The Auxiliarymen’s Handbook March 2008

THE
AUXILIARYMEN’S
HANDBOOK

FOR NEW MEMBERS OF THE

CIVIL AIR PATROL

March 2008
The Auxiliarymen’s Handbook March 2008

THE
AUXILIARYMEN’S
HANDBOOK

March 2008

Student’s Name:_________________________________

CAP ID:_________________________________

Unit:_________________________________

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The Auxiliarymen’s Handbook March 2008

This is a Self-Paced and Formal Instructional Text

This training publication will walk you through the many facets of the Civil Air Patrol
preparing you to become a functional auxiliarist in the United States Air Force Auxiliary.

Compiled from Federal Government, USAF and CAP doctrines

and partially written by:
Lieutenant Colonel Robert A. Sims
Mitchell recipient, former Group Commander and
Southeast Region Director of Information Technology

Contributions By:
Lt Col Heather Muehleisen, Mitchell recipient and former Arizona Wing Deputy Group Commander
Lt Col Michael Sperry, Eaker recipient and former Director of Cadet Programs New Jersey Wing
Lt Col Michael Harding, former Florida Wing Group 7 Director of Operations
Maj Michael Widmann, Pennsylvania Wing Director of Emergency Services

Reviewed for quality and accuracy By:

Col Joseph Martin, Spaatz recipient and former Southeast Region Vice Commander
Lt Col William Lynch, Eaker recipient and former Arizona Wing Commander
Lt Col Robert Miller, former Florida Wing Group 7 Commander
Lt Col Steven Thomas, Wisconsin Wing Chaplain
Maj Darrell Sexton, former Tennessee Wing Group 1 Commander
Maj Thomas Elbrow, former Tennessee Wing Group 4 Commander
Maj Margarita Mesones-Mori, Director of Cadet Programs, Florida Wing
Maj David Roberts, Oklahoma Wing Squadron Commander

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THE OATH
An oath is a custom, dating back to the Romans, of publicly committing yourself to do a task. It makes you and
others know you are really serious about doing what the oath says you will do.

THE CADET OATH

I pledge that I will serve faithfully in the Civil Air Patrol cadet program, and that I will attend meetings regularly,
participate actively in unit activities, obey my officers, wear my uniform properly, and advance my education and
training rapidly to prepare myself to be of service to my community, state, and nation.

OATH OF APPLICATION (Senior Members)

I do solemnly swear (or affirm) that:

I do understand membership in the Civil Air Patrol is a privilege and not a right. I also understand that
membership is on a year-to-year basis and is subject to annual renewal by the Civil Air Patrol. I further
understand that failure to meet the membership eligibility criteria will result in automatic membership
termination at any time.

I understand only the Civil Air Patrol corporate officers are authorized to obligate funds, equipment, or services.

I understand the Civil Air Patrol will not be liable for loss or damage to my personal property when operated
for or by the Civil Air Patrol.

I voluntarily subscribe to the objectives and purposes of the Civil Air Patrol and agree to be guided by the
Constitution and Bylaws of the Civil Air Patrol and comply with Civil Air Patrol rules and regulations as from
time to time may be amended or promulgated.

I agree to abide by the decisions of those in authority of the Civil Air Patrol.

I certify that all the information on this application is presently correct. I understand I am obligated to notify the
Civil Air Patrol if there are any changes to the background information on the front of this form (CAPF 12) and
further understand that failure to report such changes may be grounds for membership termination.

I understand that this Oath of Application is a part of this application for Senior Membership in the Civil Air
Patrol and that my signature on the form constitutes evidence of that understanding.

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THE CIVIL AIR PATROL

Motto
Semper Vigilans
Latin for, Always Vigilant.
It reflects the ever-ready status of the Civil Air Patrol.
It means every member from cadets to officers must be prepared
to respond effectively to any situation.

Mission
To serve America by performing Homeland Security and
humanitarian missions for our communities, states, and nation;
developing our country’s youth; and educating our citizens on
the importance of air and space power.

Core Values
Integrity, Volunteer Services, Excellence, and Respect

Seal

The Civil Air Patrol is symbolized by the American Bald Eagle with wings elevated
and displayed in front of a puff cloud depicting a new firmament.

The CAP emblem is superimposed on the shield noting the linage of our organization
as part of the Office of Civil Defense.

There are thirteen stars surrounding the coat of arms representing the original
thirteen colonies as celebrated by many U.S. seals.

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CONTENTS
Forward…………………………………………………………………………………………………..
Oaths…………………………………………………………………………………………………….. iii
Civil Air Patrol Motto, Mission, Core Values, and Seal………………………………………………… iv

Chapter One – Starting with a Solid Foundation

Starting with a Solid Foundation……………………………………………………………………… 1-1
Core Value……………………………………………………………………………………………. 1-2
Listening………………………………………………………………………………………………. 1-4
Self Management……………………………………………………………………………………… 1-5
Summary Exercise…………………………………………………….………………………………. 1-7

Chapter Two – History of the Civil Air Patrol

History of the Civil Air Patrol………………………………………………………………………... 2-1
1941 – Realization of a National Civil Air Patrol………………………………………………..…… 2-3
Early Days and War Time Activities………………………………………………………………….. 2-4
The First “Kill”……...………………………………………………………………………………… 2-8
Other War Time Activities………………………………………………………………………...… 2-9
Pilot Program and Cadet Training………………………………………………………………….… 2-12
Rewards for Service………………………………………………………………………………...… 2-13
The Post War Period – Search for New Roles……………………………………………………… 2-14
Recent Past and Today……………………………………………………………………………….. 2-16
Summary Exercise…………………………………………………………………………………….. 2-18

Chapter Three – Organization

Organization………………………………………………………...…………………………………. 3-1
The United States Air Force …………………………………………………………………………. 3-3
Organization of the Civil Air Patrol………………………………………………….………….……. 3-6
Summary Exercise…………………………………………………………………………...………… 3-10

Chapter Four – Missions of the Civil Air Patrol

Missions of the Civil Air Patrol………………………………………………...……………..……… 4-1
Emergency Services……………………………………………….…………………………….……. 4-4
Aerospace Education…………...…………………………………………………………...………… 4-10
Cadet Programs………………………………………………………………………………………. 4-11
Summary Exercise…………………………………………………………………………..………… 4-13

Chapter Five – Individual Progression

Individual Progression………………………………………………………………………………… 5-1
Officer Progression…………………………………………………………………….…………...… 5-1
Flight Officer and NCO Progression…………………………………………………..…….……….. 5-5
Cadet Progression…………………………………………………………………...……..…………. 5-6
Summary Exercise…………………………………………………………………..………………… 5-8

Chapter Six – Customs and Courtesies

Customs and Courtesies…………………………………………………………………………...… 6-1
Military Salute………………………………………………………………………...……….….…… 6-1
Reporting………………………………………………………………………………….….……….. 6-4
More Customs………………………………………………………………………………….…….. 6-5
Summary Exercise……………………………………………………………………………;;……… 6-8

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Chapter Seven – Uniforms, Insignias, and You
Uniforms, Insignias, and You………………………………………………….………………..……... 7-1
Sources of Uniforms………………………………..………………………………………………… 7-2
Grooming Standards……………………………………………………..………………………….... 7-2
Weight Standards………………..………………………………..………………………..…....…….. 7-4
Care and Wear of Your ……………………....……………………………...…………………...…... 7-5
Types of Uniforms……………………………….…………………………………...………….…… 7-7
Headgear………………………………….…………………………………...………...…………….. 7-18
Grade Insignias……………………….……………………………………………...……….…….….. 7-20
Badges……………………………….…………………………………………………..……..…..….. 7-22
Wings……………………………….……………………………...…………..……………..……….. 7-24
Summary Exercise………………..…………………...……………………...…………...…….….….. 7-25

Chapter Eight – Operational Security

Operational Security (OPSEC)……………………………………………………………………….. 8-1
Summary Exercise…………………………………………………………………………………….. 8-1

Chapter Nine – Publications and Forms

Publications and Forms…….………………………………………………….………………..……... 9-1
Types of Publications……………………………………………………..……………………….…... 9-1
Publication Terminology……………………………………………………………………………… 9-2
Forms…………………………………………………………………………………………………. 9-3
Office of Primary Responsibility……………………………………………………………………..... 9-3
Publication and Form Organization…………………………………………………………………... 9-4
Putting It All Together………………………………………………………………………………... 9-5
Preparing and Processing Correspondence………………………………………………………….. 9-6
Summary Exercise………………………………………………………………………………..…… 9-8

Chapter Ten – Communications

Communications………………………………………………………………………………….…... 10-1
Types of Communication…..…………………………………………………………………………. 10-1
Radio Communication Know-How………………………………………………………………...… 10-3
Putting It All Together…………………………………………………………………………...…… 10-8
Printing Block-Style Letters……………………………………………………………………...…… 10-8
Summary Exercise……………………………………………………………………………...….….. 10-9

Chapter Eleven – Drill

Drill……………………………………………………………………………………………….…… 11-1
Types of Drill Commands………………………………………………………………………….…. 11-1
Basic Commands……………………………………………………………………………..……….. 11-2
Summary Exercise…………………………………………………………………………….………. 11-11

Chapter Twelve - Inspections

Inspections………………………………………………………………………………………...….. 12-1
Individual Inspection……………………………………………………………………………….…. 12-1
Unit Inspection…………………………………………………………………………………….….. 12-2
Pass In Review………………………………………………………………………………………... 12-2
Summary Exercise…………………………………………………………………………….………. 12-4

Chapter Thirteen – The Aviation Environment

The Aviation Environment……………………………………………………………………….…… 13-1
Terms…………………………………………………………………………………….…………… 13-1
Safely Operating Around Aircraft…………………………………………………..………………… 13-4
Preparing for Flight…………………………………………………………………...……………….. 13-4
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Summary Exercise………………………………………………………………………………..…… 13-6

Chapter Fourteen – Aircraft Recognition

Aircraft Recognition………………….…………………………………………………………..…… 14-1
Summary Exercise………………………………………………………………………………..…… 14-9

References
Acronyms…………………………………………………………………………………...………... R-1
Flags used in the Civil Air Patrol...……………………………………………………………….…… R-4
United States Air Force Song………………………..…………………...…………………………… R-5
Civil Air Patrol Songs…………………………………………………………………….…………… R-6
Cadet Rote Learning………………………………………………………….………………….....… R-7
Sources……………………………………………………………………………………….….…… R-9

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INTENTIONALLY
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The Auxiliarymen’s Handbook March 2008

Chapter 1
STARTING WITH A SOLID FOUNDATION

As a member of the Civil Air Patrol, you and others from all
different parts of our community have the privilege of participating in
the finest auxiliary in the world. If you already appeared before a
membership review board you should be proud to know that your
future peers saw a quality in you that would benefit the Civil Air Patrol,
the U.S. Air Force, and the United States of America. However, you
must always remember that being part of this fine organization is a
privilege and not a right.

Followership
Right now, your limited knowledge about the functions and
operations of the Civil Air Patrol has you in a followership role.
Learning followership is the first step in becoming a successful leader. It
is not a place of inferiority, but rather a critical building block for a
successful career as a leader. Think of your training as if you were
building a high rise. You can’t begin building the 20th floor if the 1st
through 19th haven’t been completed. In fact, you can’t even begin the
first few floors unless you have a solid foundation. This is the intent of
this text. By learning the information found here, you’ll be building a
solid foundation for your Civil Air Patrol career.

Like a building, you must start Followership is reaching a specific goal while exercising a
with a solid foundation in positive attitude, respect for authority, integrity and self discipline. The
order to build a remarkable first step is learning that positive attitude is expected while performing
in the Civil Air Patrol.
career.
Attitude
We all act differently in the company of different people. For
example, you may be more open around your family when at home then

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you would at school or work. So the objective is for you as a new

member to learn what is expected of you in the Civil Air Patrol.

The key to developing a proper attitude towards the Civil Air

Patrol lies in understanding of what is expected of you.

One expectation is for you to arrive at meetings, missions, or

Tip: Prior Planning Prevents activities prepared. This means you are appropriately wearing the
Poor Performance. correct uniform, maintaining military bearing, bringing the right tools for
(Known as the 5 Ps) the job and are mentally prepared. A common saying is – Prior Planning
Prevents Poor Performance. Those good or bad events that affect you
outside of the Civil Air Patrol need to stay outside of CAP. If you are
serious about having a positive attitude, you will be successful in the
Civil Air Patrol.

These are simple every day examples. However, there may be

times when the answer to what is right or wrong isn’t as clear. To help
you navigate to the right decisions, the Civil Air Patrol has a set of core
values that guide us to the expectations of our actions. These core
values are essential to your success and should not just be memorized,
but well understood and lived by.

Core Values
An organization without values is one primed for failure. The
Civil Air Patrol established a set of core values in 2000 following the
leadership of the U.S. Air Force’s initiation of their core values. The
core values of Civil Air Patrol establish a common set of behavioral
Civil Air Patrol core values expectations (attitude) as well as a set of standards to assess member
were taken in part from the conduct. The values of Integrity, Volunteer Service, Excellence, and
U.S. Air Forces’ core values. Respect, serve as the ethical framework for CAP’s service to America.

Air Forces core values are: This framework is essential to the success of the organization.
Integrity first It defines the expectations of each of us and sets the standards of
Service before self accountability of our actions. To better understand what you will be
Excellence in all we do accountable for in your actions, we will look at each of the core values
in detail.

Integrity
This is the very fiber of all core values; without it all other core
values cannot prevail. It is the cornerstone for all that is moral and just
in our society. It is more than simple honesty. It embraces other
attributes such as courage, responsibility, accountability, justice,
The U.S. Air Force Academy openness, self-respect, and humility. Lastly, this core value means CAP
bids by there own code as well members must practice the highest standards of self-discipline.

“We shall not lie, cheat, or Self-discipline means that you do a task because you see that it
steal, nor tolerate anyone needs to be done, not because you are told to do it. You show self-
amongst us who does.” discipline when you complete necessary tasks even when they are
unpleasant.

Integrity includes trustworthiness and dependability in doing any

task expected of you, no matter how trivial the task or how casually
you agree to accept it. If another member asks you at a social gathering

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to help him with a problem and you tell him that you will work on it
tomorrow, it means you will do exactly that!

When you have integrity, your conscience and character insist

you treat others as well as you treat yourself – with respect. This is
how you gain unshakable self-respect, resolution, and both moral and
physical courage. Integrity empowers you to do the right thing even
though it may be very hard to do it. It also empowers you to be selfless
instead of selfish.

People constantly look for leaders who have moral soundness, honor,
trustworthiness, dependability, honesty, loyalty, and physical and mental
courage. When you show integrity you are consistent and constant.
People know what to expect from you. Honor, moral soundness, and
courage allow you to uphold those principles and to do things without
holding back. Honesty, trustworthiness, dependability, and loyalty are
characteristics that are expected and required of leaders and followers.

Volunteer Service
Service is a commitment. Your CAP adopted this core value because it reflects the very
essence of the organization—service to humanity. All CAP volunteers
word is who you are. If you
willingly give of their time, energy, and personal resources. Moreover,
can‘t do something, speak up, many have made the ultimate sacrifice by losing their lives while serving
however if you say you can, the organization and their nation. As a minimum, this core value implies
then you must do just that. a commitment on the part of all CAP members to place the
organization’s purposes first and foremost. This process starts with the
member’s agreement to obey the rules and regulations.

It is important to understand and remember that the word

volunteer does not negate the idea of commitment. The members of
the Civil Air Patrol volunteer to serve, just in the same way our all
volunteer military does. The sole difference is that Civil Air Patrol
members do not make a contractual time commitment nor are they
government servants. This means that you may volunteer to leave the
organization at anytime, however while a member you have made a
commitment to serve.

This idea of volunteer service and commitment to serve is not

new. During the founding of our great nation, average citizens such as
you volunteered to come together for the betterment of their society.
We know them as minute men. In fact, because of this great similarity,
some people refer to the Civil Air Patrol as “Flying minute men”.

Excellence
This core value reflects CAP’s continuous effort to be the very
With regard to excellence, it is best, and to consistently improve its service to America. From personal
not enough to know, but we appearance to resource management, excellence must be the goal of all
must try to have and use it. CAP members.
-Aristotle
Excellence begins with how you represent yourself and the Civil
Greek philosopher Air Patrol. Adherence to proper grooming and uniform wear is
primary. Being on time and prepared maintains the effectiveness of
CAP.

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As a member of the Civil Air Patrol, you may be charged with

responsibility of using and caring for equipment. It is vital that you are
committed to the idea of excellence in its use and care. A lack of
excellence can result in a monetary and operational loss affecting others
in the organizations and those who may be relying on our efforts to
save them.

Respect
CAP members come from all walks of life. Therefore, it is
extremely important that members treat each other with fairness and
Respect your efforts, respect dignity, and work together as a team. To do otherwise would seriously
impair CAP’s capability to accomplish the mission.
yourself. Self-respect leads to
self-discipline. When you have When participating in CAP you must always have respect for
both firmly under your belt, authority. As a member of the human race, you will not always agree
with decisions made or even personally like the person making the
that's real power.
decisions. Regardless, it is incumbent upon you to maintain a
-Clint Eastwood professional decorum at all times. A lack of respect for authority is a
Movie Actor & Director poor reflection on you only.

You must obey Civil Air Patrol publications and legitimate

orders given to you by those appointed to positions of authority above
you. You give your word to follow orders when you recite the oath.

Listening
As a follower, or a leader, listening is a must. It helps you
understand what others mean when they are trying to help you; this is
called feedback. Because of outside noises, active listening is hard
because of internal barriers: we think about the speaker instead of the
message; we think we already know the solution before the speaker
states it. Here are some “DO’s” for good listening:

• DO keep an open mind. Do not allow your personal ideas too

interfere with accepting new ideas which may prove better. Tune
out your own ideas. You are not open-minded to the speaker’s
ideas if your head is full of your own ideas. Open-mindedness
requires humility, and tests how well you can listen actively.
• DO listen to understand, not to argue or challenge. If you try to
argue, thinking you know everything without separately trying to
understand, often you will find you never understood the idea in
the first place. Argue, challenge, or doubt the material after you
have heard the whole story.
• DO listen to what the speaker says not how well the speaker says
it. Remember, the speaker may have a great idea but may not
express it well. Listen for the idea—what the person is really
trying to say—not just the words.
• DO take notes with care. Taking notes flatter the speaker if you
take only a few good ones. But if you take too many notes, you are
focusing too much on the notes and too little on listening.
• DO make and (usually) hold eye contact. Let the speaker know
you care about what is being said. If the speaker prefers not to
hold eye contact, act as though you’re waiting patiently.

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• DO keep your feelings positive. If you do not trust the speaker, your
face will show it. If you control your negative feelings toward the
subject (or the speaker) and strain to accept what you hear, you will
have an open mind, and may actually change your mind!
• DO listen to new ideas and when you pass them on, give credit to the
source. No one stands taller than those who show the good sense to
recognize the value of new ideas and honestly give credit to their
sources.

Self-Management
Every level of command needs management. This includes your
squadron commander down to you, the beginner—the follower. Your
management duties are to manage yourself. Manage your resources—your
time, your energy, your time with your family, adequate sleep, proper
nutrition, and so on. As you progress through this program, you will learn
to manage larger groups of people and activities. An example of self-
management is organizing your time so you can attend your meetings. This
may include “hard choices” of not participating with other groups. Self-
management also means advising your supervisor ahead of time that you
cannot attend a squadron function. Another example is wearing your
uniform properly and meeting CAP grooming standards. This shows you
know how to take care of your uniform without having to depend on
someone else to constantly correct you.

Study Habits
Leaders are always learning, in and out of the classroom. It may not be
obvious, but good study habits affect your success with learning new things,
like flying! A disciplined approach to studying means finding the right time
and the right surroundings so you can learn more in a short time. Here are
some guidelines that have proven successful whether preparing for an exam
or learning just for fun.

• Decide when to study. Set aside a certain number of hours a day or a

week to do it.
• Choose a quiet place so you will not be interrupted.
• Have good lighting.
• Find a comfortable, well-ventilated place to work.
• Make sure you have all the tools you need (pencil, paper, note cards,
calculator) before you start.
• Give your undivided attention to the subject and shut out distractions
• Survey the material you are going to read by scanning the paragraph
headings and major topics.
• To better understand the material you are about to read, ask yourself
questions about it first. Answer these questions as you read.
• If you are allowed to write in your book, underline or highlight
important ideas; otherwise outline the material.
• Complete all the material.
• Answer any review questions provided in the text.
• Reread to clear up any misunderstandings.
• Take a 5 minute break each hour, doing something as different from
reading as you can, such as physical exercise.
• Review consistently and periodically.

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Reading Skills
Comprehension is the most important thing about reading. Reading
is the companion tool to listening for effective learning. Skilled readers use a
three-step approach to improve their reading comprehension:

Remember, with this step, ask, Identification. This will help you see the author’s ideas and why
“What am I reading?” they were organized the way they were. To do this, shorten the theme of
the section into a single sentence or short paragraph. When you finish the
chapter, analyze its major parts and divisions. Use the objectives in the
Chapter Goal at the beginning of each chapter to help you.

Remember, with this step, ask, Interpretation. Think of yourself as the author. Search for the
“What does it mean?” author’s meaning by recognizing the author’s major ideas and supporting
points. Find sentences, or key paragraphs that support the chapter’s main
ideas. One way to find supporting facts is to recognize that a paragraph is a
cluster of sentences around a central idea.

Evaluation. Decide if you understand the main points in the

Remember, with this step, ask, chapter.
“What is the importance?”,
“How does it effect me?” and When you have finished these three steps, your critical reading is
“How should I react?” done!

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SUMMARY EXERCISE

1. The first step in learning leadership is mastering followership.

a. True b. False

2. The key to developing a proper attitude towards the Civil Air Patrol, lies in understanding of ___.
a. what you thing of it b. how to wear the uniform
c. what is expected of you d. how to listen

3. Obeying Civil Air Patrol publications and legitimate orders given to you by those appointed to positions of
authority above you is mandatory.
a. True b. False

4. The strict adherence to a code of conduct is known as ___.

a. discipline b. integrity
c. loyalty d. your duty

5. You see a piece of trash on the ground, pick it up, and throw it away. This is an example of _____.
a. self-discipline b. duty
c. integrity d. loyalty

6. Taking notes, making eye contact, and keeping an open mind are all samples of good _____.
a. behavior b. listening skills
c. mind reading d. discipline

7. What are the four core values of the Civil Air Patrol?

_____________________________________ ___________________________________

_____________________________________ ___________________________________

8. Name at least three ways of studying that have proven successful whether preparing for an exam or
learning just for fun.

_____________________________________ ___________________________________

_____________________________________

9. Name three steps in that skilled readers use a three-step approach to improve their reading
comprehension.

_____________________________________ ___________________________________

_____________________________________

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NOTES

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Chapter 2
HISTORY OF THE CIVIL AIR PATROL

The Civil Air Patrol began as an idea by aviation enthusiasts and

PREPARING FOR WAR
pilots who were concerned about the future of general aviation in
America in the years before World War II. In the mid to late 1930’s,
Nazi Germany, Fascist Italy, and Imperial Japan created an alliance called
the Axis, and were taking over much of Europe, North Africa and
Indochina. Their actions were beginning to threaten America’s allies and
vital interests.

A by-product of the Axis’ aggressions was the stifling of civil

aviation in conquered countries. Also, in those countries not yet
threatened by Axis power, civil aircraft flight was either drastically

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curtailed or eliminated as authorities realized the need to better control

air traffic through restriction to military flights only.

During the period 1938-41, United States civilian aircraft pilots,

aviation mechanics and aviation enthusiasts became increasingly
concerned about the international situation. They began to understand
– as many Americans did – that if the Axis powers were even marginally
successful in their plans for conquests, America would be forced to
intervene. If so, they concluded that the government would most
probably severely limit aviation in an attempt to reduce the risk of
sabotage. These air-minded Americans realized that the United States –
and the aviation community – would be better suited if civil aviation
could be put to use when hostilities opened instead of being restricted
by the government. During that period, there were approximately
25,000 light aircraft, 128,000 certified pilots, and over 14,000 aircraft
mechanics in America.

