual military.

yeah, one of my better "aviation moments" was watching the police handcuff a guy who was protesting: "You can't do this, I am a major in the United States Air Force Auxiliary."

[Terry Carraway]

Mostly through an IPC. I did 1.8 in an FTD set up for glass cockpit. MAN, a glass cockpit makes instrument flying MUCH easier.

Going to spend some time in an airplane Thursday, as it seems you need to land from a straight in and a circling approach. FTD landings do not count.

[Terry Carraway]

Thanks.

And that it true. And some seem to be more military that the actual military.

[Dave Siciliano]

Glad you’re flying again Terry! Hope that CAP unit works well for you. They each seem to have their own personality.

[Terry Carraway]

Hi Terry,
Good to see you getting back into flying.
CAP: The officialdom and bureaucracy aspect has always been a bit of a turn-off for me. YMMV

I've kept my CFI cert barely alive over the years. My Piper Cub keeps me happy and stick n rudder skills up to par. In today’s teaching environment I’d be severely challenged if confronted with a technologically advanced panel.

At least at my local squadron level, there is not so much officialdom and such. I am sure I will run into some, based on my previous experience. But in some ways, it seems they had mellowed a bit, based on the uniforms. Still have some hoops to jump through to fly with them, but even those seem reasonable. You need an initial check out in each make/model and one for G1000 equipped aircraft. But annual checkride is only one, if you do it in the most complex aircraft you will fly (HP or Complex or HP/G1000). And they pay for 4 hours initial. I am not sure if that is for each make/model/avionics.

Local meetings are discussing recent and upcoming events, then hanger flying.

I still need to hop a flight down to visit you and convince you to let me fly your yellow plane. I have flown a J-5 and Super Cubs (115 HP and 150HP).

[Scott Dyer DXR/CT]

It is my understanding that the ground portion of the Flight Review is supposed to come first, but I can't cite a regulation. Our rates are $140 an hour for a Cessna 172 and $50 an hour for instruction, both ground and air.

You didn't "pass" the flight portion, as it is simply a review, not a pass/fail flight. At worst, the CFI would recommend more practice on some maneuvers, which is very doubtful for someone with your level of experience no matter how rusty you may feel you are.

Any order is fine, Gil. What I'm wondering is why Terry completed the flying of the FR but isn't on a firm route (with the FR ground portion covering, e.g., the 172 particulars) to be checked out in the (same?) FBO's 172? Terry, worth asking about....