Fearing these repercussions, many of these aviation enthusiasts

searched for ways to both serve their country and preserve civil
aviation’s strength. While many pilots and mechanics entered the Royal
Air Force or the Royal Canadian Air Force to “get on with it,” others
joined the U.S. armed services. Those who could not join a military
service because of age, physical condition or for other reasons still had
the desire to help. They were prepared to endorse any plan whereby
they and their aircraft could be put to use when the time came in
defense of the nation.

The concept of a national Civil Air Patrol was first envisaged in

1938 when Mr. Gill Robb Wilson, a noted aviation writer of the time,
returned from a writing assignment in Germany. While there, he
noticed Germany’s aggressive intentions first-hand. Upon his return to
his home state of New Jersey, he reported his findings to Governor
Edison and pleaded that New Jersey organize and use its civil air fleet as
an augmentive force for the war that he was convinced would come.
Gill Rob Wilson, founder of the
Governor Edison approved the concept and Mr. Wilson
Civil Air Patrol formulated a plan to consolidate general aviation into a public service
organization devoted to supporting America’s war effort. In this way,
private pilots could use their skills to help defend their country; and stay
in the air!

This plan, backed by the Chief of the Army Air Corps, General
Henry H. “Hap” Arnold and the Civil Aeronautics Authority, called for
the utilization of single-engine, propeller-driven aircraft for liaison work
and patrolling uninhabited stretches of coastline and vital infrastructure
such as dams, aqueducts, pipelines, etc., to guard against sabotage. In
addition, security measures, such as policing the airports and
fingerprinting those people associated with light aviation, were to be
performed by Civil Air Defense Services personnel (as Wilson’s
organization in New Jersey was named).

Other efforts were made following the pattern of the New

Jersey Civil Air Defense Services. The Airplane Owners and Pilots
Association (a national organization that still exists today) had its “Civil
Air Guard” units in several metropolitan cities across the nation. The

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Civil Air Guard was started by Mr. Milton Knight in Ohio. In time, other
states followed the pioneering efforts of New Jersey. Colorado and
Missouri had state air squadrons; Florida formed an organization known
as the “Florida Defense Force.” Soon states from across America had
their own organizations. But of all these organizations, it was Gill Robb
Wilson’s Civil Air Defense Service that was the blueprint for today’s
Civil Air Patrol.

The Civil Aeronautics Meanwhile, the U.S. Army Air Corps and the Civil Aeronautics
Administration (CAA) became Administration had instituted what it saw as a first step towards utilizing
the Federal Aviation civil air strength, by formulating a civilian pilot refresher course and a
Administration (FAA) in 1958 civilian pilot training program. But these two activities made provision
only for military use of those trained, with the objective of raising the
existing reservoir of civilian airmen who could be placed into military
service when needed. However, there were still many civilian pilots who
were not deemed as acceptable for this step.

The second step pertained to the civil air strength in being. The
program’s objective was to organize civilian aviation personnel so that
their efforts could best be used in what loomed on the horizon as an all-
out war effort. It was from this second step that Civil Air Patrol came
into being.

As with any program of such magnitude, there were varying

opinions, and much thought and effort were spent before a workable
program could be devised. Some highly responsible men believed
military use should be made of civilian “know-how.” Others, equally
responsible, believed that civil aviation should be curtailed in time of
war, as in Europe.

Divergent viewpoints concerning control arose even among

those who advocated military use of civilian aircraft. One group was
convinced that light-plane aviation interests should be unified under a
national system, while another group believed that control would be
more appropriate at the state level.

1941 – Realization of a National Civil Air Patrol

The advocates of a nationwide Civil Air Patrol made
innumerable contacts in their effort to establish their proposed
organization as an element of America’s defense. But first, the problem
of how to best use Civil Air Patrol for military missions had to be solved
through Federal government approval and direction.
Preparation

On 22 April 1941, Mr. Thomas H. Beck, Chairman of the Board

of the Crowell-Collier Publishing Co., prepared and presented to
President Franklin D. Roosevelt a plan for the mobilization of the
nation’s air strength. Mr. Beck discussed his plan with Mr. Guy P.
Gannett, owner of a New England newspaper chain. On 20 May 1941,
the Office of Civilian Defense (OSD) was established as an agency of the
Federal government with former mayor of New York City, Fiorello H.
LaGuardia, as its director. National Civil Air Patrol advocates, including

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Mr. Wilson, Mr. Beck, and Mr. Gannett, presented their plan for a
national level CAP to Mr. LaGuardia. Having been a pilot during World
War I (WW I), LaGuardia saw merit in the plan and expressed his
enthusiasm for it, but he also recognized that its success would hinge
The Civil Air Patrol 3-bladed upon the support of the War Department, specifically the U.S. Army Air
propeller emblem was actually Corps. Mr. LaGuardia appointed Wilson, Beck, and Gannett to a special
taken from the Civil Defense aviation committee with instructions to “blueprint” the organization of
Emblem. Look closely, and you’ll national aviation resources on a national scale. By June 1941, a plan for
see that the CAP emblem has the the proposed organization took shape, although many of the details still
same blue circle, white triangle, needed to be worked out. Gill Robb Wilson accomplished this task,
and red symbol insert. assisted by Mr. Reed Landis, a WW I ace, aeronautical expert, and the
OSD aviation consultant. Wilson and Landis had the advice and
assistance of some of the country’s leading airmen as they worked to
finalize the plan.

By early October the planning was completed, what was left

was the drawing up of directives, design of basic forms, and a few other
administrative details. To see to these remaining details, and to
accomplish the important task of selecting wing commanders (one for
each state), Wilson left his New York office and traveled to Washington
DC, as the Civil Air Patrol’s first executive officer.

Military Approval
To solidify the plan under the approval of the military
establishment, General “Hap” Arnold – who had encouraged the plan
from the beginning – convened a board of military officers to review the
final plan presented by Gill Robb Wilson and his colleagues. General
Arnold appointed General George E. Stratemeyer as presiding officer of
the board, which included Colonel Harry H. Blee, Major Lucas P.
Ordway, Jr., and Major A.B. McMullen. General Arnold asked the board
to determine the potential of the Civil Air Patrol plan and to evaluate
the role of the War Department in making CAP an agency of the new
Office of Civilian Defense. The board approved the plan, while
recommending that Army Air Forces (AAF) officers help to start up and
administer the new organization. Now with military approval, the
Director of Civilian Defense (Mr. LaGuardia) signed the formal order
creating the Civil Air Patrol on 1 December 1941.

Early Days and War Time Activites

On 8 December 1941, the day after the attack on Pearl Harbor
by the Imperial Japanese Naval Air Forces, Director LaGuardia
*The title National Commander published a document called Administrative Order 9. This order
was reserved for the Air Force outlined the proposed organization of Civil Air Patrol and designated its
until 1975, when the title was first national commander Major General John F. Curry, U.S. Army Air
changed to Commander, CAP Corps.* Gill Robb Wilson officially became CAP’s first executive officer.
USAF/Executive Director. The Appointed as the operations officer of the fledgling organization was
title was again changed, to Colonel Harry H. Blee, who was a member of the board that approved
Senior Air Force Advisor, in the establishment of CAP. It is also interesting to note that Colonel Blee
1995. was one of many retired military officers recalled to active duty during
World War II to fill vacancies created by the rapidly expanding military
establishment and wartime activities. Under the wise leadership of these
men and others like them, Civil Air Patrol began a period of
tremendous growth and development in the service of our nation.

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The fears of the civil aviation community that flight by civil

aircraft would be halted when hostilities broke out were justified. The
day after the attack on Pearl Harbor all civil aircraft, except for
scheduled commercial airlines, were grounded. This restriction lasted
only for a few days, except on the West Coast, where restrictions were
maintained throughout the war due to concerns about Japanese activity
in that area of the country.

The pendulum swung the other way in the rest of the country,
and soon very little thought was given to the small aircraft as they took
off and landed at airports all over America. Earle E. Johnson, one of
CAP’s founders and later Commander of Civil Air Patrol, was disturbed
by the renewed flights and the lack of security at airports. He saw the
great potential of light aircraft not only as a beneficial tool for law
Major General John F Curry, abiding citizens, but also as a highly effective weapon in the hands of
first national commander of the saboteurs. He saw the potential for light aircraft to wreak havoc with
Civil Air Patrol the nation’s industrial complexes

They could do this, he reasoned, by making night flights to drop

bombs on war plants. Remember, American soil had just been attacked
from the air, so this was a real concern. No doubt, saboteurs would
have to make a concentrated and all-out effort to have a crippling effect,
for after the first attempt security measures would be instituted. But the
psychological effect on the public would be staggering no matter how
successful their attempt. Johnson didn’t want saboteurs to have the
chance, and he took it upon himself to prove the vulnerability of
industry.

At eleven P.M. one evening, Mr. Johnson took off in his own
airplane from his farm airstrip near Cleveland, Ohio. In the airplane he
carried three small sandbags and flew towards a cluster of war plants on
Cleveland’s outskirts. Flying at 500 feet, Johnson dropped sandbags on
the roofs of three plants and returned to his airstrip – apparently
undetected or, if detected, dismissed as a threat just as quickly.

The next morning, Mr. Johnson notified the plant owners that
they had been “bombed.” The CAA reacted by again halting all civilian
flying until adequate security measures had been taken. These measures
were not limited to industrial plants. Airports would be guarded; this
meant that all pilots before they would be permitted to fly would have
to prove they were loyal citizens of the United States. All flights were to
be for official business only and accomplished only under approved flight
plans.

A by-product of the increased security was an increase in CAP’s

initial membership because CAP’s flight activities were for official
business, and there was always flying going on. Along with the pilots
came thousands of other patriotic citizens, many of whom possessed
special skills. These included radio operators, mechanics, doctors and
nurses. Even those who had no special skills contributed as well
performing support functions as messengers, guards and drivers, or to
perform other necessary duties required to ensure the proper
accomplishment of local CAP activities.

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CAP World War II Activities

Soon after Congress declared war against the Axis (Germany,
Italy and Japan), German submarines were operating in the American
coastal waters along eastern and southeastern shorelines. Beginning
with the sinking of 11 Allied sea going vessels in January 1942, many of
which were within sight of United States’ Eastern and Gulf shores, the
submarines (U-boats as they were known), were exacting a heavy toll.
The monthly shipping loss continued to rise through May 1942, with 52
ships sunk. Then they gradually declined until September 1942 when
only one ship was lost, and no others were sunk for the remainder of
the year. But the damage had been done: 204 vessels were lost. This
level of destruction not only seriously affected the supply of war
materials being exported to troops fighting in Europe and Africa, but
also cut into the nation’s petroleum supplies.

Civil Air Patrol leaders urged the War Department to give their
new organization a chance to help combat the submarine threat. CAP
faced initial opposition to the plan, as it was argued that their proposal
was not feasible. This was because of the perceived impracticality of
sending such a young organization with undisciplined and untried
members on critical and dangerous missions.

Meanwhile, the Navy was so thinly spread along the 1,200-mile

sea frontier of the eastern and southeastern coasts that it could not
effectively combat the raiding enemy submarines. To compound the
problem, the Army Air Forces had not had enough time to build up the
number of aircraft to a point where they could cope with their regular
Above are some of the various
missions as well as the submarine menace. Consequently, the German
unit insignias in the early days of U-boats continued their activities through the spring and summer of
the Civil Air Patrol 1942 at an alarming rate. They were sinking ships practically at will; oil,
debris, and bodies were being washed ashore at a horrifying rate.

Costal Patrol Authorized

The worsening submarine threat convinced military authorities
that Civil Air Patrol should be used to combat the German U-boats. By
this time Gill Robb Wilson had been replaced as the CAP’s executive
officer by Captain Earle L. Johnson, U.S. Army Air Forces (the same
Johnson who “bombed” industrial plants in Ohio). This change enabled
Wilson to concentrate on the tremendous task of organizing a coastal
patrol program within Civil Air Patrol. This preparation culminated on 5
March 1942, when the Civil Air Patrol was authorized to conduct a 90-
day “experimental” operation on coastal patrol at two locations along
the eastern seaboard. This gave CAP’s volunteers a scant 90 days to
prove themselves worthy of the trust placed in them – that of national
defense. In a very real sense, the destiny of Civil Air Patrol as an
organization rested on the shoulders of this small group of brave
aircrews. They succeeded; before the 3-month period was over, CAP’s
coastal patrol operations were authorized to expand, both in duration
and territory.

It is interesting to note that this successful operation

Two costal patrol aircraft search contributed to the decision to replace the National Commander, Major
for U-boats General Curry, with Captain Johnson. He was subsequently promoted
to Colonel and served as CAP’s National Commander until his death.

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Finally, in recognition of his role as the wartime leader of CAP, Johnson

was promoted to Brigadier General posthumously.

The original idea of Coastal Patrol was to perform unarmed

reconnaissance flights over the eastern coasts. The aircrews, pilots and
observers, were to keep in constant touch with their bases and notify
AAF and Navy patrols in the area of U-boats when sighted. They would
remain in the area until relieved. And, soon after the CAP Coastal
Patrol experiment was authorized, the first three bases were established
at Atlantic City, New Jersey; Rehoboth, Delaware, and Lantana, Florida.
(Above) An aircrew being As the program matured the network was expanded to 21 bases.
picked up after ditching their Honors for the first combat flight by civilian pilots go to those of
aircraft. (Below) Members who Coastal Patrol Base 2 at Rehoboth, Delaware. Their 5 March 1942
patrol was less than one week after the 28 February 1942 activation
made forced landings in the
date for the base.
water on CAP Coastal Patrol
were made members of the Life was by no means easy at any of the coastal patrol bases and
“Duck Club” was extremely difficult at some. For instance, a farmer’s house and
chicken coop were converted into a headquarters and barracks in
Parkley, Virginia. At this same base, the CAP members assigned had to
cut down a grove of trees to make room for the runway. The trees
then had to be paid for – by the members themselves! At the Manteo
base in North Carolina, mosquitoes were so numerous that the
members assigned there had to wear special head nets to protect
themselves. Another example was the coastal patrol members stationed
at Grand Isle, Louisiana, where they had the dubious honor of living in
an old and disheveled resort hotel with a rather large rat colony.

The member’s compensation for their sacrifice was only $8 per

day for pilots and $5 per day for ground personnel. Even under these
austere conditions, membership in CAP rose at an astounding rate.

Why did these folks subject themselves to these primitive

conditions with so little materially to gain? It was their love of country
and flying and their need to contribute to their country’s defense. And
these people were from virtually every profession – teachers, doctors,
lawyers, plumbers, salesmen, and even a few millionaires.
An aircraft from Base 9, Grand
Isle, LA is being pulled onto dry As mentioned, the light aircraft flown by CAP coastal patrols
land. were at first utilized for reconnaissance purposes only, and were not
armed. The aircrews spotted targets and reported back to their mission
base. They would then remain in the area until help arrived. However in
some cases, simply spotting enemy submarines would not be enough.

Late one afternoon in May 1942, a crew consisting of “Doc”

Rinker and Tom Manning were flying a patrol mission just off Cape
Canaveral when they spotted an enemy U-boat. The U-boat crew, also
sighting that CAP aircraft and not knowing that the craft was not armed,
tried to escape and became stuck on a sandbar, thus making it a perfect
target.

Rinker and Manning radioed the situation to the mission base,

Aircraft 62 from Costal Patrol and circled the sub waiting for help. For more than a half-hour the
Base 21 in Beaufort, NC patrol kept circling and frantically calling for help, while the U boat crew

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began to dislodge the their sub. By the time bombers arrived to destroy
the sub, it had dislodged itself and had escaped to deep waters.

Partly as a result of this event, CAP planes were fitted out with
demolition bombs and depth charges while flying out as far as 150 miles
from shore on their patrols. Some of CAP’s larger aircraft could carry
325 pound depth charges or an equal weight in bombs. On the smaller
aircraft, their bomb load was only 100 pounds, one small bomb. In many
instances the fins had to be removed from the bombs so they would fit
underneath the wing of an aircraft not designed as a bomber. So, even
Three ground crew men attach with the bombs modified, the smallest planes had difficulty taking off
bombs to a CAP airplane with the additional load.

The First “Kill”

It was one of these larger planes armed with depth charges that
made the first CAP “kill.” Captain Johnny Haggins and Major Wynant
Farr, flying out of Atlantic City, New Jersey, had just become airborne in
a Grumman Widgeon (an amphibian, a plane that can land on land or
water) when they received a message from another CAP patrol that
“contact” had been made about 25 miles off the coast. The other patrol
was low on fuel and was being forced to return to base, so Haggins and
Farr sped to the area, while flying a scant 300 feet above the ocean.

When the Haggins-Farr patrol reached the area, no sub was in

sight. Very shortly thereafter however, Major Farr spotted the U-boat
as it cruised beneath the surface of the waves. After radioing to shore,
and knowing that they could not accurately estimate the depth of the
sub, the crew decided to follow the sub until (they hoped) it rose to
periscope depth, when they would have a better chance of hitting the
sub with their depth charges.

For over three hours they shadowed the U-boat and eventually
ran low on fuel. Just before they had to turn back, the U-boat rose back
up to periscope depth. Captain Haggins swung the plane around quickly
and aligned it with the sub. He then began a gentle dive to 100 feet
where he leveled off behind the sub’s periscope wake. Major Farr pulled
the cable release and the first depth charge plummeted into the water
just off the sub’s bow. Seconds later a large water and oil geyser
erupted, the explosion literally blowing the sub’s forward portion out of
the water. Shock waves from the blast rocked the patrol plane. As the
sub sank below the surface, it left a huge oil slick as the target for the
second run.
On the second run, the remaining depth charge was dropped
squarely in the middle of the oil slick. After the second geyser had
settled, pieces of debris began to float to the surface. The CAP Coastal
Patrol’s first kill was confirmed! As a result of its effectiveness, the CAP
Coastal Patrol passed its experimental or trial period with “flying”
colors. The coastal patrol went on to serve its country for nearly 18
months (5 March 1942 – 31 August 1943), flying in good weather and
bad, from dawn to dusk.

The 18-month record of the Coastal Patrol – all volunteer

civilians, with little or no formal combat training – is most impressive: it

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began with three bases and was operating from 21 bases at the
conclusion of the program. It had reported 173 U-boats sighted, sunk
two, and had dropped a total of 83 bombs and depth charges upon 57
of these – with several other “probables.” Its aircrews flew 86,865
missions over coastal waters for a total of 244,600 hours – which
approximates to 24 million miles! The patrols summoned help for 91
ships in distress and for 363 survivors of submarine attacks. It sighted
Artist rendition of a CAP and reported 17 floating mines, and, at the request of the US Navy, flew
5,684 special convoy missions.
airplane releasing a bomb
CAP Coastal Patrol’s impressive record, however, was not
without cost. Twenty-six CAP aircrew members were killed, and seven
were seriously injured on these missions. Of the aircraft, 90 were lost.
But the impressive amassment of mission feats brought official
recognition to many of the Patrol’s members. They were winners of Air
Medals and War Department Awards for “Exceptional Civilian Service.”
These were merely tokens of the high esteem bestowed by a
government representing a nation of grateful people.

Not every encounter that CAP had was with submarines, and
humor managed to creep into some missions, though those involved
may not have seen the humor in the situations at the time. For example,
at the Brownsville, Texas base, escort patrols for incoming and outgoing
shipping were being flown by CAP members. One morning the base
A CAP aircraft that crashed commander, Ben McGlashan, and the assistant base commander Henry
King (who was also the director of 20th Century Fox studios), flew
escort for a convoy out in the Gulf of Mexico.

While in civilian clothes and flying out over the Gulf, the
two ran into strong headwinds which caused more fuel to be used than
had been expected. Realizing their fuel consumption would prevent
returning to Brownsville, they realized that they would have to land in
Mexico. Immediately upon landing in Mexico, they were immediately
arrested by the Mexican authorities.

They protested loudly, but the fact that they were dressed in
civilian clothes did not help to convince the authorities that they were
not spies of some sort. It was only after lengthy hand-waving
communications between themselves and the authorities, with the help
of three Mexican pilots they had encountered while flying their missions
that they were permitted to refuel and leave Mexican territory –
A CAP aircraft follows a ship thankfully without creating a diplomatic or military incident. Soon after
this incident Mexico granted CAP permission to land it planes in its
territory in special situations.

Other War Time Activities

Although the Coastal Patrol program was discontinued in 31
August 1943, it did not signal any loss of confidence in Civil Air Patrol.
Its mission had been accomplished in that the regular forces had been
built up to the point where they could take over the CAP’s former
coastal patrol mission. In fact, CAP continued pursuing its other
wartime missions, most of which had been going on at the same time as
the Coastal Patrol was operating.

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Man important and equally dramatic as those flights made as

those of the Coastal Patrol. These missions became the foundation of
CAP operations today. To fulfill these other missions, CAP flew
approximately 500,000 hours and lost 30 pilots due to accidental deaths
while many other pilots were injured.

Both men and women took part in these wartime missions

(women were excluded from Coastal Patrol flights). They joined CAP
for periods ranging from 30 days to the duration of the war, and flew
their missions for subsistence pay only. Although they were reimbursed
for expenses incurred while on assigned missions, the $8 or $5 per day
Many women participated in did not contribute much to their support or the support of their
CAP wartime missions families – and many members were separated from their families. In
addition, many members flew without pay on unassigned but necessary
missions. They spent thousands of dollars out of their own pockets in
the service of their country.

In Nevada, ground search teams adopted horses as their mode

of transportation over the rough mountainous terrain. They rigged
litters to special pack horses and brought many victims back to
civilization. The “mounties” sometimes ran out of water on long treks
over arid countryside, and came up with an ingenious solution. Instead
of sending back to their base for water, CAP pilots would parachute
packs of ice to them. The ground teams would simply place the ice in
containers to melt, and this provided them with a fresh water supply.

In Florida, where the late Zack Mosely, the famous cartoonist

and creator of “Smiling Jack” was wing commander, special vehicles
known as “glade buggies” were used for ground rescue missions. The
glade buggy was a shallow draft vessel with what amounted as a fan
attached to the stern for propulsion, and were particularly adept at
traversing swamps. These buggies were very useful for rescuing downed
pilots in areas no other vehicle could go.
Smiling Jack
Ground teams in “snow country” employed skis as a means of
travel. In Washington State, a parachute unit was formed to “drop” into
areas that were inaccessible by other means. Though the parachutists
were never used, the tenacity and dedication showed by the CAP
members in developing the idea showed their commitment to the cause.

Cargo and Courier Flights

Cargo and courier flying was also an important mission during
CAP’s war years. From 1942 through early 1944, CAP pilots moved 3.5
million pounds of mail and cargo for the Army Air Forces, and it
transported hundreds of military passengers throughout the United
States. As wartime industrial production grew, the commercial and
military transportation facilities became taxed to the limit of their
capabilities. They simply could not transport all of the war materials that
were stacking up like mountains in the warehouses and supply depot
CAP conducted cargo and yards. CAP again provided the needed stop-gap solution to the
courier flights during WWII transportation problem until the bottleneck could be relieved.

In the spring of 1942, Pennsylvania Wing pilots conducted a 30-

day experiment to see if they could do the job of cargo transportation.

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With only five light planes at their disposal, they transported Army
cargo successfully over a large area, flying to AAF bases as far away as
Georgia. It wasn’t long before industry and Army officials were
convinced of CAP’s potential in the cargo business, and gave CAP the
go-ahead. Soon thereafter, CAP set up regularly scheduled cargo flights
and courier flights across the nation. As a result of their cargo services,
reduced air transportation costs were realized, and many military
aircraft were eventually released for more direct employment in the
war effort.

Central US map of cargo routes Border Patrol

Civil Air Patrol was active in patrolling the border between
Brownsville, Texas, and Douglas Arizona. The CAP Southern Liaison
Patrol flew approximately 30,000 hours, flying from dawn till dusk
across the 1,000 miles of rough, rocky and barren terrain separating the
United States and Mexico. CAP aircrews looked for out-of-the-ordinary
activities indicative of spies or saboteurs entering or leaving the country.
Aircrews often flew their aircraft low enough to read the license plates
on suspicious automobiles. When one car was stopped at the Mexican
border, it was found to be carrying enemy agents. In another case, a
patrol noticed car tracks leading to what was thought to be an
abandoned building. Investigation by ground units revealed an enemy
radio station.

From its beginning in July 1942 to its discontinuance in April

1944, the CAP “Border Patrol” had reported almost 7,000 out of the
ordinary activities on the ground within its patrol area and radioed to
One of many mission specialty the AAF the description and direction of flight of 176 suspicious aircraft.
patches worn on the lower Considering is many hours of hazardous operations, the loss of only
sleeve of the uniform, this one is two members was an exceptional safety record.
the Liaison Patrol patch
Target Towing and Other Missions
In March 1942, CAP units began towing targets for air-to-air
and ground-to-air gunnery practice by fighter aircraft and anti-aircraft
batteries. They would fly antiaircraft machine gun runs simulating a
strafing attack, trailing targets as close as 1,000 feet behind them. They
would then climb to high altitudes trailing two targets at distances of up
to 5,000 feet. These were used for heavy antiaircraft guns to practice
on; and, occasionally, the CAP plane towing the target would be hit with
an errant antiaircraft round. One pilot was even reported to have found
a shell fragment embedded in his parachute seat-pack!

One of the other notable services CAP rendered to the people

manning antiaircraft batteries was flying night missions to provide
tracking practice for the crews of searchlight and radar units. Though
CAP pilots were not under fire, these missions were dangerous. There
was always a possibility that an airplane pilot would inadvertently look
into the glare of a searchlight, become blinded, and lose control of his
Unit emblem from the aircraft.
22nd Tow Target Squadron
To illustrate the danger, we remember the story of Captain
Raoul Souliere, an experienced pilot from Biddeford, Maine. One ink-
black night just off the coast of Portsmouth, New Hampshire, Captain
Souliere began his searchlight run in the normal manner. The searchlight
found him and seemed to pin him against the night sky, the searchlight

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never losing his airplane. For a few moments Souliere remained on his
original course, but soon he initiated evasive maneuvers in an attempt
to escape the lights. But no matter what he tried, the searchlight
operators kept him squarely in the lights.

For several more minutes this battle of wits ensued between

the pilot and searchlight operators, until his aircraft went into a steep
dive from which there appeared to be no effort to recover.

Witnesses surmised that Captain Souliere became disoriented

CAP aircraft from the
when he accidentally looked into the intense searchlight beams that
22nd Tow Targeting Squadron were targeting his aircraft. This happened during his evasive maneuvers
towing a target and he became disoriented and did not realize that his aircraft was in a
dive.

While events like this one did occur (7 CAP members killed, 5
seriously injured, and 23 aircraft lost) they were clearly the exception,
and not the norm. For three years CAP flew these hazardous missions,
helping to increase the efficiency of Army units preparing for combat.
CAP flew a total of 20,593 towing and tracking missions – 46,000 hours
were flown on live ammunition and searchlight tracking missions.

At the same time, other CAP pilots and crews flew missions
assisting the war effort directly or indirectly. Among these were: flying
blood bank mercy missions for the American Red Cross and other
civilian agencies; cruising over forests, detecting fires and reporting
suspected arsonists; flying mock raids to test blackout practices and air
raid warning systems; supporting bond drives, and assisting in salvage
collection drives.

CAP pilots were even pressed into service as a “wolf patrol.”

The population of wolves had increased to dangerous proportions in
the southwest. By the winter of 1944, ranchers in the Texas panhandle
CAP aircraft on patrol called upon their governor to enlist the aid of Civil Air Patrol to help
control the wolf menace. One rancher alone lost over 1,000 head of
cattle to marauding wolves the year before; especially significant because
beef was already in short supply due to wartime rationing of many
foodstuffs. CAP pilots armed with various firearms took to the air and
thinned the wolf population back to manageable levels.

Not all of CAP’s wartime activities were in the air. We have

already mentioned ground teams in support of search and rescue. CAP
members also guarded airfields and other installations; patrolled power
lines and waterways, protecting against saboteurs. When natural
disasters occurred, CAP assisted the Red Cross and other agencies
evacuate people and administer aid wherever they were needed.

Pilot Training and the Cadet Program

Throughout the war, Civil Air Patrol carried out another
important mission – pilot training. In early 1942 it had planned a
program to recruit and train a youth program – with an emphasis on
flight training. CAP cadets, as they were called, assisted with tasks at the
operational level, and, at the same time, began indoctrination and

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training toward becoming licensed pilots for service in CAP or enter

military service for military flight training. This program kicked off in
Minnesota in October 1942.

CAP was organized along military lines. Its members wore

uniforms, operated in a military manner and performed defense
functions, and none of its physically-fit members were exempt from
military service; they could be inducted (drafted) into the military at any
time. Cadets who joined CAP had a distinct advantage however, in that
he or she (although women were not drafted) would already have
knowledge of military life and of aviation’s challenge and importance to
A group of female
the nation. The pilot training program built a reserve of air-minded
cadets swear in citizens from whom the military air forces could draw needed
personnel, particularly those CAP members who had completed private
pilot training.

Each male adult member of CAP could sponsor one boy, and
each female member could sponsor one girl, between the ages of 15
and 17. Cadets had to be physically fit, have completed the first two
years of high school, maintain satisfactory grades, and be a native-born
American citizen of parents who had been citizens of the United States
for at least 10 years. Indeed these restrictions seem rather severe; but
they were intentionally imposed to hold down membership levels in the
program until a solid foundation could be established.

Restrictions notwithstanding, American youth responded

beyond anyone’s expectations. Within just six months of the program’s
beginning, over 20,000 cadets attended weekly meetings in classrooms
Cadets form-up in front of their
and other meeting places, studied in groups, on their own, or side by
unit building side with their senior member counterparts. The cadets spent many or
all of their weekends at local airports applying what they had learned in
the classroom.

Surprisingly, recruiting 20,000-plus CAP cadets only cost the

Office of Civilian Defense slightly less than $200, spent solely on
administrative costs.

Rewards for Service

CAP’s performance of its wartime missions and success with
the Cadet Program resulted in the War Department envisioning a
permanent place for CAP in its establishment. So, on 29 April 1943 by
order of President Franklin Roosevelt, command of the CAP was
transferred from the Office of Civilian Defense to the War Department
and given status as the auxiliary to the U.S. Army Air Forces – truly a
banner day for all those who worked to make CAP the success it had
become.

Just a few days later, on 4 May 1943, the War Department

issued Memorandum W95-12-43, assigning to the Army Air Forces the
responsibility for supervising and directing operations of the Civil Air
President Franklin Roosevelt Patrol.
greets CAP and War
Department officials.
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One of the more significant outcomes of this transfer of

command jurisdiction was its impact on CAP’s Cadet recruiting mission
– Army aviation cadets, that is. By this time, CAP had built up its
membership to about 75,000 men and women located in over 1,000
communities across America. Moreover, the early wartime practice of
training CAP members for operational missions had established an
effective training corps ready to assume a larger Army aviation cadet
training mission.

By December 1943, the Army Air Forces loaned 288 L-4

aircraft (civilian designated as the, “Piper Grasshopper”) to Civil Air
Patrol for use in the aviation cadet recruiting program. CAP “took to
the air,” and during 1944 flew 78,000 aviation cadets and prospective
recruits for a total of 41,000 flying hours. Before the end of 1944, CAP
had recruited an oversupply of cadets, and took over the responsibility
of administering cadet mental screening tests and operating centers
where cadets received preliminary medical evaluations.
Gathering of CAP personnel
The record established by CAP during the war years impressed
the nation. It flew 500,000 hours of missions in support of the war
effort; sunk two German U-boats; and saved countless lives – airplane
crash survivors and survivors of disasters at sea – by efficiently directing
rescue forces to them.

Members spent innumerable amounts of their own money in

support of wartime missions, and volunteered thousands of hours of
non-flying mission time to train or indoctrinate cadets. They had built
their own airfields and pitched in to help when natural disasters
occurred. No sacrifice was too great for these selfless men and women
– and ultimately 57 members paid for it with their lives.

The Post War Period – Search for a New Role

The Civil Air Patrol was still serving as an auxiliary of the Army
Air Forces at the cessation of hostilities in 1945, but this status,
established by executive order, had no foundation by statute. It was not
law. Its usefulness had been proven in wartime, but peace dramatically
reduced CAP’s scope of activities because the Army Air Forces now
assumed many of the tasks assigned to CAP during the war, and many
other tasks were eliminated. To worsen the situation, the AAF
withdrew its monetary support of the program after 31 March 1946,
due to drastic budget cuts. This made Civil Air Patrol’s future very
uncertain.
General Henry “Hap” Arnold
In light of these circumstances, General “Hap” Arnold called a
conference of CAP wing commanders. In January 1946 the conference
convened and discussed the feasibility of a postwar Civil Air Patrol.
From this conference, a plan to incorporate was born.

On the evening of 1 March 1946, the (then) 48 wing

commanders held their first congressional dinner, honoring President
Harry S. Truman, the 79th Congress of the United States, and over 50
AAF general officers. The keynote speaker was General Carl A. Spaatz,
who later became the first Chief of Staff of the USAF. The express
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purpose of the dinner was to permit CAP to thank the President and
the other honorees for the opportunity to serve America during World
War II.

Civil Air Patrol Incorporated

On 1 July 1946, Public Law 476, 79th Congress, 2nd Session,
was signed into law. It incorporated the Civil Air Patrol and authorized
the incorporators named therein to complete the organization of the
corporation by the adoption of a constitution and by-laws and
regulations, and by the selection of corporate officers, etc. The law
stated that the objects and purposes of the corporation were to be
“solely of a benevolent character.” Simply stated, Civil Air Patrol would
never again participate in combat operations. The objects and purposes
stated:
• To provide an organization to encourage and aid American
citizens in the contribution of their efforts, services, and
resources in the development of aviation and in the
maintenance of air supremacy, and to encourage and develop by
example the voluntary contribution of private citizens to the
public welfare;
• To provide aviation education and training especially to the
PL 476 senior and cadet members; to encourage and foster civil
Law which incorporated the aviation in local communities and to provide an organization of
Civil Air Patrol private citizens with adequate facilities to assist in meeting local
and national facilities.

Under this Federal charter the CAP Corporation planned to

undertake a very ambitious program – at this time without the help of
the Army Air Forces. Among the first-defined CAP objectives were to:

• Inform the general public about aviation and its impacts

• Provide its seniors and cadets ground and preflight aviation
education and training
• Provide air service under emergency conditions
• Establish a radio network covering all parts of the United States
for both training and emergency use
• Encourage the establishment of flying clubs for its membership.
• Provide selected cadets a two-week encampment at air bases
• Provide selected cadets flight scholarships
• Encourage model airplane building and flying
• Assist veterans to find employment; and,
• Contribute services to special projects such as airport
development, the survey and marking of emergency landing
areas, and the survey of dangerous flying areas in mountainous
areas.
President Harry S. Truman
Presidential signer of both Public In addition to implementing the objectives of the first program, the
Laws affecting the newly chartered Civil Air Patrol undertook other official and unofficial
Civil Air Patrol tasks when requested by the Army Air Forces. These included helping
to prepare an address list of all former AAF personnel, helping convince
the public of the merits and need for an autonomous air force, assisting
in the air marking program (identifying downed aircraft debris to avoid
its being mistaken as a new crash), and conducting AAF-CAP air shows.

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Obviously, many of CAP’s objectives could not have been attained

without the support of the Army Air Forces. However, since there was
no official basis for this support, it appeared necessary to review the
true relationship between the Army Air Forces and Civil Air Patrol.
After the United States Air Force (USAF) had been established (26 July
1947), steps were taken to study the USAF-CAP relationship.

Permanent Status of the U.S. Air Force Auxiliary

In October 1947, a special CAP board convened to meet with
USAF officials and plan the establishment of the Civil Air Patrol as the
USAF auxiliary. After several meetings between CAP and USAF officials,
certain agreements were reached concerning CAP and USAF objectives;
and a plan was adopted to legalize U.S. Air Force assistance to Civil Air
PL 557 Patrol. Shortly thereafter, a bill introduced in the US House of
Law which established the Representatives permanently established CAP as the official auxiliary of
Civil Air Patrol as the auxiliary the U.S. Air Force and authorized the Secretary of the Air Force to
of the U.S. Air Force extend aid to CAP. On 26 May 1948, this legislation became Public
Law 557 (10 USC 9441), 80th Congress, Second Session. CAP thus
became the official auxiliary to the new United States Air Force.

In the years since, CAP has traveled throughout the Air Force
organization. It was first assigned to Headquarters, USAF, then moved
on 1 January 1959 to Continental Air Command. The reason for the
transfer was CAP’s more comfortable fit into the Air Force
organization. When Continental Air Command was inactivated on 1 July
1968, CAP transferred to Headquarters Command, USAF. CAP
remained there until 1976, when it moved again, this time to Air
University – then a major command in its own right – and now an arm
of Air Education and Training Command.

Recent Past and Today

The day after September 11, 2001 Civil Air Patrol aircraft could
be scene in the sky over the World Trade Center. The Civil Air Patrol
was deployed to assist in with aerial reconnaissance in support of rescue
personnel below. In addition to aerial reconnaissance duties, aircrews
few blood and plasma into the New York area until it was sadly
apparent that the large quantities would not be needed. Other
personnel assisted with staffing the Federal Emergency Management
Agency’s (FEMA) regional operation centers and state emergency
operation centers. Even more members across the nation were
Artist rendering of Civil Air deployed as an extra set of eyes at general aviation airports.
Patrol aircraft flying over ground
zero shortly after the attack on In all 8,700 personnel were deployed in the days that followed
September 11, 2001. Over 565 flight hours were flown with 48 sorties
the homeland
in the first 72 hours.

After the events of September 11, 2001 the Department of

Homeland Security (DHS) was created. Agencies across the United
States recognized the Civil Air Patrol as a long time player in Homeland
Security going all the back to World War II. With this experience, the
Civil Air Patrol began receiving a larger volume of request to support
federal, local, and state with their Homeland Security needs.

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Homeland Security activities that followed included assisting the

45th Space Wing with aerial security of Space Shuttle flights which lead
to several arrest based on CAP reconnaissance. Also, the CAP was
assigned to be on 24/7 ground alert status during the G-8 Summit while
the President of the United States and 40 other heads of state were
present.

In August of 2006, Hurricane Katrina devastated the Gulf Coast

area of the United States. The 1st Air Force, under the Military Support
to Civil Authorities (MSCA), called upon the Civil Air Patrol to assist
the lead agency, FEMA as well as local government in helping mitigate
the effects of Hurricane Katrina. The Civil Air Patrol performed duties
that included locating citizens in distress that need air rescue, house-to-
house surveys, transport flights of key personnel, reconnaissance flights
for FEMA and the Army Corps of Engineers, identifying leaking large oil
tanks, providing food and water to citizens, and more.
An aircrew providing aerial
security for the Space Shuttle The committed members of the Civil Air Patrol lived in forward
bases, living off of MREs (Meals Ready to Eat) and sleeping on Army cots
for weeks. Seventeen Wings were involved in assisting with hurricane
relief activities. Over 2,000 hours were flown and over 32,000 man-
hours were provided.

The Civil Air Patrol continues to support other operations

including counterdrug operations. In 2006 alone, the Civil Air Patrol
assisted with the interdiction process of over $47,000,000 worth of
drugs and 162 arrests were made as a direct result of CAP efforts.
Using member owned twin engine aircraft, Civil Air Patrol aircrews act
as intercept targets flying a drug smuggler profile for the Air Sovereignty
Aircraft that protect the coast of the United States.

To learn more about the history of the Civil Air Patrol, visit the
National Museum of the Civil Air Patrol at
Hurricane Katrina survivors http://www.caphistory.org. There you can also learn about the
express their gratitude for the many museums and exhibits dedicated to the service of the men and
efforts of the Civil Air Patrol women in the Civil Air Patrol.

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SUMMARY EXERCISE

1. The founder of the Civil Air Patrol is _____.

a. Gen Henry “Hap” Arnold c. Gill Rob Wilson
b. Harry S. Turman d. Zack Mosely

2. Civil Air Patrol began on _______________________________.

3. The first National Commander of the Civil Air Patrol was _____.
a. Gen Henry “Hap” Arnold c. Gen William Mitchell
b. Gen John F. Curry d. Gen Gill Rob Wilson

4. What was the purpose of Costal Patrol?

______________________________________________________________________

______________________________________________________________________

5. Other than Costal Patrol, name three other types of World War II operations the Civil Air
Patrol was charged with.

__________________________________ __________________________________

__________________________________

6. Who were the first two Civil Air Patrol officers to perform the first confirmed sinking of a
German U-Boat during Costal Patrol operations?

__________________________________ __________________________________

7. The 79th Congress, 2nd Session and President Harry S. Truman signed into law Public Law
476, which incorporated the Civil Air Patrol as a benevolent non-profit organization.
a. True b. False

8. Public Law 557 made the Civil Air Patrol the official
_______________________________________.

9. Before being transferred to the War Department, the Civil Air Patrol was first placed under
the Department of _____.
a. Defense c. Civil Defense
b. Transportation d. Aeronautics

10. In Florida, “Glade Buggies” were used for _____.

a. Tours c. Aerial Reconnaissance
b. Ground Rescue d. Border Patrol activities

NOTES
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INTENTIONALLY
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Chapter 3
ORGANIZATION

The CAP-USAF Relationship

The Civil Air Patrol and the United States Air Force maintain a
civilian-military relationship which is based upon the Civil Air Patrol’s
status as the USAF Auxiliary. As such, CAP’s services to the nation and
the USAF are: (1) voluntary, (2) benevolent, and (3) noncombatant.
Finally, these services are to be employed both in times of peace and
war.

It is the responsibility of the U.S. Air Force to provide technical

information and advice to those CAP members who organize, train and
direct CAP members and who develop CAP resources. In CAP-USAF
lingo, this is called advice, liaison, and oversight. We’ll discuss these
terms later.

In addition to these functions, the Air Force also makes available

certain services and facilities required by CAP to carry out its mission.
Such assistance, however, is restricted to specific areas by act of
Congress, and cannot interfere or conflict with the performance of the
Air Force mission. Finally, in part because of its relationship to the Air
The CAP-USAF shield Force, the government provides some level of protection to CAP
Worn by USAF members who members and their families in the event a member is killed or injured
oversee CAP activities while participating in a qualifying Air Force sponsored mission.

In return, Civil Air Patrol assists the Air Force through the
performance of its three faceted missions: Emergency Services,
Aerospace Education, and the Cadet Program. While we will discuss
each of these missions in Chapter four, we’ll briefly introduce them
here as a means to show CAP’s contributions to the USAF.
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Emergency Services (ES) may be CAP’s best known of the

three-faceted mission; itself having several components. Since 1948, the
Air Force controls the in-land search and rescue (SAR) activities within
the United States. CAP’s role in this mission provides the bulk of the
operational SAR services, primarily through flying and ground team
activities. CAP’s personnel and aircraft fly thousands of hours each year
flying SAR missions, as well as mercy flights and disaster relief assistance.

In addition, CAP’s ES activities also include performing civil

defense activities and other missions, such as: crashed aircraft spotting
and marking, route surveys, counterdrug reconnaissance, courier
services, light transport duty, post-attack recovery duty, and similar
activities within the capabilities of CAP light aircraft and other
equipment.

Civil Air Patrol also maintains a nation-wide radio network. It is

used for domestic or military emergencies, CAP activities of all types,
search and rescue support, and training communications personnel.

The CAP Chaplain Service provides over 700 chaplains and

moral leadership officers. Serving in squadrons, they teach the moral
leadership cadet curriculum while providing spiritual assistance to all
unit personnel. Many chaplains are also pilots, while others are involved
in search and rescue teams and emergency services. Under Title 10,
CAP Chaplain Service personnel can be called upon by the Air force to
perform certain USAF chaplain functions.

One other area of valuable assistance given to the Air Force and
other Federal agencies is the CAP Aerospace Education Program.
Through its “internal” program of aerospace education given to both
cadet and officers, and the “external” aerospace education services to
schools, colleges and the general public (through workshops,
conferences and a variety of free materials), the knowledge, skills, and
attitudes necessary for living successfully in the aerospace age are
imparted, not only to CAP members, but to educators, students and,
most importantly, to the general public.

To help present and carry out the aerospace education

program, CAP develops lesson plans, videos, and other educational
materials. CAP also encourages and helps to plan guided tours of
aerospace-related facilities such as airports, Air Force bases and
aerospace manufacturing facilities. All these things help to instill in the
American people an appreciation of the importance of what the Air
Force does, how the aerospace industry contributes to American
society on a daily basis, and how everyday people can get more
involved.

Finally, a most important example of CAP’s reciprocal service to

the Air Force is found in the number of CAP cadets and officers who
have become officers and airmen in the United States Air Force. Every
year, thousands of CAP cadets and former cadets enter the Air Force
Academy, other service academies, Reserve Officer Training Corps
programs at colleges and universities across the country, and basic
training programs of all services.

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The United State Air Force

To better understand the relationship that the Civil Air Patrol
and the U.S. Air Force enjoys, and to see how these organizations work
together to serve our nation, are considered separately. First, we will
review the United States Air Force history, mission, and organization.

Just as you have learned about the evolution of Civil Air Patrol,
it’s also important to learn about the evolution of CAP’s parent service,
the USAF. Before we discuss CAP’s organization, we’ll talk a little bit
about the Air Force

Evolution of the U.S. Air Force

The U.S. Air Force has grown rapidly and changed its name
U.S. Air Force emblem several times since its unofficial beginning on 1 August 1907. Even
though the Wright Brothers had made their first powered aircraft flight
over three years earlier, that first ‘air force’ was only equipped with
three balloons to be manned and flown by only one officer and two
enlisted men. This organization was known as the Aeronautical Division
of the Army Signal Corps. In 1909, the Aeronautical Division received
one airplane, built by the Wright Brothers, and was named the “Wright
Flyer.” For its era, the airplane had an astounding top speed – 42.5 mph
– not so fast by today’s standards, but fast enough when one considers
that most people were, at that time, traveling either on foot or by horse
and buggy.

On 26 October 1909, after receiving about three hours of ‘pilot

training’ from Wilbur Wright, Lt. F. E. Humphries was the first U.S.
Army officer to solo fly the Army’s first airplane.

The first name change occurred in 1914 when the Aeronautical

Division was changed to the Aviation Section – still a part of the Army
Signal Corps. Four years later, when a large portion of the world was
embroiled in World War I, the name was changed again to the Army
Air Service. It was also at this time that it separated from the Signal
Corps and was placed under a newly created department in the Army
known as the Department of Aeronautics. The name changed yet again
Stone marker just yards away in 1926. It then became the Army Air Corps and was headed by its
for the Civil Air Patrol chief, Major General M. M. Patrick. With each name change came
National Hangar at Maxwell increased independence and authority within the Army chain of
AFB, AL. marking the hangar command, though it was not a separate service and did not yet really
of the Wright Brother’s flying enjoy an equal relationship with the Army’s other primary branches,
school. It reads, “On this site such as the Infantry, Cavalry, or Artillery.
in 1910 stood the hangar of
the flying school of the first Its struggle for independence and technological advancement
was hampered by anti-military sentiment after WW I. Right after the
men to fly. The Wright
close of WW I, the American people had an aversion to all that was
Brothers” military. An isolationist country since its inception, America as a people
wanted to return to peaceful normalcy as soon as possible. Bombers,
and many fighter planes which helped to win the war, were stacked into
heaps and burned; the huge army was practically disbanded overnight.
America was essentially demilitarizing itself.

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From this chaos (as far as the airmen and other military men
were concerned), the War and Navy Departments had to scramble for
attention and monetary appropriations to carry out their programs. The
Army Air Corps had excellent attention-getters in the form of men with
courage and airplanes; those who bravely voiced their beliefs and plans,
and possessed the skill necessary to demonstrate exceptional flying.
While these efforts caused discomfort and competition among the
services, and cost some airmen their careers; men like Brigadier
General Billy Mitchell carried the verbal struggle from the ground and
Jimmy Doolittle impressed both the American public and members of
Congress with his record-shattering feats in the air.

These efforts were rewarded. By 1935 the Army Air Corps

had the men, the aircraft, the installations, and the know-how to begin
General building air power for the United States. It was just in time.
William “Billy” Mitchell By 1940 the United States was earnestly preparing for war, and
President Roosevelt called for the production of 50,000 aircraft per
year. All of the excitement of war preparation also caused thought,
planning, and new approaches to organizational structures, and the
Army Air Corps benefited. On 20 June 1941, the Army Air Forces
(AAF) replaced the Army Air Corps, with its chief, General H.H. (Hap)
Arnold reporting directly to the Army Chief of Staff. When the United
States entered the war, the AAF had a total of 10,000 aircraft, 22,000
officers, and 274,000 airmen. Production continued throughout the war,
and, despite losses, the AAF had over 70,000 aircraft, nearly 400,000
officers, and over 1,900,000 cadets and airmen at the war’s end.

Within a year after the close of World War II, however,

military forces were again deemphasized – but not as drastically as it had
been after WW I. Our experiences during the war taught us many
lessons. Our air war deterrent force was reduced to 30,000 aircraft
capable of operation; slightly over 81,000 officers and a total of 373,782
cadets and enlisted men; of those only seven cadets! Despite the
reduction of forces, the U.S. still maintained a more credible force than
it had before hostilities. While the country still had isolationist
tendencies, it realized it now had a leadership position in the world that
it could not relinquish. If America wanted to become the leader of the
free world it must also be capable of defending it.

As a result and benefit of both the war and America’s new

found place on the world stage, the time was now right for the Army
Air Forces to become a separate service.

On 26 July 1947, President Harry S. Truman signed the National

Security Act. The National Security Act formed the National Military
Establishment under whose control came all military forces. It also took
the Army Air Forces from Army control and named it the United States
Air Force with authority in the nation’s defense equal to that of the
Army and Navy.

The Air Force had only three years to plan and put into effect
its new organizational structure, for its first combat trial was at hand in
June 1950 when the Korean Conflict began. Perform well it must, and
perform well it did. It flew air combat missions, close air support
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sorties, heavy bombing missions, helicopter rescue missions, air

evacuation of the wounded, supply transport missions, and
reconnaissance.

America, not knowing where the conflict would lead because of

the threat of and eventual intervention by Communist Chinese forces as
well as Soviet Block activities in Eastern Europe, again increased the
strength of the U.S. Air Force. And at the cessation of hostilities, in June
1953, there was not an appreciable decrease in the Air Force’s strength;
the Korean War had forewarned the danger posed by Communist
threats throughout the world. Also, the nation realized it would have to
help and protect smaller and less fortunate countries that embraced
democratic governments.

These efforts have culminated with America’s winning of the

Cold War, the dissolution of communist regimes all over the world,
victories over tyranny such as in the Persian Gulf War, and the
protection of American interests all over the world.

But as the world changes in response to these events, so must

the Air Force. More and more the Air Force is becoming a humanitarian
force as well as a warfighting force. Air Force members are just as likely
now to respond to natural disasters as they are to military threats. Also,
the nature of conflict has changed. For over 40 years the Air Force
prepared for global conflict not unlike what was experienced in World
War II, but with the possible addition of nuclear weapons. With the
collapse of the Soviet Union and the proliferation of modern weapons
and technology to smaller and less stable countries, conflicts have
become more unpredictable. There are more conflicts, they are regional
in nature, and affect the global balance in different ways. It is harder to
intercede on the large scale that we based our plans and forces on for
so long.

So, when America asks its Air Force to get involved in these
smaller, less predictable conflicts, the Air Force must adapt and rise to
the challenge. Many times, this means that the Air Force must be
present in several areas of the world at one time -- assisting flood
victims in one country, enforcing a peace agreement in another, and
protecting another country against invasion in yet another while still
protecting its own nation’s vital interests. And yet it must do so with a
smaller force than it had during the Cold War. Nonetheless, the U.S.
Air Force will remain a strong force, continually improving the training
of its people and quality of its materiel in order to most effectively carry
out its mission – whatever it may be.

Mission and Organization of the Air Force

The Secretary of the Air Force (SECAF), appointed by the
President of the United States, has a military-civilian staff to assist with
planning and advise in such areas as research and development,
installations and logistics, financial management, personnel and reserve
forces, administration and legal matters (nonmilitary), legislative liaison,
and public information.

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Headquarters USAF
Directly subordinate to the Secretary of the Air Force is the
Chief of Staff, USAF, who presides over the Air Staff. The Air Staff is
made up of special offices headed by an Air Force general officer. The
plans and recommendations formulated by the Air Staff are submitted
by the Chief of Staff who reviews and sends them on to the SECAF.
After the SECAF approves them, the Chief of Staff takes appropriate
action. These items pertain to the training, equipping, and overall
welfare of the force, while war planning rests with the Secretary of
Defense (SECDEF) and the Commanders in Chief of the Unified
Commands.

Major Commands and Separate Operating Agencies

The next echelon in the Air Force organization is the field
organization, consisting of major commands and separate operating
Air Education & Training agencies who report to the Chief of Staff. These major commands and
separate operating agencies carry out the plans formulated by the Chief
Major Command Shield of Staff and approved by the Secretary of the Air Force.

These plans are in direct proportion to the overall mission of

the USAF, which is essentially to provide an Air Force that is capable, in
conjunction with the other armed forces, of preserving the peace and
security of the United States, providing for its defense, supporting the
national policies, implementing the national objectives, and overcoming
any national responsible for aggressive acts that imperil the peace and
security of the United States. To support these commitments, the Air
Force prepares and maintains the aerospace forces necessary for the
effective prosecution of war. To meet these awesome responsibilities,
the commands and separate operating agencies must be highly
organized, yet flexible.

Many CAP members are probably familiar with some of the Air
Force’s major commands, such as the Air Force Space Command, or
Air University Shield Air Force Materiel Command, and so on. However, the major
command most associated with CAP activities is Air Education and
Training Command. This major air command, with its broad educational
mission in support of the Air Force, assists CAP in fulfilling its role as
the official Air Force Auxiliary through its chief agent, Air University.

Organization of the Civil Air Patrol

After reviewing the organization and mission of the U.S. Air Force, we can now look into the
organizational structure of Civil Air Patrol. But before we do, remember that CAP is a civilian corporation
chartered by Congress and made up of volunteers who pay dues for the privilege of being a member of CAP and
rendering a service to the nation as the Auxiliary of the USAF. Although CAP members wear an adaptation of
the Air Force uniform, have an organization that is patterned after that of the Air Force, and perform their
duties in a military manner, they are still civilians.

CAP is organized into eight geographic areas called, regions. These eight regions are subdivided by the
states which fall within their boundaries, and each state is classified as a wing. Additionally, the District of
Columbia – referred to in CAP terminology as the National Capital – and the Commonwealth of Puerto Rico
are also designated as wings, for a total of 52 wings. Each wing is then subdivided into groups, squadrons and
flights, according to the organizational need. We will discuss each of these later, but first we shall start “at the
top” and understand the chain of command and the function of each structure in that chain of command.

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NOTES
National Commander:_____________________
Group Commander:______________________
Region Commander:______________________
Squadron Commander:____________________
Wing Commander:_______________________

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The National Board meets twice National Headquarters

The Civil Air Patrol National Headquarters is located at
a year due to the large number of
Maxwell AFB, Alabama. The Civil Air Patrol is governed by the Board of
members on the board. The Governors (BOG). The BOG consists of an 11-member body which
smaller body made of board includes:
members, the National Executive
Committee (NEC) conducts • Four members of the Civil Air Patrol: The National
most day to day decisions Commander, National Vice-Commander, and two members-at-large
between the bi-annual National selected from the field, which serve a three-year term and are selected
Board meetings. by CAP.
• Four members appointed by the Secretary of the Air Force,
who may be an active or retired officer of the Air Force, employees of
the United States, or private citizens.
• Three members jointly selected by the Secretary of the Air
Force and the CAP National Commander. They may represent any
government agency, public corporation, nonprofit organization, or other
organization with both an interest and expertise in civil aviation and
CAP’s missions.

The National Board who is chaired by the National Commander

works closely with the Board of Governors (BOG). The National Board
Eight Regions: is comprised of a Senior U.S. Air Force Advisor, who is an active-duty
Northeast, Middle East, Air Force Officer, various national CAP Officers, all region
Southeast, North Central, commanders, and all wing commanders.
Southwest, Great Lakes, Rocky
Mountains, and Pacific Region. Because the National Board convenes only twice a year, it
needs a representative body to carry through its program. The National
Executive Committee (NEC) serves this purpose. The NEC is
comprised of the National Commander, National Vice-Commander,
National Chief of Staff, the Senior Air Force Advisor, National Finance
Officer, National Legal Officer, National Comptroller, CAP Inspector
General, Chief of the CAP Chaplain Service, and the eight region
commanders.

Regions
The next hierarchal level under National Headquarters are
regions. Regions comprise of two or more wings. The Civil Air Patrol
Wing has eight regions.

Wings
Next are wings. A wing is made of 2 or more groups. There are
52 wings in the Civil Air Patrol. They are comprised of the 50 states,
Puerto Rico, and the District of Columbia. The Wing Commander is the
head of the Wing. Wing Commanders are the only persons at wing
level or below who are corporate officers. This means they can make
certain decisions regarding the Civil Air Patrol Corporation that other
officers of the Civil Air Patrol can not. An example would be the selling
of a CAP vehicle.

Groups
A Group is 2 or more squadrons. Groups are not used in every
wing. Typically, larger wings utilize groups as a means to ensure proper
Group communications with all units and to administer proper oversight and
management of squadrons.

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Squadrons
A squadron is where you will most likely begin. It is the heart
of the Civil Air Patrol. Squadrons are the operational units that perform
the majority of Civil Air Patrol’s congressionally mandated
missions. Squadrons meet regularly (usually weekly) to conduct training,
planning or support tasks. Depending on the squadron, there may be a
higher focus on one CAP mission versus another. This may be due to
the type of squadron it is.

There are three types of squadrons. Senior Squadrons which

are staffed by Officers only, Cadet Squadrons which are may be
minimally staffed by Officers with a focus on the cadet program and the
Squadron cadets, and Composite Squadrons which are a combination of a Senior
Squadron and Cadet Squadron.

Flights
At least two, but not more than four, elements. Flights are a
step down from a squadron and are not common outside of a cadet
oriented program. Usually flights are organized as part of a squadron’s
weekly meeting, however in some cases a flight may meet separately
from a squadron as a means to grow the unit so it can become its own
squadron in the future.
Flight
Elements
Primarily for drill purposes, this is the smallest drill unit
comprised of at least 3, but usually 8 to 12 individuals, one of whom is
designated the element leader.

Individual - Your Role

Element Your role within the Civil Air Patrol depends on your personal,
professional, and CAP experiences. If you are new to the Civil Air
Patrol, at some point you will most likely sit down with you unit
commander to discuss what the unit needs, what you can provide, and
what you are interested in so s/he can determine a suitable specialty
track for you. A specialty track is a specialty field (or job field) that is
Individual specific in function that you will learn how to do in three levels. These
levels start at technician, then senior, and finally master.

If you do not have a duty assignment in your unit, you should

schedule some time to speak with your unit’s professional development
officer or unit commander. They will assist in the decision making
process to see which specialty track is best for you.

Civil Air Patrol Charters

The regions and wings have permanent charters, as established
in the Civil Air Patrol Constitution and Bylaws. But, below wing level
each organizational unit must be individually chartered. If there is a new
unit established within the wing – be it a group, squadron, or flight – the
wing commander requests a charter from Headquarters Civil Air Patrol.
These charters are current so long as the unit maintains the minimum
staffing levels required for the type of unit it is chartered to be (senior,
composite, cadet). Unit charter numbers start with the three letter
region identifier, then the two letter wing identifier, then the unit
number. For example Unit 123 in Florida Wing which is part of the
Southeast region would be SER-FL-123.

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SUMMARY EXERCISE
1. The Civil Air Patrol is an auxiliary to which branch of the military?
a. Army c. Navy
b. Air Force d. Homeland Security

2. What Major Command is Civil Air Patrol most associated with?

a. Stratigiec Command c. Air Mobility Command
c. Special Operations d. Air Education and Training Command

3. How many regions is the Civil Air Patrol divided into and what region are you in?

__________________________________

4. What is the name of your wing?

__________________________________

5. What unit of organization is smaller than a wing, yet larger than a squadron?

__________________________________

6. From the highest level to the lowest level, name each unit of organization (the first one is given).

a. National Headquarters CAP b. _______________________________

c._______________________________ d. _______________________________

e._______________________________ f. _______________________________

g._______________________________ h. _______________________________

7. The smallest unit comprised of at least three persons and typically used for drill purposes is a

a. Flight c. Squadron
c. Individual d. Element

8. The Civil Air Patrol is governed by a board of governors (BOG).

a. True b. False

9. Name three types of squadrons.

__________________________________ __________________________________

__________________________________

10. There are _____ wings in the Civil Air Patrol.

__________________________________

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NOTES

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INTENTIONALLY
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Chapter 4
MISSIONS OF THE CIVIL AIR PATROL

We have discussed the history and beginning of Civil Air Patrol,

and its organization and relationship to the United States Air Force.
Now we will examine how Civil Air Patrol actually accomplishes its
mission. First though, take a moment and review the “objects and
purposes” of Civil Air Patrol as they appear in Article V of the Civil Air
Patrol Constitution and Bylaws.

• To provide an organization to encourage and aid American

citizens in the contribution of their efforts, services, and
resources in the development of aviation and in the
maintenance of aerospace supremacy.
• To provide an organization to encourage and develop, by
example, the voluntary contribution of private citizens to the
public welfare.

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• To provide aviation and aerospace education and training,

especially to its senior and cadet members.
• To encourage and foster civil aviation in local communities.
• To provide an organization of private citizens with adequate
facilities to assist in meeting local and national emergencies.
• To assist the Department of the Air Force in fulfilling its non-
combat programs and missions.

From these “objects and purposes,” we have a broad scope.

The CAP three-part mission can be stated more specifically – to
provide:

• An aerospace education program;

• A CAP cadet program; and,
• An emergency services program

The symbol of CAP’s three-bladed propeller is used to illustrate

how the three-part mission works together to become the foundation
and purpose of CAP. The three-faceted mission of CAP is represented
by the three blades of our symbol – CAP’s three bladed propeller. Its
hub represents the members who make the program work. If a blade
was removed from the blade – a mission facet removed from CAP’s
organization it would fall out of balance and be ineffective. It’s important
to realize that CAP’s success in accomplishing the mission is dependent
on the success of each of the facets.

From the National Commander, with the Board of Governors’

approval, administrative responsibilities for the region, wing, group, and
squadron are delegated to the respective commanders. The Executive
Director, who directs the National Headquarters staff and also reports
to the Board of Governors, performs this task for the day to day
operations of the CAP as a corporation. Beginning at National
Headquarters and extending downward to the squadron, each
command element must recruit a staff of responsible people whose job
is to carry out the day-to-day tasks necessary to accomplish the CAP
mission. Thus, the combined skills of CAP members at the various
organizational levels provide for systematic and successful
administration of the organization.

Since CAP is the auxiliary of the USAF, and is organized along

military lines, its administrative staffs are similar to those of the USAF.
However, the conduct of CAP business may require certain adjustments
in a typical staff, resulting in either larger or smaller staffs according to
each unit’s needs and resources.

In addition to the squadron commander and deputy(ies), a

typical CAP composite squadron may perform all of the following
functions and may require a staff officer for each:

• Information Technology
• Medical
• Aerospace Education
• Mission Training
• Cadet Program

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• Moral Leadership and Chaplain Operations

• Communications
• Marketing and Public Relations
• Maintenance
• Emergency Services
• Safety
• Finance
• Professional Development
• Inspection
• Logistics
• Testing
• Legal Affairs and Legislative Liaison
• Transportation

By assigning a staff officer to more than one function, a squadron

commander may find that they can accomplish the mission without
appointing a staff officer for every function. This can be a major concern
in a smaller squadron. Before doing so however, the commander must
take care to not overload the staff with too much work.

As you’ve already learned, there are three classifications of CAP

squadrons: the composite squadron, the cadet squadron, and the senior
squadron. The composite squadron has two distinct subsidiaries – one
for officers and one for cadets. The cadet squadron is comprised, for all
practical purposes, entirely of cadets except for a minimum of officers
who carry out certain command and administrative functions and
mentor the cadet squadron members. The senior squadron is
comprised entirely of officers. CAP Regulation 20-1, Organization of U.S.
Civil Air Patrol has more information on the types of CAP organizations.

Civilian businesses evaluate their progress through a system of

reports, audits, inventories, conferences, etc. Civil Air Patrol uses a
system of inspections, annual awards, and conferences to do the same
thing.

The inspection system is designed to measure activities in terms

of standardization and mission accomplishment; at the same time, the
inspection reports are used as a management and quality enhancement
tool; providing commanders at all levels the information they need to
administer their units properly.

CAP awards, specifically ones for squadron of merit and

distinction, use specific performance criteria to measure unit
effectiveness in areas such as recruiting, retention, and achievement.

Finally, regions and wings conduct conferences and

commanders’ calls during the year during which operational problems
are analyzed and solved; progress for the previous year is reviewed, and
goals are established.

Now that we’ve discussed how the unit’s are administered to

accomplish the mission, let’s take a closer look at each part of the
mission in more detail.

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Emergency Services
CAP’s talents have augmented the Air Force in search and
rescue and disaster relief since CAP’s formation in 1941. It has always
been there to assist the nation in times of disaster or in any emergency
situation when its resources – people and equipment – can be used.

The Emergency Services (ES) primary mission objective is to

save lives and relieve human suffering. To be effective, the lives of CAP
personnel performing the mission must be safeguarded. CAP demands
professionalism in organization, training, and mission execution to
accomplish this service. Only members who are qualified or are in
formal emergency services training are allowed to participate in actual
missions. The ES mission includes search and rescue and disaster relief
operations.

Search and Rescue (SAR)

The National Search and Rescue plan assigns responsibility for
coordinating inland SAR operations in the United States to the Air
Force. The actual coordination is performed by the Air Force Rescue
Coordination Center, based at Langley AFB, Virginia. This coordination
is performed by the U.S. Coast Guard in Puerto Rico and by the Joint
Rescue Coordination Center (JRCC) in Alaska and Hawaii. CAP
supports all three and is the primary resource available for inland SAR.
In fact, CAP routinely performs on average over 85% of the SAR
missions for inland search and rescue.

All CAP members who participate in SAR operations are

volunteers who have been specially trained in a variety of emergency
services skills. These operations must be carried out with speed and
efficiency because victims’ lives may be at stake. This speed and
efficiency is attained through prior planning and practical exercises in
performing the tasks required.
Ground Team members practice
CAP units may not participate in a SAR mission unless they have
carrying a litter
people trained to quickly and successfully accomplish the mission. A
wing may have several units which are trained and “on-call” for SAR
activities, but the wing commander usually assigns the mission to the
unit nearest to the area of operations. This ensures familiarity with the
terrain in the search area; enhances the relationships with neighboring
agencies (police, fire, etc), and ensures a quick response. Larger
missions often require units from all over the wing or even neighboring
wings to participate. This only increases the need for professionalism
and control over operations.

As you have already gleaned, a SAR mission is always a serious

and critical endeavor. Good organization, methodical procedures, and
safety are essential. Therefore, each CAP mission is headed by a CAP
incident commander who is experienced and highly qualified in
Emergency Services. SAR missions can be quite involved with many
functions and activities to be supervised and accomplished. Some of
Members of Alaskan Wing these activities include:

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• Incident Command – the overall responsibility for each

specific mission is invested in one CAP officer, the Incident
Commander.
• Administration – involves mission personnel registration; flight
orders; reimbursement claims (for fuel, oil, etc.); and control of
required mission reports.
• Communications – may be radio, telephone, fax, electronic
mail, or messenger service. A communications officer establishes
the net and controls the activities of all communications
personnel. He or she also prepares briefing materials relative to
the communications procedures to be used by mission personnel.
A Florida Wing ground team • Air Operations – by the Air Operations Officer, responsible
for coordinating all airborne activity under the overall supervision
disables an ELT emitting false
of the mission coordinator. This officer verifies the qualifications
alarms after Hurricane Andrew of air crews; supervises crew briefings; maintains the mission
strikes the South Florida area status board with the appropriate and timely information; and
supervises the staff under his or her charge.
• Ground Operations – controlled by the ground operations
officer. Very similar to the responsibilities of the Air Operations
officer, but related those tasks to surface operations.
• Mission Chaplain – is assigned to both air and ground
operations as needed.

Disaster Relief (DR) Operations

In 1979, several federal agencies were combined into one – the
Federal Emergency Management Agency (FEMA). FEMA is the single
point of contact within the federal system for disaster relief planning and
management. This includes civil defense, natural disaster, and man-made
emergencies.

The Civil Air Patrol has national level agreements with many
government and non-government relief agencies to assist when disaster
strikes. Over the years, CAP has worked closely with organizations
such as FEMA, the American Red Cross, and the Salvation Army. CAP
also has agreements with local agencies at the wing level and
Two ground team members participates with various state emergency management agencies.
survey property damage after
a natural disaster The U.S. Army has overall responsibility for coordinating
disaster relief efforts involving Department of Defense (DoD) agencies.
The Air Force supports the Army. As the volunteer auxiliary of the Air
Force, the CAP may participate in the Military Support to Civil
Authorities (MCSA) program.

The organization of CAP DR efforts is very similar to the SAR

mission. The main difference is the agency that controls the mission.
CAP always retains command of CAP resources, but mission control is
delegated, usually at the state level, to the agency primarily responsible
for a particular DR operation.

Under MSCA the Air Force Reserve coordinates and does the
tasking through its Air Force National Security Emergency Preparedness
(AFNSEP) office. The AFNSEP office is co-located with the Army Forces
Command at Fort McPherson, GA. After receiving an Air Force mission
authorization, CAP works directly with the agency that requested help

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and performs the activities specifically requested, within CAP’s

capability.

The types of DR missions CAP supports include:

• Courier and light cargo transport.

• Mercy missions – blood, organ transplant, and patient transport
(life-saving evacuations).
• Manual labor for debris removal.
• Air and ground transport for cargo and non-CAP key personnel.
• Damage surveying.
A ground team member prepares • Communications support.
prior to field deployment • Etc.

Two good examples of the types of support CAP gives in Disaster

Relief operations is illustrated by its efforts during the 1993 Missouri
Flood and CAP’s response to the September 11, 2001 attacks. During
the summer of 1993, the Mississippi River overflowed its banks and
caused the flooding in over 100 years, flooding millions of acres of land,
and submerging whole towns and cities. Civil Air Patrol members from
across the country came to the aid of flood victims: filling sandbags,
surveying damage, flying everything from mail to emergency supplies to
needed areas, establishing emergency communications links and ferrying
government officials.

CAP members were also among the first to respond to the

September 11th attacks on New York, Washington, and Pennsylvania,
providing communications, emergency transfer of blood, supplies, and
people, and rendering other types of assistance as requested by state
and federal agencies.

Counterdrug Operations
In 1985, U.S. Customs Service asked CAP to support
counterdrug operations. Our first large scale operation with Customs
primarily involved reconnaissance and feedback on suspicious boats and
ships off the East and Gulf coasts. In 1986, Congress authorized CAP to
support law enforcement in the government’s war on drugs. CAP began
its support of the Drug Enforcement Administration and U.S. Forest
Service in 1989. Originally operations were primarily for marijuana
eradication support within the United States and its territories and
possessions.

Today, the mission of CAP’s counterdrug program is to assist

federal, state and local government and law enforcement agencies
The Counterdrug Operations involved in the fight to eliminate illicit drug use, its production and sale
program emblem in the U.S., its territories and possessions. CAP is involved in combating
both the demand for and supply of illegal drugs. CAP provides aircraft,
aircrews and other personnel to support counterdrug activities. Many
federal agencies as well as state and local law enforcement agencies and
drug task forces routinely call on CAP to provide counterdrug support.
It should be noted, however, that CAP has no law enforcement
authority and may not participate in law enforcement operations.

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CAP provides three main counterdrug interdiction missions:

aerial reconnaissance, communication and transportation. All Air Force
assigned counterdrug missions must have a counterdrug “nexus,” that is
they must involve a counterdrug case or operation. Valid operations
include:

• Marijuana eradication support – flights conducted to detect

suspicious vegetation or likely growing areas for marijuana.
• Airborne reconnaissance – flown to detect potential drug
operations or gather intelligence on isolated areas known to be
used by drug traffickers. Also flown on a recurring basis to
examine border-crossing areas.
• Marine reconnaissance – routine reconnaissance to detect and
report suspicious marine activity in coastal areas and to detect and
identify waterborne vessels.
CAP aircraft searching fields • Airport reconnaissance – recurring or periodic reconnaissance of
for illegal marijuana airports or their surrounding access routes for evidence or
likelihood of use for drug trafficking.
• Airfield photography – conducted to locate, identify, photograph,
and catalog charted and uncharted airfields and landing areas.
• Airborne video/digital photography and imagery – flown to
document conditions of areas or facilities to detect change, use or
suspicious activity.
• Communications support – usually flown in remote locations to
provide an aerial communications relay platform and/or in support
of over-water operations where normal communications will be a
problem.
• Radar evaluation – flown to evaluate and calibrate air defense
radars and provide controller and/or interceptor training.
• Aerial familiarization of law enforcement agents – conducted to
familiarize agents with aircraft and their use in conducting law
enforcement operations.
• Drug demand reduction – orientation flights in conjunction with
DDR program events for CAP cadets are permitted.
Transportation of DDR personnel and materials to DDR events.
• Transportation mission – may be conducted under limited
circumstances.

Homeland Security
Homeland security is Civil Air Patrol’s heritage. The terrorist
attacks that occurred on September 11, 2001 caused the United States
to reexamine its homeland security mission. No longer immune from
attacks on its home soil, the United States must use all of its resources
to meet an enemy that knows no national, physical or moral boundaries.
The war on terrorism is a multi-front campaign that begins at home.

In order to prepare for, prevent, and respond to attacks or

domestic emergencies within the United States and the Commonwealth
of Puerto Rico, the Civil Air Patrol, operating as the United States Air
Force Auxiliary, increased its participation in Department of Defense
Homeland Security operations by conducting Civil Support and
Homeland Defense missions.
Since 1941, Civil Air Patrol has
been keeping an eye on liberty

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CAP provides a ready capability to enhance Civil Support and

Homeland Defense operations within the HLS arena. Utilizing highly-
trained volunteers and its large fleet of aircraft, CAP can rapidly
respond to requests for support from military, federal, state, and local
agencies requiring emergency management services, integrated, multi
layered communications, low-cost, high technology reconnaissance, or
transport of personnel or cargo. CAP provides support to civilian law
enforcement, participates in Domestic Relief Operations (DRO), and
aids domestic consequence management activities in response to
chemical, biological, radiological, nuclear, or high yield explosive
(CBRNE) situations. Increased CAP assistance in conducting Homeland
Security operations acts as a force multiplier for the Department of
Image of a Russian freighter Defense and other governmental and nongovernmental agencies. By
off the coast of Key West, FL providing additional personnel and critical equipment, CAP gives first
taken by a CAP aircrew using responders the flexibility to conduct higher priority taskings, and frees
the Satellite Digital Imaging defense personnel for more critical national security needs.
System (SDIS)
To prepare for Homeland Security operations, CAP assists
military and law enforcement organizations with training of personnel to
defend the nation. Activities ranging from active participation in
exercises and evaluations, to transporting personnel, to training
locations provide organizations with greater flexibility and reduce their
own resource requirements. Prevention missions usually involve active
reconnaissance or patrol of potential targets, lines of communication
and critical infrastructure. Response, whether training or actual, involves
virtually every aspect of the organization, but communications
capabilities and trained emergency management personnel play key roles
in addition to those filled by CAP air and ground teams.

By increasing the number of trained personnel and low-cost

high-technology equipment available to full-time first responders, CAP
leverages those organizations’ abilities to provide capable, multi-level
security. Specifically, to enhance detection and prevention requirements,
CAP provides reconnaissance and transportation capabilities not usually
available to local security forces. CAP emergency management
personnel deliver much need continuity and often round out staffs
normally manned with people whose primary duties may not involve
The ARCHER program
crisis or consequence management. CAP communications personnel
emblem establish critical redundancy in areas often overwhelmed with
communication demands in commercial frequency spectra.

Civil Air Patrol uses advance technologies as part of the

homeland security role. On of the systems is called Satellite Digital
Imaging System or SDIS. This allows aircrew to transmit reconnaissance
digital photographs and messages to ground personnel while in flight.
Another advance technology is Advance Real-Time Cueing
Hyperspectral Enhanced Reconnaissance or ARCHER. This is unique to
the Civil Air Patrol. It was developed through the dedication of Civil
Air Patrol members who worked with private and government scientist
to develop the system. Hyperspectral imaging (HSI), in an aerial
application, allows an operator to program into an onboard computer
the “spectral signature” of an object. A sensitive HSI camera onboard
can then detect and pinpoint any object(s) on the ground that match the
The ARCHER system in the signature. The HSI sensor is also capable of detecting anomalies, objects
GA-8 Airvan significantly different from the background in which they are located.

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Data on possible “hits” that match the spectral signature or anomalies

can be processed in real-time, stored and analyzed, and transmitted to
ground teams.

CAP Aircraft and Aircrew

CAP owns over 500 single-engine, propeller driven light aircraft,
such as the new Cessna 182T. In addition, CAP members also make
available about 4,500 of their own private aircraft, making Civil Air
Patrol the largest privately owned light aircraft fleet in the world.
Combining corporate and member-owned aircraft, it has a larger fleet
than the U.S. Air Force.

Civil Air Patrol uses some of the Pilots may hold aeronautical ratings in CAP similar to pilots in
best avionic systems available in the Air Force. In addition, the CAP recognizes balloon and sailplane
general aviation aircraft today pilots with special ratings. Aircrews are also eligible for aircrew
designations, such as mission scanner and observer. Cadets may receive
primary flight training through Civil Air Patrol, while senior members
may take proficiency training or upgrade the pilot’s certificate they
already have.

CAP Communications Network

The CAP communications network supports the entire CAP
mission. Involving thousands of operators, the Civil Air Patrol
communications network serves three purposes: (1) it aids in the
advancement and improvement of the art and science of radio
communication; (2) furthers the CAP aerospace education phases in
communication; and (3) coordinates with government agencies for
planning and establishing procedures to meet local and national
emergencies.

CAP’s radio network is comprised of a radio and computer

system involving stations that are fixed-land, mobile, water, and
airborne. This network embraces the entire CAP organization – the 50
states, the District of Columbia, and Puerto Rico – and maintains a
regular communications schedule. Whether it is for routine or
emergency use, it provides commanders at each echelon the
communications capability adequate for their control of overall
activities. Also, in times of national emergency or disaster, it provides an
additional or secondary means of communications if primary facilities
are inoperative.

Manned by CAP personnel, the CAP communications network

follows the chain of command structure. That is, the network is
established at the national level, at the region level, the wing level, and
the squadron level. Operating in this manner, all echelons can maintain
contact with each other using the network if the need arises.

One of Civil Air Patrol’s mobile Authorized frequencies are allocated by the U.S. Air Force and
Federal Communications Commission. Civil Air Patrol maintains control
command centers equipped with
of the network and establishes operating procedures which comply with
multiple forms of communication the requirements of the USAF and FCC.

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Aerospace Education
While listed as a specific part of the CAP mission, aerospace
education activities actually permeate most of CAP’s functions in one
way or another. There are two distinct programs within this part of the
mission – the internal program and the external program. The internal
program is for CAP members, for whom aerospace education follows a
definite plan of participation and progression. The external program is
for nonmembers of CAP – for teachers, school administrators, and
other interested individuals.

Internal Program
The internal program for senior and cadet CAP members is
designed to provide a general knowledge of all aerospace activities,
along with an appreciation of how these activities impact society. Here,
the aerospace education program is based on activities and study.
Aerospace education is enriched by guest lecturers, who are specialists
in a particular facet of aerospace activity, visits to aerospace
installations, participation in aerospace-related activities, and practical
experience with aerospace equipment, such as flights in contemporary
aircraft.

External Program
All other aerospace education activities in which CAP is
involved are considered external aerospace education. Participating in
this category are those educational institutions wanting to provide an
aerospace education program for their students. CAP provides free
materials and guidance. In each region, the Civil Air Patrol employs an
educator who is known as the Region Director of Aerospace Education
(RDAE). One of their responsibilities is to assist educational institutions
in planning aerospace education projects, generally referred to as
“workshops.” The assistance may come directly from the RDAE or may
be come from the wing or squadron level. In any case, CAP assists in
making arrangements, ideas for presentations, providing guest lecturers
and other activities for aerospace education courses and workshops.

Aerospace education for the general public is given through

exhibits and demonstration; cooperative programs with business,
fraternal, civil and service organizations – all of which are conducted as
A group of cadets put together a a public service. Through these programs, aerospace education fosters
our nation’s commitment to the future.
model airplane during an
Aerospace Education event One of the most notable examples of this commitment is the
National Congress on Aviation and Space Education (NCASE).
Sponsored by Civil Air Patrol and supported by organizations such as
the National Aeronautics and Space Administration (NASA) and the
Federal Aviation Administration (FAA), it is designed to promote an
understanding of aerospace education throughout the nation. This
motivational program encourages teachers to incorporate aerospace
education in their curricula and leaders to speak out on the aerospace
issues facing our nation today.

In an age when we are constantly striving to move faster, do

more, in less time, it is the aerospace world which will develop the

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technology – in travel, in medicine, in computer sciences, to allow us to

achieve those goals. In addition, current events point out the
achievements of other nations in aerospace technology, which may
threaten the security and prestige of America. CAP believes that the
United States can only maintain its leadership only by paralleling or
excelling the achievements of other countries. To do this, it is a must
that general education in aerospace activities be emphasized now and in
the future. Such education makes the public more aware of the
necessity for progress in this area, and it can help make the public more
receptive to tackling the challenges that lie ahead. Too, the education of
our youth in the wide spectrum of aerospace related sciences ensures
An aerospace education member our nation’s future supply of trained scientists dedicated to preserving
teaches young student about rockets America’s place as the preeminent developer of aerospace technology in
the world.

Cadet Programs
The cadet program is designed to foster leadership and good
citizenship in America’s youth, using aerospace education, Air Force
role models and emphasis on public service. Cadets may participate in a
variety of activities, gain rank and increased recognition in the program
and receive benefits for participation in the program should they choose
to enter military service. Most of all, it challenges them to learn and
grow in ways they may not have had the opportunity to were it not for
the program.

Cadet Program Structure

The Cadet Program itself is divided into five phases – the
Motivation Phase, and four primary phases (the Learning Phase, the
Leadership Phase, the Command Phase, and the Executive Phase) –
dedicated phases for learning and growth. The Motivation Phase
introduces the prospective cadet to the requirements, procedures and
goals of CAP.

After the Motivation Phase, the next four phases use aerospace
education, leadership, physical fitness, and moral leadership to instill and
develop qualities of leadership and responsibilities in the cadet
members. The entire cadet program is oriented toward an activities
program held within the individual squadron setting. Activities selected
by a squadron for its program are designed to meet the individual
member's need.

Throughout the cadet program, from the first achievement

through to the completion of the program; emphasis is placed on
individual and group study, instruction and attainment. Each of the four
phases emphasizes the four program areas mentioned above as well as
individual unit activities, such as drill team, color guard, model rocketry,
and emergency services training. As cadets progress, they earn ribbons,
awards, and increased grade, rewarding their commitment and
achievement in the program. Each phase becomes more challenging and
builds on what the cadet has already learned.

Phase I, the Learning Phase is just that: cadets learn to function

in a military-type environment. They learn to march, wear their uniform

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properly, learn the principles of followership, and begin to learn about

the aerospace environment. At the conclusion of this phase, the cadet
is awarded the first major milestone award for achievement in the
Cadet Program, the Wright Brothers Award.

In Phase II, the Leadership Phase, cadets become more involved

in the program. They may enter leadership roles in their squadron and
attend a CAP encampment, which is designed to give cadets an
introduction to the Air Force culture and hands on leadership and
aerospace training in a team environment. At the conclusion of this
phase, cadets receive the General Billy Mitchell Award.

A cadet gets ready to have his glider In Phase III, the Command Phase, the cadet is expected to take
released from the tow plane on greater responsibility for activities and training within their squadron.
They must assume a leadership position and mentor younger cadets in a
variety of areas. In addition, they must also become knowledgeable in
different staff areas, learning from their senior member counterparts in
areas such as public affairs. This is in addition to continuing the activities
they began in Phases I and II. At the conclusion of this phase, the cadet
may receive the Amelia Earhart Award and go on to the final phase of
cadet training.

The achievements in Phase IV, the Executive Phase, are designed

to provide high-level leadership experiences to the individual cadet.
When the cadet has completed the requirements for Phase IV, they will
receive the General Ira C. Eaker Award and become eligible to test for
the highest award for achievement in the Cadet Program, the General
Carl A. Spaatz Award.

The Spaatz Award is a comprehensive evaluation of all aspects

of the cadet program phases. This exam is passed by less than one
percent of the total cadet population. Once a cadet has passed the
Spaatz examination, they are promoted to the highest grade in the
program, cadet colonel. Spaatz cadets continue to improve themselves
Cadet color guards are one of many through applying what they have learned throughout the cadet program
activities cadets can participate in and assisting other cadets to excel.

Activities and Awards

Cadets at all levels of CAP enjoy a wide variety of activities at
the squadron, wing and national level. Cadets may train and participate
in SAR missions, enjoy orientation flights, take field trips, go to the
encampments we have described (mandatory for Phase II completion),
etc. In addition, they may become eligible to go on a variety of national
activities designed to complement the cadet curriculum. These activities
cover a wide range of aerospace, emergency services, career
exploration, and leadership topics. Cadets may even qualify to travel to
a foreign country to represent Civil Air Patrol and the United States.

Cadets may also qualify for college scholarships. Cadets wanting

to enlist in the Air Force or the Coast Guard and holding the Mitchell
Award may enlist at a higher pay grade over their contemporaries. This
can mean thousands of extra dollars over a career. The Cadet Program
Two cadets ride aboard a HH-60 offers today’s youth unlimited opportunities to excel.
Pavehawk during an activity

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SUMMARY EXERCISE
1. Name the three missions of the Civil Air Patrol.

a.________________________________ b.________________________________

c.________________________________

2. Name a few specific areas involving emergency services.

____________________________________________________________________________

____________________________________________________________________________

3. Name two parts of the aerospace education program.

a.________________________________ b.________________________________

4. How many phases are there in the cadet program? Name each phase.

____________________________________________________________________________

____________________________________________________________________________

5. What is the title of the officer in charge of a specific emergency service or operational activity?
a. Operations Commander b. Commander
c. Incident Commander d. Wing Commander

6. Name four staff positions.

a.________________________________ b.________________________________

c.________________________________ d.________________________________

7. One of the objectives given to the Civil Air Patrol is to assist the Department of the Air Force in fulfilling
its non-combat programs and missions.
a. True b. False

8. Can the Civil Air Patrol assist law enforcement in activities such as aerial surveillance?
a. True b. False

9. Cadets who earn the _____ Award and enlist into the Air Force or Coast Guard are eligible for a higher
starting pay grade then their peers.
a. Wright Brothers b. Mitchell
c. Earhart d. Spaatz

10. The Civil Air Patrol sponsors an aerospace conference that encourages teachers to incorporate
aerospace education in their curricula and leaders to speak out on the aerospace issues facing our nation
today. This conference is called the _____.

____________________________________________________________________________

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NOTES

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Chapter 5
INDIVIDUAL PROGRESSION

Just as we all took steps progressing from one level to the next in school and perhaps as well at work,
Civil Air Patrol too has levels of progression. Each step in the process is designed to hone skills you have
already learned and to teach you new ones. The cadet program and professional development program for
senior members are slightly different from each other; however the goal is the same.

Officer Progression
Before you learn the steps of progression for an officer, you
should clearly understand what an officer is and the ideals of officership.
An officer is an individual who has agreed to a commitment to hold a
rank of authority and take on the obligations and responsibilities set
forth for the good of the public. This commitment begins when an
officer is appointed either by grade or duty assignment and ends or
changes only when the officer has been relieved of their current duties,
resigns, retires or is demoted. General Bennie L Davis, former
Commander in Chief Strategic Air Command, states “…Officership is a
profound commitment that transcends personal gain….It is an attitude,
concept, and philosophy.” Officership means something different to
each individual. But to each, the overriding concern should be service
to one’s country – service above all else.

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Officer progression is broken into five levels. Each level

progresses on the previous level building a member’s skills from a
follower to a high level leader. It is important to remember that
progression is not a race. Each officer should take care to absorb all the
possible information, training and experience from each level. This will
insure you won’t find yourself in a position of leadership with no
understanding of what is expected of you let alone how to do the job.
R.H.I.P Let’s go over each level.
Rank has its privileges…
Level I – Orientation
But more importantly, Level I training provide new senior members with information
required for active membership in CAP. This level consists of the
Orientation Course, Operational Security (OPSEC), and Cadet
R.H.I.R Protection Program Training (CPPT). Shortly after joining CAP, the
Rank has its member receives a collection of pamphlets and manuals. Members
responsibilities! should study these materials prior to attending a Level I Orientation
Course. The Level I Orientation Course provides basic information
about the CAP program. CAP requires completion of Level I and time-
in grade for promotion to the grade of second lieutenant.

Level II – Technical Training

In this level, the member acquires a technical skill and begins
receiving basic training in leadership and management topics. CAP
presents study material in pamphlets called Specialty Track Study Guides
(more about this later). Each member, in coordination with the unit
commander and unit Professional Development Officer, selects a
specialty based on individual interests and the needs of the unit.
Squadron Leadership School (SLS), a formal course, trains squadron-
Officership is a step-by-step level members to perform their squadron jobs and introduces
process in which you take time leadership and management techniques. Level II training also includes
and care to learn and gain the Air Force Institute for Advanced Distributed Learning (AFIADL)
experience at each level taking CAP Senior Officer Course. CAP requires completion of Level II and
time-in grade for duty performance promotion to the grade of captain.
full advantage of all the
requirements. It is not a race to Level III – Management
become “King of the Hill”. Officers desiring to serve in CAP management positions train at
this level. Completion of Level III requires attending a Corporate
Although advance promotion Learning Course (CLC) and other specialized requirements. CAP
can occur from time-to-time requires completion of Level III and time-in-grade for duty performance
due to organizational situations, promotion to the grade of major.
such promotion should be the
very rare exception and avoided Level IV – Command and Staff
at all cost. This level concentrates on officers desiring to become leaders in
CAP. Every wing and region commander, and those members being
groomed to replace them, should complete Level IV. CAP requires
members to complete Region Staff College (RSC) at this level. Members
unable to attend a region staff college may complete the USAF
Squadron Officer School (SOS) by correspondence or any of the
Professional Military Education (PME) equivalents. In order to receive a
duty performance promotion to the grade of lieutenant colonel,
members must complete Level IV and time-in-grade.

Level V – Executive
Those performing the duty as commanders or staff officers train
at this level. This level concentrates on advanced leadership and

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management subjects. To complete this level, officers attend the

National Staff College (NSC). Members unable to attend the college
may elect to complete the USAF Air Command and Staff College
(ACSC) by correspondence or any of the Professional Military
Education (PME) equivalents.

Specialty Tracks
Except for professionals in law or medicine who join specifically to
perform these functions, members select specialty tracks based on their
personal interests and the unit’s need, as determined by the unit
commander. There are three primary factors your unit commander
should consider in making the initial selection include:

• Member's current duty position if any.

Here is a list of current • The unit’s manning requirements.
specialties available • Individual's capabilities, interests, and achievements.

200 Personnel After selecting a specialty, the member downloads the appropriate
201 Public Affairs study guide from the http://cap.gov and/or training course from the Air
202 Finance Force Institute for Advanced Distributed Learning. Contact the unit or
203 Inspector General wing test control officer to enroll in the AFIADL course. Typically, the
study guide directs the member's self-study and on-the-job training
204 Professional Development
(OJT) through the three skill ratings in the specialty (i.e., Technician-1,
205 Administration Senior-2, or Master-3). Each specialty track identifies appropriate
206 Logistics schools, courses, and suggested readings. Concurrently, the member
210 Flight Operations should have a trainer assigned to assist in applying information learned
211 Operations to actual job performance.
212 Standardization-Evaluation
213 Emergency Services Each specialty track has an assigned code number used for
214 Communications entering the data on the PDR. The code number usually relates directly
215 Aerospace Education to the number assigned to the training material for that particular track.
216 Cadet Programs Some specialties such as operations officer may require completion of
217 Safety training from a combination of several specialty tracks.
218 Plans and Programs
The professional fields of law and medicine (219 and 220) do
219 Legal not have study guides. These positions have only a position code
220 Health Services number. Promotion criteria for these members are outlined in CAPR
221 Chaplain 35-5, CAP Officer and Noncommissioned Officer Appointments and
223 Historian Promotions. Members of these professions may enter any of the other
225 Moral Leadership training tracks desired using the training guide for those specialties.
226 Recruiting and Retention
227 Information Technology When a member achieves proficiency in all the requirements for
228 Drug Demand Reduction the technician, senior, or master rating, the member and trainer
coordinate with the Professional Development Officer and the unit
commander to enter the appropriate rating on both the member's
master record, CAPF 45b (Attachment 4), eServices, and the unit's
PDR. The unit commander approves by initialing the CAPF 45b.
Progression in the Senior Member Professional Development Program
completes eligibility requirements for duty-performance promotion,
provided the member has met all requirements of CAPR 35-5.

Duty Performance Promotion Requirements

Progression from one grade to the next may be done by either
a special appointment due to a particular set of skills that an individual
may apply to the Civil Air Patrol such as a commercial pilot, doctor or
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lawyer or by duty performance. In most cases, duty performance is the

track of progression so we will focus on it.

As a new senior member you are eligible for promotion to

second lieutenant in no less than six months. In that time you will be
required to complete the Cadet Protection Policy, Level One
instruction, select a specialty track and study any additional materials
that may be provided to you. As you continue in the Civil Air Patrol, the
time requirements and training will increase. Here is a chart outlining
the requirements.

Duty Performance Requirements Chart

TO BE ELIGIBLE FOR PROMOTION MINIMUM SKILL LEVEL
PLUS TIME-IN-GRADE OF:
TO: (SEE LEVEL PROGRESSION CHART)

Second Lieutenant Level 1 6 months as a senior member

12 months as a 2d Lt or TFO
First Lieutenant Technician in a Specialty Track
(or combination thereof)
18 Months as a 1st Lt or SFO
Captain Level II
(or combination thereof)
Major Level III 3 years as Captain
Lieutenant Colonel Level IV 4 Years as Major

Level Progression Chart

COMMAND
ACHIEVE- PREREQUI OR STAFF PROF. SPECIALTY
LEVEL LEADERSHHIP ACTIVITY AWARDS
MENT SITES ASSIGNMEN COURCES TRACK
T
Orient., Select a Study Senior
Membership
Orientation I None None OPSEC, & Specialty None Handbook
Ribbon
CPPT Track Materials
Complete
CAP Senior
Technical Complet Technicia Certificate of
II None SLS None Officer
Training e Level 1 n Rating Proficiency
Corresponde
nce Course
Attend Two National, Grover
Manage- Complet Total of 1 Senior
III CLC Region, or Wing Loening
ment e Level II Year Rating
Conferences Award
Public
Presentation
Serve as a
to a Non-
Staff Member
CAP Group
for SLS. CLC.
Complet or An Paul E
Command Total of 2 RSC or Master UCC, or
IV e Level internal or Garber
and Staff Years Equiv. Rating National,
III External AE Award
Region, or
Presentation
Wing
of Earn the
Conference
Yeager
Award
Serve as a
Staff Member Conduct a
Complet Gill Rob
Total of 3 NSC or for RSC/NSC Level 1
Executive V e Level None Wilson
Years Equiv. or Director Orientation
IV Award
of SLS, CLC, Course
or UCC

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Flight Officer & Non-Commission Officer Progression

As with officer, we will begin by discussing what is a Flight
Officer and Non-Commissioned Officer (NCO). Flight Officers are
members between the ages of 18 and 21 years old. It is designed as
means of transition for cadets or joining members who have entered
the senior member program and are eligible to be an officer with the
exception of being younger than 21 years old. Flight Officers do not
hold the same responsibilities and privileges as officers, however they
may hold a higher responsibility than Non-Commissioned Officers.
Non-Commissioned Officers or NCOs in the Civil Air Patrol are for
those senior members who are former or current military NCOs and
do not wish to be considered for officer appointment.
Tradition: An Officer wears the Flight Officer Progression
grade on their shoulders as a Flight Officer progression is similar to that of CAP Officers.
reminder of the constant burden of They must follow and complete the first two levels of the officer
responsibility that weighs on them. program as identified earlier in this chapter. Flight Officers may, and are
encouraged to, continue to complete additional officer levels. The focus
The NCO wears the grade on the however is on the first two levels primarily because the time a flight
sleeve as a symbol of their strength officer completes these level, they will have turned 21 years old and
that carries the force. transferred to an officer status.

Final promotion authority for a Flight Officer is retained by their

immediate commanding officer. Cadets who have completed the
General “Billy” Mitchell milestone award or higher, may be eligible for
advance appointment to the grade of Flight Officer.

Non-Commissioned Officer Progression

Non-Commissioned Officers progression is also similar to that
of CAP Officers. They must follow and complete level one of the
officer program. Additional level completion is encouraged, however is
not mandated for promotion as it is for officers. Like Flight Officers
the final promotion authority for NCOs is retained by their immediate
commanding officer.

Duty Performance Requirements Chart

MINIMUM SKILL LEVEL
TO BE ELIGIBLE FOR PROMOTION TO: PLUS TIME-IN-GRADE OF:
(SEE LEVEL PROGRESSION CHART)

Flight Officer (FO) Level 1 3 months as a senior member

Senior Flight Officer (SFO) Technician in a Specialty Track 6 months as a FO
Technical Flight Officer (TFO) Level II 12 Months as a SFO
MINIMUM SKILL LEVEL
TO BE ELIGIBLE FOR PROMOTION TO: ELIGIBILITY
(SEE LEVEL PROGRESSION CHART)

CAP Non-Commissioned Officer Former or current military NCO

Level I
Grade grade

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Cadet Progression
Cadet Progression is broken into five phases. The first is an
optional phase called the motivation phase followed by phases one to
four. Phases one to four are further separated into achievements. To
progress from one grade to the next, cadets must pass each of the
requirements per achievement.

Phase One
Phase One is the Learning Phase. The primary focus for cadets
is followership. This phase as three achievements: a. John F Curry, b.
Hap Arnold, and c. Mary Feik. In each achievement, cadets are required
to pass a leadership test, aerospace test (except the first achievement),
a physical fitness test, attend at least one squadron activity, participate in
a moral leadership class, and pass a promotion review evaluation.

At the completion of the three achievements, cadets will then

be eligible to take the phase test called the Wright Brothers test. Upon
successful completion of this test, cadets can then progress to the next
phase. Each phase test is considered a milestone in the cadet program.

Phase Two
Phase Two is the Leadership Phase. The primary focus for
cadets is to learn how to lead small teams. This phase as five
achievements: a. Eddie Rickenbacker, b. Charles Lindberg, c. Jimmy
Doolittle, d. Dr Robert Goddard, and e. Neil Armstrong. In each
achievement, cadets are required to pass a leadership test, aerospace
test, a physical fitness test, attend at least one squadron activity,
participate in a moral leadership class, and pass a promotion review
evaluation.

At the completion of the five achievements, cadets will then be

eligible to take the phase test called the Billy Mitchell test. Upon
successful completion of this test, cadets can then progress to the next
phase.

Phase Three
Phase Three is the Command Phase. The primary focus for
cadets is to learn how to lead indirectly. This phase as three
achievements: a. Flight Commander, b. Administrative Officer, and c.
Public Affairs Officer. In each achievement, cadets are required to pass
a leadership test, aerospace test, a physical fitness test, complete a staff
duty analysis, attend at least one squadron activity, participate in a moral
leadership class, and pass a promotion review evaluation.

At the completion of the three achievements, cadets will then

be eligible to take the phase test called the Amelia Earhart test. Upon
successful completion of this test, cadets can then progress to the next
phase.

Phase Four
Phase Four is the Executive Phase. The primary focus for
cadets is to learn how to lead multiple teams indirectly and set long
term goals for their unit. This phase has five achievements: a.

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Leadership Officer, b. Aerospace Education Officer, c. Operations

Officer, d. Logistics Officer, and e. Cadet Commander. In each
achievement, cadets are required to pass a leadership test, aerospace
test, a physical fitness test, complete a staff duty analysis, attend at least
Promotion Requirements
one squadron activity, participate in a moral leadership class, and pass a
promotion review evaluation.
Cadets will be promoted at the
completion of most achievements
At the completion of the four achievements, cadets will then be
and phases. Below is a table
eligible to take the phase test called the General Ira C. Eaker test. The
outlining when a cadet is eligible
General Ira C. Eaker Award marks completion of Phase IV of the Cadet
for promotion and to what grade.
Program, “The Executive Phase.”

After receiving the Eaker Award, the cadet is eligible to take the
comprehensive exams for the Spaatz Award. Upon successful
completion of this test the cadet will have completed all objective in the
cadet program.

Path of Progression in the Civil Air Patrol Cadet Program

REQUIERMENTS
PHASE ACHIEVEMENT MORAL GRADE
LEADERSHIP AEROSPACE FITNESS ACTIVITY
LEADERSHIP
Optional Orientation Orientation Orientation Orient. Orientation Orientation C/AB
I Foundation
1. John Curry Chapter 1 None CPFT Participate Actively C/Amn
The Module
Learning 2. Hap Arnold Chapter 2 Any Module CPFT 1 Forum Participate Actively C/A1C
Phase 3. Mary Feik Chapter 3 Any Module CPFT 1 Forum Participate Actively C/SrA
WRIGHT BROTHERS Exam None CPFT None Participate Actively C/SSgt
4. Eddie Rickenbacker Chapter 4 Any Module CPFT 1 Forum Participate Actively C/TSgt
5. Charles Lindberg Chapter 5 Any Module CPFT 1 Forum Participate Actively C/MSgt
II 6. Jimmy Doolittle Chapter 6 Any Module CPFT 1 Forum Participate Actively C/SMSgt
The
Leadership 7. Robert Goddard Chapter 7 Any Module CPFT 1 Forum Participate Actively C/CMSgt
Phase Speech &
8. Neil Armstrong None CPFT 1 Forum Participate Actively
Essay
MITCHELL AWARD Exam Exam CPFT None Participate Actively C/2d Lt
Chapter 8 & 3-Chapter
9. Flight Commander CPFT 1 Forum Participate Actively
SDA Block
III
Chapter 9 & 3-Chapter
The 10. Administrative Officer CPFT 1 Forum Participate Actively C/1st Lt
Command
SDA Block
Phase Chapter 10 & 3-Chapter
11. Public Affairs Officer CPFT 1 Forum Participate Actively
SDA Block
EARHART AWARD Exam Exam CPFT None Participate Actively C/Capt
Chapter 11 &
12. Leadership Officer None CPFT 1 Forum Participate Actively
SDA
Chapter 12 &
13. Aerospace Ed Officer None CPFT 1 Forum Participate Actively
SDA
IV Chapter 13 & 3-Chapter
14. Operations Officer CPFT 1 Forum Participate Actively C/Maj
The SDA Block
Executive Chapter 14 & 3-Chapter
Phase 15. Logistics Officer CPFT 1 Forum Participate Actively
SDA Block
Chapter 15 & 3-Chapter
16. Cadet Commander CPFT 1 Forum Participate Actively
SDA Block
Speech & SDA Staff Service &
EAKER AWARD None CPFT None C/Lt Col
Essay Leadership Academy
SPAATZ
AWARD
- Exam Exam CPFT Essay Exam Participate Actively C/Col

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SUMMARY EXERCISE
1. How many levels are there in the senior member program?

____________________________________

2. In which senior member level does a member acquire a technical skill and begins receiving basic training in
leadership and management topics?

____________________________________

3. Name four senior member specialty tracks.

a.________________________________ b.________________________________

c.________________________________ d.________________________________

4. Who retains the final promotion authority for flight officers?

a. The national commander b. The region commander
c. The member’s Group commander d. The member’s immediate commander

5. Non-Commissioned Officers (NCOs) must complete Level One, however additional level completion is not
mandated.
a. True b. False

6. How many phases are in the cadet program?

____________________________________

7. What is the title of the first phase and the first achievement in the cadet program?

____________________________________ ____________________________________

8. What is the first milestone in the cadet program?

a. The Wright Brothers Award b. The Mitchell Award
c. The Earhart Award d. The Spaatz Award

9. What is the highest award in the cadet program earning the cadet the grade of cadet colonel?
a. The Wright Brothers Award b. The Mitchell Award
c. The Eaker Award d. The Spaatz Award

10. Review the cadet progression chart on page 5-7. Cadets Basics who are working towards the first
achievement must complete all requirements except _____.
a. Leadership b. Aerospace
c. Moral Leadership d. Fitness

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NOTES

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INTENTIONALLY
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The Auxiliarymen’s Handbook March 2008

Chapter 6
CUSTOMS & COURTESIES

As a paramilitary organization, we follow military forms of customs and courtesies. Military customs and
courtesies are proven traditions that explain what should and should not be done in many situations. They are
acts of respect and courtesy when dealing with other people and have evolved as a result of the need for order,
as well as the mutual respect and sense of fraternity that exists among military personnel. Military customs and
courtesies go beyond basic politeness; they play an extremely important role in building morale, esprit de corps,
discipline, and mission effectiveness. Customs and courtesies ensure proper respect for the chain of command
and build the foundation for self-discipline.

The Military Salute

What is a salute?
Salutes are exchanges upon recognition between officers and
warrant officers and between officers or warrant officers and cadets or
enlisted members of the Armed Forces. The salute is a courteous
exchange of greetings as both a greeting and a symbol of mutual respect,
with the junior member always saluting first. As such, it is never
inappropriate to salute another individual. When returning or
rendering an individual salute, the head and eyes are turned toward the
Colors or person saluted. When in ranks, the position of attention is
maintained unless otherwise directed.
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Origin of the Salute

Although the exact origin of the salute is not known, there are a
few theories. One theory is that in the age of chivalry the knights were
all mounted and wore steel armor, which covered the body completely.
When two friendly knights met it was the custom for each to raise the
visor and expose his face to the view of the other. This was always done
with the right hand, the left being used to hold the reins. It was a
significant gesture of friendship and confidence, since it exposed the
features and also removed the right hand from the vicinity of a weapon
(sword).

The most widely accepted theory is that it evolved from the

practice of men raising their hats in the presence of officers. Tipping
one's hat on meeting a social superior was the normal civilian sign of
respect at the time. Repeated hat-raising was impractical if heavy
helmets were worn, so the gesture was stylized to a mere hand
movement

English seventeenth-century military records indicate that "the

formal act of saluting was to be by removal of headdress." By about 1745, an
English regiment, the Coldstream Guards, appears to have amended this
procedure, being instructed to "clap their hands to their hats and bow as
they pass by." This practice was quickly adopted by other English
regiments and may have spread from England to America (via the War
of Independence) and Continental Europe (through the Napoleonic
Wars). Accordingly, the truth may lie somewhere in the middle, with
the military salute originating as a gesture of respect and politeness
parallel to the civilian custom of raising or tipping one's hat, possibly in
combination with the warrior's custom of showing an unarmed right
hand.

Regardless of its origin, the salute today is a military greeting, a

sign of mutual respect, trust and confidence initiated by the junior in
rank, with no loss of dignity on either side. It is also a sign of loyalty and
respect to the Service of which a member forms part and the general
tone and spirit of the Service is indicated by the manner in which airmen
Raising arm to Salute offer the salute and officers return it.

Rendering a salute
The individual raises the right hand smartly in the most direct
manner while at the same time extending and joining the fingers. Keep
the palm flat and facing the body. Place the thumb along the forefingers,
keeping the palm flat and forming a straight line between the fingertips
and elbows. Tilt the palm slightly toward the face. Hold the upper arm
horizontal, slightly forward of the body and parallel to the ground.
Ensure the tip of the middle finger touches the right front corner of the
headdress. If wearing a non-billed hat, ensure the middle finger touches
the outside corner of the right eyebrow or the front corner of glasses.
The rest of the body will remain at the position of attention. This is
count one of the movement. To complete count two of the movement,
bring the arm smoothly and smartly downward, retracing the path used
to raise the arm. Cup the hand as it passes the waist, and return to the
Lowering arm from the Salute position of attention.

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When and when not to salute

As explained earlier, it is never inappropriate to salute another
individual. So a good rule of thumb is, when in doubt, salute. You can
never show too much respect, but you can offend others by not
showing any respect.

There are rules to when and wear to and not to salute.

DO Salute…
• When in a military-style uniform
• The President of the United States, all Medal of Honor recipients,
and commissioned officers and warrant officers of the Armed
Forces who are senior in rank to you.
• Also, if the exchange of salutes is otherwise appropriate, it is
customary for military members in civilian clothes to exchange
salutes upon recognition

DO Salute when outdoors…

• When you are a junior approaching a senior officer. Saluting
outdoors means salutes are exchanged when the persons involved
Render a salute to a are outside of a building. For example, if a person is on a porch, a
passing senior ranking covered sidewalk, a bus stop, a covered or open entryway, or a
member NOT more than reviewing stand, the salute will be exchanged with a person on the
30 paces of less than 6 paces sidewalk outside of the structure or with a person approaching or
in the same structure. This applies both on and off military
installations. The junior member should initiate the salute in time to
allow the senior officer to return it. To prescribe an exact distance
for all circumstances is not practical, but good judgment indicates
when salutes should be exchanged. Typically the junior rank will
render a salute a least 6 paces before, but not more then 30 paces
before, when passing a senior officer.
• In military-style uniform, you render the military salute, hold it and
remain silent during the National Anthem. In any other CAP
uniform or civilian clothes, stand at attention and place your right
When in doubt, SALUTE! hand over your heart (Men should remove headdress with right
hand and hold it over their heart.)
It is better to salute an airman • During the Pledge of Allegiance, when in military-style uniform
outdoors, you stand at attention, face the flag, remain silent, and
than to forget to salute a
salute.
General!
DO Salute when indoors…
You do not salute indoors, unless you are formally reporting to
a superior.

DO Salute when in formation…

Only when commanded to do so. Do not salute if you are not
told to do so.

DO Salute when in a group (not in formation)…

When a senior officer approaches, the first individual noticing
the officer calls the group to attention by saying, “Room, ATTENTION”
or “Area, ATTENTION”. All members face the officer and salute. If the
officer addresses an individual or the group, all remain at attention
(unless otherwise ordered) until the end of the conversation, at which
time they salute the officer.
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DO NOT salute…
• If you are a prisoner whose sentences include punitive discharges.
All other prisoners, regardless of custody or grade, render the
prescribed salute except when under armed guard. This is not a
situation that a member of the Civil Air Patrol would come across,
however the practice is worth mentioning.
• While on the run.
• If you are in a work detail. Individual workers do not salute. The
person in charge salutes for the entire detail.
• If in public gatherings, such as sporting events, meetings, or when a
salute would be inappropriate or impractical, salutes between
individuals need not be rendered
• If you are a superior carrying articles in both hands. However, he
or she should nod in return or verbally acknowledge the salute. If
the junior member is carrying articles in both hands, verbal
greetings should be exchanged. Also, use these procedures when
greeting an officer of a friendly foreign nation.
• During the Pledge of Allegiance, when in military-style uniform
indoors, stand at attention, face the flag, but do not salute or recite
the pledge. Remember, uniformed men and women have already
taken an oath. This oath holds a stronger weight then the pledge,
thus uniform tradition indicates that reciting the pledge is not
necessary so it is not done.
• When on the run. Come to a walk first, and then salute. If you are
running because of an emergency, the senior officer will not fell
disrespected if you do not salute. In emergencies, common sense is
the rule.

Reporting
At times, you will be asked to report to an officer in charge
(OIC). This can be either for business or ceremonial purposes, indoors
or outdoors. Regardless, it is your responsibility to know how to
report and when so as not to embarrass yourself or the Civil Air Patrol.
The way you report to an officer will create an impression. When the
impression is good, it will be because you reported properly and
showed good military bearing. Bearing is how you move, or carry
yourself. Military bearing should always be smooth, graceful and proud.

Reporting Indoors
When reporting to an officer in his office, the junior removes
his headgear, unless you are performing guard duty in which you will
leave your headgear on. Make any adjustments to your uniform you
may find necessary before you enter (such as lint, gig line, shoes,
Take the most direct route necktie, ribbons and pin-on insignias). Knock on the door once firmly
upon entry and exit and loud enough to be heard in an average-sized office. If there is no
answer within a reasonable amount of time, knock once, again. When
you are told to enter, or told to report, enter the room taking the most
direct route to within two paces (a pace equals a step or 24 inches) in
front of the officer’s desk, halt, salute, and report. You will report by
saying “Sir/Ma’am, (your grade and last name) reporting as ordered.” Omit
“as ordered,” when you are reporting on your own initiative. For
example, “Sir, Flight Officer Sharpe reporting as ordered.” The salute is
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held until the report is completed and the salute has been returned by
the officer. When the business is completed, the junior salutes, holds the
salute until it has been returned, executes the appropriate facing
movement (typically an about, face) and departs. Remember to be
courteous and close the door behind you if you found it closed when
Do not begin and end your you arrived.
statement with sir/ma’am. This is
sometimes referred to as a sir As mentioned before, you may be asked to report indoors
sandwich and is not an accepted during a ceremony. This is typical during award ceremonies. You
custom in the Civil Air Patrol or report in the same manner as mentioned for reporting to an officer in
the U.S. Air Force. their office, however you omit knocking. If accepting an award, be
prepared to face the audience for recognition and photographs and do
not forget to maintain proper military bearing at all times. This is your
moment to shine and you don’t want to take away from the moment by
acting silly or overly casual.

Reporting Outdoors
When reporting outdoors, the junior halts approximately one
pace in front of the officer, salutes, and reports (as when indoors).
Tip: Practice your report speech When the junior is dismissed by the officer, the junior salutes, faces
about and returns to their prior duties.
until it is sharp, clear, and
automatic. Try to practice while If you are apart of a formation, the process is a bit more formal,
standing up since posture affects but essentially the same. The individual in charge of your formation will
tone of voice. have you in a formation called in line. They will command, “(Grade, Last
Name), (pause) FRONT AND CENTER.” For example, “Cadet
Sharpe…FRONT AND CENTER.” Upon hearing your name, you will
assume the position of attention. On the command “FRONT AND
CENTER”, you will take one step backwards (with coordinating arm
swing), face to the left or right, proceed to the closest flank, and then
proceeds to the front of the formation by the most direct route. You
will then halt one pace in front of the individual in charge, salute and
report. When business is complete, the individual in charge will dismiss
you by commanding “RETURN TO RANKS”. You will then salute, face
about and return by the same route to the same position in the ranks.

In all cases, but especially when reporting display respect for

those with higher rank and grade, don’t be overawed by it.

More Customs
Grade vs. Rank
If you have been paying close attention so far, you may have
noticed that the words “rank” and “grade” have been used. Many think
that these words mean the same, but they do not. Let’s take a look at
the two terms.

Grade is a major step in the promotion structure or program

while rank is grade adjusted for time. Captain and major are examples
of grade; several individuals can have the same grade. Rank normally
shows seniority. No two persons in a grade have the same rank; one is
always senior to the other.

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For example, a unit commander who is a major needs to

appoint the highest ranking officer in his command for an assignment.
The major needs to decide on one of two captains. The major decides
on the captain who was promoted a year earlier than the other captain
because she has the higher rank.

Public Displays of Affection

Public Displays of Affection (PDA) are not allowed
while in uniform. The primary reason for not displaying affection in the
public is that it detracts from military bearing. Hand holding, embracing,
or walking arm-in-arm is inappropriate actions for members in CAP
uniform. Such behavior in public takes away from the professional
image CAP intends to protect.

Terms of Address
In the beginning, appropriate terms of address may be
confusing. You must do your best to learn the appropriate terms when
addressing someone so as not to offend them or make yourself look
“I’m older “Yes, but I was foolish.
than you” promoted two
days before For the most part, terms of addressing someone is based on
you” their grade. The exception to the rule is in the case where as the
individuals profession takes precedent. Also, you should know that
there are formal and informal terms of address.

When introducing an individual, use their formal term of

address. The formal term of address will be their full grade title and
then full name (example: Major General William Sharpe). Because the
use of the formal address is not practical in work environments and
when individuals know who you are referring to, the informal address is
appropriate. Using the previous example, Major General William
Sharpe would be referred to as General Sharpe.

Taking the exception into account, clergy and medical doctors

are addressed as “Chaplain” and “Doctor” respectively regardless of
their grade.

It isn’t appropriate to use terms such as “the old man”,

“the big cheese”, or similar phrases when referring to a commanding
officer. Remember to keep a professional military decorum at all times.

Informal Terms of Address

INFORMAL INFORMAL
GRADE TERM OF ADDRESS GRADE TERM OF ADDRESS
General General Captain Captain
Lieutenant General General 1st Lieutenant Lieutenant
Major General General 2d Lieutenant Lieutenant
Brigadier General General All Flight Officer Grades Flight Officer
Colonel Colonel Chief Master Sergeant Chief
Lieutenant Colonel Colonel All NCO Grades (other than above) Sergeant
Major Major All Cadet Grades Cadet

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There are many more customs and courtesies then what have
been mentioned here. Many have to do with formal ceremonies such as
rules for dinning in, appropriate display of the U.S. Flag, ceremonial
formations, and perhaps those traditions held locally. There are even
taboos (something improper or unacceptable) that are not formally
written, but are none-the-less prescribed to by the membership. We’ve
focused on those everyday common customs and courtesies that will
affect your immediate success. Overtime, you will be come familiar
with other customs and courtesies as they are pointed out to you.

You may also want to review the following publications:

• CAPP3, Guide to CAP Protocol
• CAPP 50-2, CAP Core Values
• CAPP 151, Standard Custom and Courtesies
• CAPR 900-2, Civil Air Patrol Seal, Emblem and Flag
Etiquette

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SUMMARY EXERCISE

1. When is a salute between military/Civil Air Patrol personnel not required even though they are in
uniform and are recognized?

a. When a junior officer is 10 feet or more to the right of the oncoming officer.
b. When both persons are in uniform but off the premises of a military establishment.
c. When one or the other of the individuals is carrying articles in both hands, that individual
does not have to salute.

2. What is a salute?

______________________________________________________________________

______________________________________________________________________

3. How many steps in front of an officer’s desk do you stop and salute when reporting?

__________________________________

4. How many steps in front of an officer do you stop and salute when reporting outdoors?

__________________________________

5. If you are reporting on your own initiative, what words do you omit?

__________________________________

6. Public display of affection is acceptable between two uniformed members.

a. True b. False

7. Captain Sharpe was promoted in January this year. Captain Ace was promoted a month later in
February. Who has the higher grade?
a. Captain Sharpe b. Captain Ace
c. They both hold the same grade d. Note enough information to determine

8. A Chief Master Sergeant is informally referred to as _____.

a. Sergeant b. Chief Master Sergeant
c. Master d. Chief

9. A major who is an active chaplain is would be addressed as _____.

a. Major b. Your Honor
c. Chaplain d. Father

10. Describe two occasions when you should execute a salute.

______________________________________________________________________

______________________________________________________________________

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NOTES

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INTENTIONALLY
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Chapter 7
UNIFORMS, INSIGNIAS, AND YOU

When individuals have no previous connection with a military or para-military organization first join,
they may be puzzled as to the reason for wearing a uniform. They may have belonged to a large industrial
organization which functioned very efficiently and didn’t use a uniform, or possibly they were associated with a
firm which required some form of identification card. These items allow people to be identified at a glance as
belonging to the firm, a trade, their particular job, or a section of a shift. This identification is considered
necessary for efficiency in industry. The origin of the military uniform was also a need for identification but for a
different reason.

In early wars, it was found that during the battle, the fighting men could not recognize each other and
often killed their own friends. In those days, everyone wore what they pleased and no one knew by sight alone
who was friend and who was foe. The clever Generals dressed their men all the same or in "uniform dress" and
scored many victories before this new development in warfare became widely known.

Why does the Civil Air Patrol need a distinctive uniform? The reason is that while uniforms first started
out to be only a means of identification, down through the centuries, the uniform has taken on a far greater
meaning than just that of identification.

In the beginning, the uniform also set aside the service men from the public whom they protected and
served. As the fighting men in early days were selected for their courage and strength, the uniform became a
mark of "that" type of man. As warfare progressed, various regiments adopted different uniforms. The
amount of honor and respect given to a regimental uniform depended on the amount of honors the regiment
had won in previous battles. So the meaning of the uniform grew and military uniforms in countries around the
world are richly endowed with tradition and honor.

The routes of the U.S. Air Force uniform and thus the Civil Air Patrol uniform come from the U.S.
Army. After the creation of the Air Force, the style of the uniform remained mostly identical to the Army’s
except for color. In the 1990’s, the Air Force adopted a new style service uniform that gave the Air Force a
distinct look from other branches of the armed services. Today, the Air Force is examining the possibility of
even yet another evolution in the service and utility uniforms.
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As a member of the U.S. Air Force team, the auxiliary members also wear the Air Force uniform.
Because members of the CAP are given such an honor, we must ensure the proper wear and representation as
an Air Force team member. This includes proper grooming and weight standards. For those senior members
who may not desire or can not meet the appropriate weight standards, they can wear a CAP distinctive uniform.

In this chapter, we will discuss the types of uniforms, the wear of the uniforms, grooming standards,
weight standards and insignias worn with the uniform. In all cases, you should refer to the appropriate
publications for current and additional information. More information on the wear of uniforms by Civil Air
Patrol members can be found in CAPM 39-1, Civil Air Patrol Uniform Manual.

Sources for Uniforms

The uniforms used by the Civil Air Patrol can be obtained from
several sources. As a new member, you should first contact a member
of your unit to see if they have any uniform items in the units supply
room that might fit you. The next step is to purchase your any
remaining uniform items.

All Air Force uniforms can be purchased from any Army Air
Force Exchange Service (AAFES) facility in person. These facilities are
located on most Air Force installation. Before you travel to any military
installation, you will need to contact your unit commander to learn
about any proper procedures such as contacting the wings liaison officer
for a military support authorization (MSA). Many members enjoy going
to AAFES facilities because they can try on uniforms to assure proper
fit. Also, the AAFES staff is very knowledgeable about uniform and can
help. Many AAFES facilities are adjacent to a dry cleaning and tailoring
shop where they tailor uniforms all day and know the exact
specifications required.

Another source for Air Force uniforms and Civil Air Patrol
distinctive uniforms is through the Vanguard Company. They are the
official source for uniforms and more. They do not have a store facility
that you can visit. Instead they are an internet store and can be visited
by going to http://www.civilairpatrolstore.com. Another online source
for Air Force and Civil Air Patrol distinctive uniforms is the Hock Shop.
Their website can be found at http://www.thehock.com.

Grooming Standards
All members of CAP must be well groomed and assure that
their appearance at all times reflects credit upon themselves, Civil Air
Patrol, and the U.S. Air Force. Grooming standards are based on
several elements including neatness, cleanliness, safety, and military
image and appearance. The standards established by the Civil Air Patrol
and the U.S. Air Force are not intended to be overly restrictive nor
were they created to isolate Civil Air Patrol members from the rest of
society. The limits established in CAPM 39-1, Civil Air Patrol Uniform
Manual, are reasonable, enforceable, and insure that personal
appearance contributes to a favorable military image. The difference
between men’s and women’s grooming standards recognizes the
difference between the sexes. Establishing the exact same grooming

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MALE standards for men and women would not be in the Civil Air Patrol’s
Haircut: Tapered. Hair can not touch best interest and is not a factor in assurance of equal opportunity.
the ears or collar. Block style is
authorized as long as it looks tapered.
Bangs may no be below eyebrows and When uniforms are worn, they must be clean, neat and correct
not exposed when wearing headgear. in design and specification, properly fitted, and in good condition.
Sideburns end with a clean horizontal Uniforms will be kept zippered, snapped, or buttoned and shoes will be
line. Senior Members may not extend shined and in good repair. Metallic insignia, badges and other devices,
below lowest part of ear opening and
Cadets not below bottom of ear lobe. including the blue service uniform buttons, must also be maintained in
the proper luster and condition.

Men in uniform will not have articles such as wallets, pencils,

pens, watch chains, fobs, pins, jewelry, handkerchiefs, combs, cigars,
cigarettes, pipes, and sunglass cases exposed on the uniform. The wear
of wristwatches and rings is permitted. The wear of identification
bracelets is likewise permitted provided they present a neat and
conservative appearance. Conservative sunglasses may be worn, except
in military formation. Ribbons, when worn, will be clean and not frayed.
Wear of earrings, ornamentation on eyeglass lenses, or visible
ornaments around the neck are prohibited while in uniform.

Women in uniform will not have pencils, pens, pins,

Mustache: must be neatly trimmed and
handkerchiefs, and jewelry worn or carried exposed on the uniform.
must not extend beyond the lip line of the
upper lip or past the ourter edges of the One small spherical (ball), conservative, diamond, gold, white pearl, or
vermillion. silver pierced or clip earring per earlobe may be worn. The earring
Beards and Goatees: are forbidden for worn in each earlobe must match. Earring should fit tightly without
all who wear the Air Force uniform. extending below the earlobe (exception: connecting band on clip
earrings). Other visible ornaments around the neck or on the head,
ornamentation on eyeglass lenses, and ankle bracelets are prohibited.

Wristwatches, identification bracelets, and a maximum of three

FEMALE conservative rings are permitted. Conservative sunglasses may be worn,
Haircut: Neatly arranged and shaped to except in military formation. Appropriate undergarments will be worn
present a conservative feminine look. to present a conservative, feminine appearance.
Hair style that precent proper wear of
the headgear is not permitted. Hair in
the back may touch, but not fall below,
Members may wear certain visible items of religious apparel
the bottom edge of the collar. while in uniform. Religious apparel is defined as articles of clothing or
Barrattes, Ribbons and other dress that are part of the doctrine or traditional observance of the
ornaments: Except inconspicuous pins religious faith practiced by the member. Hair and grooming practices
and combs, will not be worn in the hair are not included in the meaning of religious apparel. Jewelry of a
religious nature must conform to standards set forth in this regulation
for wear of non-religious jewelry. Religious head coverings are
authorized only when military headgear is not authorized. Head
coverings must be plain dark blue or black without adornment. Also,
they may be worn underneath military headgear if they do not interfere
with the proper fit or appearance of the headgear. For example, Jewish
yarmulkes meet this requirement if they do not exceed 6 inches in
diameter.

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Weight Standards
Along with proper grooming standards, members who wear the Air Force uniform must meet weight
standards. The Air Force has granted Civil Air Patrol members with a 10% weight allowance above the standard
Air Force allowance. Below is a chart outlining the weight CAP members whom wear the Air Force uniform
must meet based on their sex and height.

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Care and Wear of your Uniform

As a member of the Civil Air Patrol, you are a representative of
the United States, the U.S. Air Force, the Civil Air Patrol, and yourself.
The manor in which you wear and care for your uniform will be a direct
reflection of all. So to say that wearing your uniform properly is
important is an understatement. The professional members of the Civil
Air Patrol can spot a slacker the moment they walk in with an
improper, unclean uniform. This will most likely result in you sitting on
the side lines when the exciting work begins.

Care or Your Uniform

One of the first steps in caring for our uniform is to ensure that
Take care and pride in your we can identify it as ours. Remember, we all were the same shirt, belt,
appearance. Those who hat, etc. So mixing up ownership of our uniform can easily happen
especially at activities where many uniforms are washed together such
don’t are thought of by
as at an encampment or national training academy. To prevent this you
others as unprofessional and should mark you clothing so it can be easily identified.
not a team player.
To identify your uniform articles as yours, perform the
following. Using a black permanent marker place your full name and
CAP Identification Number (CAPID) in a place that can only been seen
when not worn. If the article of clothing is too small to put you whole
name and CAPID, then use your initials and CAPID only.

In addition to your uniform articles any other equipment issued

or purchased that is in your custody should also be marked using the
same methodology described. Make sure you take time to this. In
some cases a permanent marker will not work do to the material of the
equipment such as metal. In these cases use a nail to scratch in your
markings. Ask your unit’s logistic officer if this is permissible with
assigned equipment first.

Uniform footwear may or may not require polishing. Today the

oxford style shoes worn with the dress uniform can be purchased with
a permanent shine. Cadets should contact their instructor before
choosing the permanent shine style shoes since many instructors prefer
enlisted level cadets to wear the patent leather style that require a good
polishing and buffing. Boots are to be kept in a polished state. Good,
quality leather shoes as worn in the service should be polished at least
once a month to preserve their life if they're worn regularly.

Nickel plated uniform items such as insignias and the belt buckle
also need to be maintained. Metal polishing products can easily be
found in most supermarkets or general stores. Keep all metal uniform
Sample label commonly items in a clean shiny state. Thumbprints and scratches can be easily
found in uniforms seen be everyone.

All uniform clothing items have a label sewn on that gives

instruction on the proper care. The care instructions may not always
be on the same label were the size is recorded, so be sure to look
around for it. Learn the proper care of each piece of clothing and
follow the instructions.

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Following are suggested locations for uniform markings.

Wear of the Uniform

Before every meeting or activity, take a moment to prepare your uniform ahead of time. Create new
time management habits, such as polishing your shoes every Monday or cleaning and pressing your uniform
every Saturday.

On the day of a meeting or activity, your uniform should be ready to go. Before you walk out, look at
yourself in a long mirror to see if you reflect the person you wish to represent. Make sure there are no loose
threads, stains, wrinkles, and misplaced insignias or ribbons. Make sure you meet the proper grooming and
weight standards. You may notice when visiting an office at a military installation that there are long mirrors
behind office doors. This is so servicemen can look over there uniform before they make an appearance in
front of their other servicemen and the public just as you should.

When you arrive to a meeting or activity, pull a peer to the side and have them look you over to see if
you missed anything. You should then return the same courtesy. Think of it as a uniform buddy system.

At the end of an activity or mission, you should remove your uniform and put it away immediately when
you get home. Never casually toss your uniform aside. This careless attitude towards the care of your uniform
can become habit forming and lead to a wasted investment.

Members may not wear their uniform other than for Civil Air Patrol activites. This may be a unit
meeting, a mission, or a discussion about who CAP is to the local chamber of commerce. The uniform may
never be worn during political campaigns, sporting events as a spectator, to a friend’s party or any other type of
atmosphere that would detract from you and the organization.

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Types of Uniforms
As mentioned before, the Civil Air Patrol allows two categories of uniforms: U.S. Air Force uniforms
and CAP distinctive uniforms. Within each of these categories there are two additional primary categories of
uniforms, service and utility. Service uniforms are a combination of dress clothing or formal wear; where as
utility uniforms are rugged uniforms that can take abuse in heavy work environments. For the purpose of this
publication, we will focus only on the U.S. Air Force uniform. You can learn more about the proper wear of all
uniforms in further detail by reviewing CAPM 39-1, Civil Air Patrol Uniform Manual.

In the following pages we will review graphics that detail the placement of uniform items. We will begin
with the service uniform. The U.S. Air Force service uniform consists of a light blue shirt (long or short sleeve),
dark blue dress pants (and/or a skirt for females), black oxford leather patent shoes, a blue belt with a nickel
polished buckle, a tie, a dark blue service coat, and either a flight cap or service cap.

Following the service uniform, we will review the Air Force utility uniform called the Battle Dress
Uniform or BDU’s. Then we look at appropriate headgear worn with the uniforms.

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MALE AIR FORCE SERVIC DRESS

OFFICERS AND FLIGHT OFFICERS
Officer Epaulets:
Officers wear embroidered grade CAP Aviation
insignia on gray epaulet sleeve. Badges and
Specialty Insignia:
Lapel
: Insignia: Highly polished, worn
Highly polished U.S. insignia. centered ½ inch above
Insignia is placed halfway up ribbons.
the seam, resting on but not Ribbons: (required)
over it. Bottom of insignia is Worn centered above
parallel with the ground. left breast welt, resting
on but not over top edge
Command Badge: with 3 or 4 in a row.
Worn centered on right Wear all or some.
breast, ½ inch above CAP Specialty
nameplate. Badges: Worn
Nameplate: centered 1 ½ inches
The AF highly polished below top of welt
nameplate is worn centered pocket and/or on right
on the right breast with the side centered between
bottom edge parallel to arm seam ½ inch above
bottom row of ribbons. nameplate, only one
NOTE: All ribbons and devices must fall below the top specialty badge may be
edge of the notched collar. worn in each location.

NON COMMISSIONED OFFICERS & SENIOR AIRMEN

Lapel Insignia: CAP Aviation

Highly polished CAP insignia Badges and
worn by NCOs, Airmen and Specialty Insignia:
senior members without Highly polished,
grade. Insignia is placed worn centered ½
halfway up the seam, resting inch above ribbons.
on but not over it. Bottom of Ribbons: (required)
insignia is parallel with the Worn centered above
ground. left breast welt, resting
on but not over top edge
Grade Insignia:
with 3 or 4 in a row.
NCOs and Airmen wear 4
Wear all or some.
inch cloth chevrons halfway
between shoulder seam
and elbow bent at 90 CAP Specialty
degree angle. Badges: Worn
centered 1 ½ inches
Nameplate: below top of welt
The AF highly polished pocket and/or on right
nameplate is worn side centered between
centered on the right arm seam ½ inch above
breast with the bottom NOTE: All ribbons and devices must fall below the top nameplate, only one
edge parallel to bottom edge of the notched collar. specialty badge may be
row of ribbons. worn in each location.

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CADET OFFICER
Grade Insignia: CAP Aviation Badges
Cadet Officers wear regular and Specialty Insignia:
size metal grade insignia on Highly polished, worn
shoulder boards. centered ½ inch above
ribbons.
Lapel Insignia: Ribbons: (required)
Highly polished CAP Worn centered above
insignia worn by Cadets. left breast welt, resting
Insignia is placed halfway on but not over top edge
up the seam, resting on but with 3 or 4 in a row.
not over it. Bottom of Wear all or some.
insignia is parallel with the CAP Specialty
ground. Badges: Worn
centered 1 ½ inches
Nameplate: below top of welt
The AF highly polished pocket and/or on right
nameplate is worn centered side centered between
on the right breast with the arm seam ½ inch above
bottom edge parallel to nameplate, only one
bottom row of ribbons. specialty badge may be
worn in each location.
NOTE: All ribbons and devices must fall below the top
edge of the notched collar.

CADET NCOs AND AIRMAN

CAP Aviation Badges

and Specialty Insignia:
Highly polished, worn
Grade Insignia: centered ½ inch above
Cadet NCOs and Airmen ribbons.
wear a metal chevron on
the left and right lapel.
Ribbons: (required)
Worn centered above
left breast welt, resting
Nameplate: on but not over top
The AF highly polished edge with 3 or 4 in a
nameplate is worn row. Wear all or some.
centered on the right
breast with the bottom CAP Specialty
edge parallel to bottom Badges: Worn
row of ribbons. centered 1 ½ inches
below top of welt
pocket and/or on right
side centered between
NOTE: All ribbons and devices must fall below the top arm seam ½ inch above
edge of the notched collar. nameplate, only one
specialty badge may be
worn in each location.

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MALE AIR FORCE SERVIC DRESS

OFFICERS AND FLIGHT OFFICERS

CAP Aviation Badges and

Officer Epaulets: Specialty Insignia: Highly
Officers wear embroidered grade polished, worn ½ inch above
insignia on gray epaulet sleeve. ribbons or left pocket if ribbons
are not worn.
Command Badge: CAP Specialty Badges: Worn
Worn centered on right breast, ½ ½ inch above ribbons or left
inch above nameplate. pocket if ribbons are not worn.

Ribbons: Worn resting on but

Nameplate: not over top edge of left pocket
Gray, three-line rests on but not and centered between the left
over top edge of right pocket, and right edges with 3 in a row.
centered between left and right Wear all, some or none. All
edges. ribbons and devices must fall
CAP Specialty Badges: below the bottom tip of the
Worn centered below the pocket collar when worn as an outer
flap on the left breast pocket and/or garment.
on right breast pocket between left Tie; Tie Tack or Bar: Center
and right edges and bottom of flap tie tack or tie bar (CAP crest,
and pocket, only one specialty Air Force coat of arms, Wing
badge maybe worn in each location. and Star/Hap Arnold design or
grade insignia) between bottom
edge of knot and bottom (tip) of
tie.

NON COMMISSIONED OFFICERS & SENIOR AIRMEN

Nameplate: CAP Aviation Badges and

Gray, three-line rests on but not over top Specialty Insignia: Highly
edge of right pocket, centered between left polished, worn ½ inch above
and right edges. ribbons or left pocket if ribbons
are not worn.
CAP Specialty Badges: Worn
NCO/Airman Grade: ½ inch above ribbons or left
3 inch or 3 ½ inch cloth chevrons on pocket if ribbons are not worn.
the sleeve or embroidered gray
epaulet sleeve. Ribbons: Worn resting on but
not over top edge of left pocket
CAP Specialty Badges: and centered between the left
Worn centered below the pocket and right edges with 3 in a row.
flap on the left breast pocket and/or Wear all, some or none. All
on right breast pocket between left ribbons and devices must fall
and right edges and bottom of flap below the bottom tip of the
and pocket, only one specialty badge collar when worn as an outer
maybe worn in each location. garment.
Tie; Tie Tack or Bar: Center
tie tack or tie bar (CAP crest,
Air Force coat of arms, Wing
and Star/Hap Arnold design or
grade insignia) between bottom
edge of knot and bottom (tip)
of tie.
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CADET OFFICER

CAP Aviation Badges and

Specialty Insignia: Highly
Cadet Officer Epaulets polished, worn ½ inch above
ribbons or left pocket if
ribbons are not worn.

Nameplate: CAP Specialty Badges: Worn

Blue, three-line, rests on but not ½ inch above ribbons or left
over top edge of right pocket, pocket if ribbons are not worn.
centered between left and right
edges. Ribbons: Worn resting on but
not over top edge of left pocket
and centered between the left
Model Rocketry Badge: and right edges with 3 in a row.
Centered below flap on left breast Wear all, some or none. All
pocket. ribbons and devices must fall
below the bottom tip of the
collar when worn as an outer
garment.
Tie; Tie Tack or Bar: Center
tie tack or tie bar (CAP crest,
Air Force coat of arms, Wing
and Star/Hap Arnold design or
grade insignia) between bottom
edge of knot and bottom (tip) of
tie.

CADET NCOs AND AIRMAN

CAP Aviation Badges and

Grade Insignia: Specialty Insignia: Highly
Cadet NCOs and Airmen wear polished, worn ½ inch above
regular size metal chevron on right ribbons or left pocket if ribbons
side of collar. are not worn.
CAP Specialty Badges: Worn
½ inch above ribbons or left
Nameplate: pocket if ribbons are not worn.
Blue, three-line, rests on but not
over top edge of right pocket, Ribbons: Worn resting on but
centered between left and right not over top edge of left pocket
edges. and centered between the left
and right edges with 3 in a row.
Wear all, some or none. All
ribbons and devices must fall
Model Rocketry Badge: below the bottom tip of the
Centered below flap on left breast collar when worn as an outer
pocket. garment.
Tie; Tie Tack or Bar: Center
tie tack or tie bar (CAP crest, Air
Force coat of arms, Wing and
Star/Hap Arnold design or grade
insignia) between bottom edge of
knot and bottom (tip) of tie.
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FEMALE AIR FORCE SERVICE DRESS

OFFICERS AND FLIGHT OFFICERS

CAP Aviation Badges

Grade Insignia: and Specialty Insignia:
Officers wear embroidered grade Worn centered ½ inch
insignia on gray epaulet sleeve. above ribbons
Lapel Insignia:
Highly polished U.S. insignia is Ribbons: (required)
worn by Officers. Insignia is Worn centered above
placed halfway up the seam, left breast pocket/welt,
resting on but not over it. resting on but not over
Bottom of insignia is parallel top edge with 3 or 4 in a
with the ground. row.

CAP Specialty
CAP Command Badge: Badges: worn
Worn centered on right centered 1 ½ inches
breast, ½ inch above below top of welt
nameplate. pocket and/or on right
side centered between
Nameplate:
arm seam and lapel ½
The AF highly polished
inch above the
nameplate is worn
centered on the right nameplate. Model
Rocketry badge must
breast with the bottom
be worn below the
edge parallel to bottom
row of ribbons. top of welt pocket on
the left side.

NON COMMISSIONED OFFICERS & SENIOR AIRMEN

CAP Aviation Badges
CAP Lapel Insignia: and Specialty Insignia:
Highly polished CAP insignia is worn Worn centered ½ inch
by NCOs and Senior Airman. Insignia above ribbons
is placed halfway up the seam, resting Ribbons: (required)
on but not over it. Bottom of insignia Worn centered above
is parallel with the ground. left breast pocket/welt,
resting on but not over
top edge with 3 or 4 in a
row.
Grade Insignia: CAP Specialty
NCOs and Airmen wear 3 Badges: worn
½ or 4 inch cloth chevrons centered 1 ½
halfway between shoulder inches below top of
seams and elbow when bent welt pocket and/or
at 90-degree angle. on right side
centered between
arm seam and lapel
½ inch above the
Nameplate:
nameplate. Model
Worn centered on the
Rocketry badge
right breast with the
must be worn
bottom edge parallel to
below the top of
bottom row of ribbons.
welt pocket on the
left side.

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CADET OFFICERS
CAP Aviation Badges
and Specialty Insignia:
Grade Insignia: Worn centered ½ inch
Cadet Officers wear regular size above ribbons
metal grade insignia on shoulder Ribbons: (required)
boards. Worn centered above
left breast pocket/welt,
CAP Lapel Insignia: resting on but not over
Cadet Officers wear lapel top edge with 3 or 4 in a
insignia on both lapels row.
halfway up the seam, resting
on but not over it. CAP Specialty
Badges: worn centered
1 ½ inches below top of
Nameplate: welt pocket and/or on
Worn centered on the right right side centered
breast with the bottom edge between arm seam and
parallel to bottom row of lapel ½ inch above the
ribbons. nameplate. Model
Rocketry badge must be
worn below the top of
welt pocket on the left
side.

CADET NCOs AND AIRMAN

CAP Aviation Badges
and Specialty Insignia:
Worn centered ½ inch
above ribbons
Grade Insignia:
Cadet NCOs and Airmen wear a Ribbons:(required) Worn
metal chevron on left and right centered above left breast
lapel. pocket/welt, resting on but
not over top edge with 3
or 4 in a row.
Nameplate:
Worn centered on the right CAP Specialty
breast with the bottom edge Badges: worn centered
parallel to bottom row of 1 ½ inches below top of
ribbons. welt pocket and/or on
right side centered
between arm seam and
lapel ½ inch above the
nameplate. Model
Rocketry badge must be
worn below the top of
welt pocket on the left
side.

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FEMALE AIR FORCE SERVICE DRESS

OFFICERS AND FLIGHT OFFICERS

CAP Aviation Badges and

Specialty Insignia: Highly
polished, worn ½ inch above
Officer Epaulets ribbons. When no ribbons are
worn, center badge parallel to
Tie Tab: nameplate
(Optional with short-
sleeve blouse) CAP Specialty Badges: Worn
centered ½ inch above ribbons
Nameplate: and/or ½ inch above nameplate.
Blue, three-line, Only one specialty badge may be
centered on right side worn in each location.
even with or up to 1
½ inches higher or Ribbons: Worn centered on
lower than the first the left side between buttons
exposed button, and arm seam, even with to 1
parallel with ground. ½ inches higher or lower than
the first exposed button with 3
in a row. Bottom of ribbons
will be even with bottom of
nameplate. Wear all or none.

NON COMMISSIONED OFFICERS & SENIOR AIRMEN

CAP Aviation Badges and

Specialty Insignia: Highly
polished, worn 1/2 inch above
ribbons. When no ribbons are
worn, center badge parallel to
Tie Tab: nameplate
(Optional with short-
sleeve blouse) CAP Specialty Badges: Worn
centered 1/2 inch above ribbons
NCO/Airman and/or 1/2 inch above nameplate.
Grade: Only one specialty badge may be
3-inch or 3 ½ inch worn in each location.
cloth chevrons on the
sleeve or embroidered
Ribbons: Worn centered on
gray epaulet sleeve. the left side between buttons
and arm seam, even with to 1
Nameplate: 1/2 inches higher or lower
Blue, three-line, centered than the first exposed button
on right side even with or with 3 in a row. Bottom of
up to 1 ½ inches higher ribbons will be even with
or lower than the first bottom of nameplate. Wear
exposed button, parallel all or none.
with ground.

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The Auxiliarymen’s Handbook March 2008

CADET OFFICERS
CAP Aviation Badges and
Specialty Insignia: Highly
polished, worn ½ inch above
ribbons. When no ribbons are
Cadet Officer Epaulet worn, center badge parallel to
nameplate

Tie Tab: CAP Specialty Badges: Worn

(Optional with short- centered ½ inch above ribbons
sleeve blouse) and/or ½ inch above nameplate.
Only one specialty badge maybe
Nameplate: worn in each location.
Blue, three-line,
centered on right side
even with or up to 1 Ribbons: Worn centered on
½ inches higher or the left side between buttons
lower than the first and arm seam, even with to 1 ½
exposed button, inches higher or lower than the
parallel with ground. first exposed button with 3 in a
Model Rocketry Badge: Centered below flap on row. Bottom of ribbons will be
left breast pocket. even with bottom of nameplate.
Wear all or none.

CADET NCOs AND AIRMAN

Grade Insignia: CAP Aviation Badges and

Cadet NCOs and Airmen Specialty Insignia: Highly
wear regular size metal polished, worn ½ inch above
chevron on the left and right ribbons. When no ribbons are
collar. worn, center badge parallel to
nameplate

Tie Tab: CAP Specialty Badges: Worn

(Optional with short- centered ½ inch above ribbons
sleeve blouse) and/or ½ inch above nameplate.
Only one specialty badge maybe
worn in each location.
Nameplate:
Blue, three-line, Ribbons: Worn centered on
centered on right side the left side between buttons
even with or up to 1 and arm seam, even with to 1
½ inches higher or ½ inches higher or lower than
lower than the first the first exposed button with 3
exposed button, in a row. Bottom of ribbons
Model Rocketry Badge: Centered below flap on
parallel with ground. left breast pocket. will be even with bottom of
nameplate. Wear all or none.

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MALE & FEMALE BATTLE DRESS UNIFORM

OFFICERS AND FLIGHT OFFICERS CAP Aviation Badges and
Specialty Insignia:
Grade Insignia: Embroidered, worn ½ inch
Officers wear embroidered above the cloth “US Civil Air
grade insignia on ultramarine Patrol” tape worn over the
blue background on left breast pocket. If both
devices are worn, aviation
US Flag: badges should be ½ inch
Reverse Flag worn ½ inch above specialty insignia.
centered below shoulder Wing/Region/National
seam Shoulder Patch: if
Nametape: required, Worn centered ½
Ultramarine blue with white inch below shoulder seam
letters, worn centered on left sleeve.
immediately above the right “Civil Air Patrol” Tape:
breast pocket (only last name Ultramarine blue with
will be used). Tape will be the white letters worn
width of the pocket with raw centered immediately
ends folded under. above the left breast
pocket. Tape will be the
Unit Patch: width of the pocket with
If authorized, are worn on raw ends folded under.
right breast pocket between
CAP Specialty Patches: Embroidered, worn on the lower portion of the left breast
left and right edges and
pocket between left and right edges and bottom of flap and pocket.
bottom of flap and pocket.

NON COMMISSIONED OFFICERS AND SENIOR AIRMEN

CAP Lapel/Collar CAP Aviation Badges and
Insignia: NCOs and Specialty Insignia:
Airmen as well as senior Embroidered, worn ½ inch
members without grade above the cloth “US Civil Air
wear this device on both Patrol” tape worn over the left
sides of the collar. breast pocket. If both devices
US Flag: are worn, aviation badges
Reverse Flag worn ½ inch should be ½ inch above
centered below shoulder seam specialty insignia.
Wing/Region/National
Grade Insignia: Shoulder Patch: if
NCOs and Airmen wear the required, Worn centered ½
3-, 3 1/2-, or 4-inch (women) inch below shoulder seam
or 4-inch (men) sleeve on left sleeve.
chevrons centered halfway
between shoulder seam and “Civil Air Patrol”
elbow when bent at 90- Tape: Ultramarine blue
degree angle on the sleeve. with white letters worn
centered immediately
Nametape: above the left breast
Ultramarine blue with white pocket. Tape will be the
letters, worn centered width of the pocket with
immediately above the right Unit Patch: If authorized, CAP Specialty Patches: raw ends folded under.
breast pocket (only last name are worn on right breast Embroidered, worn on the
will be used). Tape will be the pocket between left and rig lower portion of the left
width of the pocket with raw ht edges and bottom of breast pocket between left
ends folded under. flap and pocket. and right edges and bottom of
flap and pocket.

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CADET OFFICERS
CAP Aviation Badges and
Grade Insignia: Specialty Insignia:
Cadet Officers wear Embroidered, worn ½ inch
embroidered grade insignia on above the cloth “US Civil Air
ultramarine blue background Patrol” tape worn over the
left breast pocket. If both
US Flag: devices are worn, aviation
Reverse Flag worn ½ inch badges should be ½ inch
centered below shoulder above specialty insignia.
seam
Wing/Region/National
Nametape: Shoulder Patch: if
Ultramarine blue with white required, Worn centered ½
letters, worn centered inch below shoulder seam
immediately above the right
breast pocket (only last name “Civil Air Patrol” Tape:
will be used). Tape will be the Ultramarine blue with white
width of the pocket with raw letters worn centered
ends folded under. immediately above the left
breast pocket. Tape will be
Unit Patch: the width of the pocket with
If authorized, are worn on raw ends folded under.
right breast pocket between
left and right edges and CAP Specialty Patches: Embroidered, worn on the lower portion of the left breast
bottom of flap and pocket. pocket between left and right edges and bottom of flap and pocket.
OR
Model Rocketry Patch

CADET NCOs AND AIRMEN CAP Aviation Badges and

Specialty Insignia:
Embroidered, worn ½ inch
Grade Insignia: above the cloth “US Civil Air
Cadet NCOs and Airmen wear Patrol” tape worn over the left
metal chevrons on collar. breast pocket. If both devices
are worn, aviation badges
should be ½ inch above
US Flag:
specialty insignia.
Reverse Flag worn ½ inch
centered below shoulder
seam Wing/Region/National
Shoulder Patch: if
Nametape:
required, Worn centered ½
Ultramarine blue with white
inch below shoulder seam
letters, worn centered
immediately above the right
breast pocket (only last name “Civil Air Patrol” Tape:
will be used). Tape will be the Ultramarine blue with
width of the pocket with raw white letters worn
ends folded under. centered immediately
above the left breast
Unit Patch: pocket. Tape will be the
If authorized, are worn on width of the pocket with
right breast pocket between raw ends folded under.
left and right edges and
bottom of flap and pocket. CAP Specialty Patches: Embroidered, worn on the lower portion of the left breast
OR pocket between left and right edges and bottom of flap and pocket.
Model Rocketry Patch

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Headgear
MALE LEVEL FEMALE

GENERAL GRADE AND FIELD

GRADE OFFICERS SERVICE
CAP

COMPANY GRADE
OFFICERS, FLIGHT
OFFICERS, NCOs & SENIOR
AIRMEN SERVICE CAP

CADET OFFICER SERVICE

CAP

OFFICER FLIGHT CAP

(Note: Edge has silver braid)
Senior Member Insignia is worn 1 ½” from
front edge and centered between top of flap
and bottom edge.

NCOs & SENIOR AIRMEN

(Note: There is NO silver braid on
the edge) Senior Member Insignia is worn
1 ½” from front edge and centered between
top of flap and bottom edge.

CADET OFFICERS
Grade Insignia is worn 1 ½” from front edge
and centered between top of flap and bottom
edge.

CADET NCOs & CADET

AIRMEN
Cadet Insignia is worn 1 ½” from front edge
and centered between top of flap and bottom
edge.

FRONT VIEW AND INSIGNIA PLACEMENT ON UNIFORM FRONT VIEW AND INSIGNIA
PLACEMENT WHEN NOT ON HEAD PLACEMENT

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MALE LEVEL FEMALE

OFFICER
BATTLE DRESS UNIFORM
CAP
Ultramarine cloth insignia Worn
centered ½ inch above the brim

NCOs & SENIOR AIRMEN

BATTLE DRESS UNIFORM
CAP

CADET OFFICER
BATTLE DRESS UNIFORM
CAP
Ultramarine cloth insignia Worn
centered ½ inch above the brim

CADET NCOs & CADET

AIRMEN
BATTLE DRESS UNIFORM
CAP

UNIT HEADGEAR
WORN WITH BATTLE DRESS
UNIFORM
(Whereas 104 is the unit’s charter
number; ex: SER-FL-104 would be
104; Other variation have been
noted from wing to wing)

CAP HEADGEAR
WORN WITH BATTLE DRESS
UNIFORM

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Grade Insignia
EPAULET EPAULET
GRADE INSIGNIA (CAP DISTINCTIVE
(USAF UNIFORM)
UNIFORM)

MAJOR GENERAL
GENERAL
OFFICER

(Silver)

BRIGADER
GENERAL
(Silver)

COLONEL
FIELD GRADE OFFICER

(Silver)

LIEUTENANT
COLONEL
(Silver)

MAJOR

(Gold)
COMPANY GRADE OFFICER

CAPTAIN

(Silver)

1ST LIEUTENANT

(Silver)

2D LIEUTENANT

(Gold)

SENIOR FLIGHT
OFFICER
FLIGHT OFFICER

(Blue)

TECHNICAL
FLIGHT OFFICER
(Blue)

FLIGHT OFFICER

(Blue)

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EPAULET
EPAULET
GRADE INSIGNIA (CAP DISTINCTIVE
(USAF UNIFORM)
UNIFORM)

CHIEF MASTER
SERGEANT
SENIOR NCO

SENIOR MASTER
SERGEANT

MASTER
SERGEANT

TECHNICAL
JUNIOR NCO

SERGEANT

STAFF
SERGEANT
AIRMAN

SENIOR AIRMAN

SENIOR MEMBER
(New member NONE NONE NONE
with no grade)

Tip: The senior will never think

of the difference in grade,
the junior will never forget it!

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Badges
SPECIALTY BADGES
AEROSPACE CADET PROGRAMS DRUG DEMAND COMMUNICATION
ADMINISTRATION REDUCTION
EDUCATION

EMERGENCY FINANCE HISTORIAN INFORMATION INSPECTOR

SERVICES TECHNOLOGY GENERAL

LOGISTICS MODEL ROCKETRY MORAL

OPERATIONS PERSONNEL
LEADERSHIP

PROFESSIONAL PUBLIC AFFAIRS RECRUITING SAFETY

DEVELOPMENT

All service specialty badges (except for the model rocketry badge) use a system stars and wreaths to
denote the level the individual has accomplished within the specialty. The aerospace education and cadet
programs badge use a system of colored stars. The aerospace education badge stars are: bronze for basic,
silver for senior, and gold for master. The cadet programs badge stars are: blue for basic, bronze for senior, and
silver for master.

The remaining specialty badges use a simpler system of level identification. The basic rating has no stars
or wreath. They look just like the specialty badges in the above table. The senior and master ratings have a star
or star/wreath combination that is placed on the top of the badge noting the higher levels.

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Senior Rating Master Rating Examples

SPECIALTY INSIGNIAS
CHAPLAIN – CHRISTIAN CHAPLAIN - JEWISH CHAPLAIN – MUSLIM CHAPLAIN – BUDDIST

NURSE MEDICAL DOCTOR

LEGAL

EMERGENCY MEDICAL
GROUND TEAM MEMEBER
INCIDENT COMMANDER TECHNICIAN

COMMAND BADGES
CORPORATE OFFICER* SQUADRON COMMANDER GROUP COMMANDER

*Corporate Officer consists of all Wing Commanders, Region Commanders, various national staff members and
the national command staff.

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Wings
Wings in the Civil Air Patrol signify some form of airmanship accomplishment. They not only include
pilots, but also include highly trained aircrew members called mission observes. Wearing any wings in the Civil
Air Patrol should be done with pride and professionalism. The wing insignia is worn on the Air Force services
uniform, corporate uniform, battle dress uniforms, and flight uniforms.

Placement on the Air Force Service Uniform

Men
Centered 1/2 inch above the left breast pocket; or 1/2 inch above the ribbons.

Women
Centered 1/2 inch above top row of ribbons; when no ribbons are worn, the badges are positioned on
the left side of the shirt/blouse or coat, parallel with the nameplate. If specialty insignia is worn, the aviation
badge will be centered 1/2 inch above the specialty insignia. Either miniature or regular size badges may be worn
on service coats, shirts, blouses, or mess dress but all must match.

WINGS
INSIGNIA TITLE INSIGNIA TITLE

PILOT OBERVER

SENIOR SENIOR
PILOT OBSERVER

COMMAND MASTER
PILOT OBSERVER

SOLO BALLOON
WINGS PILOT

PRE-SOLO GLIDER
WINGS PILOT

Leather Patch worn on flight suit

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SUMMARY EXERCISE
1. In what manual can you find detailed and up-to-date information of the types and wear of Civil Air Patrol
uniforms?
a. CAPM 20-1, Organization of the Civil Air Patrol
b. CAPM 39-1, Civil Air Patrol Uniform Manual
c. CAPP 50-1, Introduction to the Civil Air Patrol

2. Men in uniform will not have articles such as wallets, pencils, pens, watch chains, fobs, pins, jewelry,
handkerchiefs, combs, cigars, cigarettes, pipes, and sunglass cases exposed on the uniform.
a. True b. False

3. It is acceptable for women to wear visible ornaments around the neck or on the head, ornamentation on
eyeglass lenses, and ankle bracelets.
a. True b. False

4. Name two sources for uniforms.

a.___________________________________ b._____________________________________

5. All uniforms can be washed and iron without the need to review any care instruction labels.
a. True b. False

6. It is acceptable to wear the uniform to political function and family events.

a. True b. False

7. This cap would be worn with what type of uniform and by whom?

________________________________________

8. Name the level rating for each of the badges below.

_________________ _________________ _______________

9. If you are a 5 foot 7 inch tall male, what is the maximum CAP allowable weight?

_________________ _________________

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NOTES

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The Auxiliarymen’s Handbook March 2008

Chapter 8
OPERATIONAL SECURITY

Intelligence collection and analysis is very much like assembling a

picture puzzle. Intelligence collectors are fully aware of the importance
of obtaining small bits of information (or "pieces" of a puzzle) from
many sources and assembling them to form the overall picture.
Intelligence collectors use numerous methods and sources to develop
pieces of the intelligence puzzle . . . their collection methods range from
sophisticated surveillance using highly technical electronic methods to
simple visual observation of activities (these activities are referred to as
"indicators"). Information may be collected by monitoring radio and
telephone conversations, analyzing telephone directories, financial or
purchasing documents, position or "job" announcements, travel
documents, blueprints or drawings, distribution lists, shipping and
receiving documents, even personal information or items found in the
unclassified trash.

The premise of OPSEC is that the accumulation of one or more

elements of sensitive/unclassified information or data could damage
national security by revealing classified information. The goal of OPSEC,
as a "countermeasures" program, is to deny an adversary pieces of the
intelligence puzzle.

There is nothing new about the principles underlying OPSEC. In

fact, we can trace OPSEC practices back to the colonial days and the
Revolutionary War. George Washington, our first president, was a

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The Auxiliarymen’s Handbook March 2008
known OPSEC practitioner. General Washington was quoted as saying, "Even minutiae should have a place in
our collection, for things of a seemingly trifling nature, when enjoined with others of a more serious cast, may
lead to valuable conclusion."

However, OPSEC, as a methodology, originated during the Vietnam conflict when a small group of
individuals were assigned the mission of finding out how the enemy was obtaining advance information on
certain combat operations in Southeast Asia. This team was established by the Commander-in-Chief Pacific, and
given the code name "PURPLE DRAGON."

It became apparent to the team that although traditional security and intelligence countermeasures
programs existed, reliance solely upon them was insufficient to deny critical information to the enemy--especially
information and indicators relating to intentions and capabilities. The group conceived and developed the
methodology of analyzing U.S. operations from an adversarial viewpoint to find out how the information was
obtained.

The team then recommended corrective actions to local commanders. They were successful in what
they did, and to name what they had done, they coined the term "operations security."

OPSEC and Government Activities

Over the years it became increasingly apparent that OPSEC had uses in virtually every government
program that needed to protect information to ensure program effectiveness. OPSEC professionals modified
and improved techniques based on experience gained with many different organizations and in areas such as
military combat operations.

Today, OPSEC is as equally applicable to an administrative or research and development activity as it is

to a combat operation. If OPSEC is not integrated into sensitive and classified activities, chances are that our
adversaries will acquire significant information about our capabilities and limitations.
It probably would have been difficult for the "Purple Dragon" team to foresee that, 20 years later, the
methodology they developed would become a national program.

OPSEC at Home
You have probably been practicing OPSEC in your personal life without knowing it! When you are
getting ready to go on a trip have you ever:

• Stopped the delivery of the newspaper so that they would not pile up outside and send a signal that
you are not home?
• Asked your neighbor to pick up your mail so the mailbox would not fill up, also indicating that you
are away?
• Connected your porch lights and inside lights to a timer so they would go on at preset times to make
it look like someone is home?
• Left a vehicle parked in the driveway?

Connected a radio to a timer so that it comes on at various times to make it sound like that someone is
inside? Well, guess what you did? You practiced OPSEC!

The critical information here is obvious - we do not want anyone to know the house is unoccupied. None of
the actions (countermeasures) listed above directly conceal the fact that your residence is unoccupied. A
newspaper on the lawn or driveway does not necessarily mean no one is at home. Newspapers in the yard or
driveway are only an indicator to the adversary. That indicator, combined with other indicators, (no internal
lights at night, mail stuffed in the mailbox, etc.) will provide the adversary with the information needed to reach
a conclusion with an acceptable level of confidence. In this case, the more indicators that the adversary is able to
observe, the greater the level of confidence in his/her conclusion. When you eliminate these indicators, you
have a much better chance of ensuring that your home is not burglarized while you are away.
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The same holds true at your place of work. We must protect our critical information and eliminate
indicators available to the adversary.

The Five-Step OPSEC Process

1. Identification of the critical information to be protected

2. Analysis of the threats
3. Analysis of the vulnerabilities
4. Assessment of the risks
5. Application of the countermeasures

Identification of Critical Information

Basic to the OPSEC process is determining what information, if available to one or more adversaries
would harm an organization's ability to effectively carry out the operation or activity. This critical information
constitutes the "core secrets" of the organization, i.e., the few nuggets of information that are central to the
organization's mission or the specific activity. Critical information usually is, or should be, classified or least
protected as sensitive unclassified information.

Analysis of Threats
Knowing who the adversaries are and what information they require to meet their objectives is essential
in determining what information is truly critical to an organization's mission effectiveness. In any given situation,
there is likely to be more than one adversary and each may be interested in different types of information. The
adversary's ability to collect, process, analyze, and use information, i.e., the threat, must also be determined.

Analysis of the Vulnerabilities

Determining the organization's vulnerabilities involves systems analysis of how the operation or activity
is actually conducted by the organization. The organization and the activity must be viewed as the adversaries
will view it, thereby providing the basis for understanding how the organization really operates and what are the
true, rather than the hypothetical, vulnerabilities.

Assessment of Risks
Vulnerabilities and specific threats must be matched. Where the vulnerabilities are great and the
adversary threat is evident, the risk of adversary exploitation is expected. Therefore, a high priority for
protection needs to be assigned and corrective action taken. Where the vulnerability is slight and the adversary
has a marginal collection capability, the priority should be low.

Application of the Countermeasures

Countermeasures need to be developed that eliminate the vulnerabilities, threats, or utility of the
information to the adversaries. The possible countermeasures should include alternatives that may vary in
effectiveness, feasibility, and cost. Countermeasures may include anything that is likely to work in a particular
situation. The decision of whether to implement countermeasures must be based on cost/benefit analysis and an
evaluation of the overall program objectives.

OPSEC Laws
The First Law of OPSEC
If you don't know the threat, how do you know what to protect? Specific threats may vary from site to
site or program to program. Employees must be aware of the actual and postulated threats. In any given
situation, there is likely to be more than one adversary, although each may be interested in different
information.

The Second Law of OPSEC

If you don't know what to protect, how do you know you are protecting it? The "what" is the critical
and sensitive, or target, information that adversaries require to meet their objectives.

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The Third Law of OPSEC
If you are not protecting it (the critical and sensitive information), the adversary wins! OPSEC
vulnerability assessments, (referred to as "OPSEC assessments" - OA's - or sometimes as "Surveys") are
conducted to determine whether or not critical information is vulnerable to exploitation. An OA is a critical
analysis of "what we do" and "how we do it" from the perspective of an adversary. Internal procedures and
information sources are also reviewed to determine whether there is an inadvertent release of sensitive
information

Designations
Critical Information (CI) is information which can potentially provide an adversary with knowledge of our
intentions, capabilities or limitations. It can also cost us our technological edge or jeopardize our people,
resources, reputation and credibility. Controlled unclassified information, is often identified as Critical
Information.

For Official Use Only (FOUO):

• Non-classified but sensitive DoD information
• Some CAP missions are designated FOUO
• CAP radio frequencies are designated FOUO

Other agencies use similar designations

• Sensitive But Unclassified (SBU)
• Law Enforcement Sensitive (LES)
• Trusted Agent – Eyes Only, etc.

Control of Critical Information

Regardless of the designation, the loss or compromise of sensitive information could pose a threat to
the operations or missions of the agency designating the information to be sensitive. Sensitive information may
not be released to anyone who does not have a valid “need to know”.

“Need to Know” does not mean, because a person holds a high management position, he or she
automatically needs access to the information. Unauthorized disclosure of sensitive information is when the
party receiving the information does not have a “Need to Know.

What type of information may by critical in the Civil Air Patrol? As a new member, you may be very
surprised by the sensitive information that is entrusted to the Civil Air Patrol by the military and other
government agencies.

Critical information may be in the form of more obvious CAP operations such as area surveillance,
planned aerial intercepts, law enforcement support, homeland security support and DoD exercises. However
other information may be deemed critical such as chaplain deployments, technological capabilities (i.e. SDIS and
ARCHER), communication frequencies and the location of aircraft, vehicles and repeaters.

The Threat
Others are constantly trying to determine our weaknesses. Some forms of intelligence gathering are:

• HUMINT - Human Intelligence

• SIGINT - Signals Intelligence
• COMMINT – Communications Intelligence
• ELINT - Electronic Intelligence

Americas enemies actively target US military communications systems. Don’t assume we’re immune
because we’re out of the mainstream military presence. For that reason we can actually be MORE vulnerable.
Watch what you transmit on radios, phones, fax, and email.

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Rules for FOUO Documentation

At some point in you CAP career, you will most likely create
UNCLASSIFIED//FOR OFFICIAL documentation that is designated as FOUO. So as an originator of the
USE ONLY documentation you must know some of the rules.

Information contained in this First, any documentation that is classified as FOUO will contain
document is designated by the the following:
Department of Defense
(DoD) as For Official Use Paper documents such as exercises or operational plans or list
Only (FOUO) and may not be of CAP radio frequencies and access tones are examples of FOUO
released to anyone without documentation.
the prior permission of NHQ
FOUO information should be stored in locked desks, file
CAP and/or CAP-USAF
cabinets, bookcases, locked rooms, or similar items, unless Government
or Government-contract building security is provided. FOUO
documentation and material may be transmitted via first-class, parcel
post or forth –class mail (for bulk shipments).

In the age of electronics, there are many other considerations

for operational security. Any non-paper documents such as slides, films,
or computer media also need to be clearly marked as FOUO.

Electronic transmissions or email messages must also be

appropriately marked. The abbreviation “U//FOUO” must be at the
beginning of the text. This will notify the recipient immediately upon
reading the message that they must take care with its contents. Publicly
accessible web sites will NOT contain:

• For Official Use Only (FOUO) Information

• Sensitive Information
• Plans
• Planned Deployments
• Personal Information

Such information will be in a secured section of the website that will

require a password to enter the site. You should make all personal
She never had a clue that she attempts to secure your password information that may allow for
someone else to access the FOUO information.
was the enemy’s source to!
Summary
The purpose of the security program is to protect against
unauthorized disclosure of official information. Keep your information
secure at all times.

OPSEC is mostly common sense. If we all take the time to learn

what information needs protecting, and how we can protect it, we can
continue to execute our mission effectively.

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No matter what the form the

document takes, whether paper or
electronic, information that is not
for the public eye must be labeled
as For Official Use Only or FOUO.

Paper documents such as exercises

or operational plans or list of CAP
radio frequencies and access tones
are examples of FOUO
documentation.

Publicly accessible web sites

containing For Official Use Only
(FOUO) Information, Sensitive
Information, Plans , Planned
Deployments and Personal
Information will be in a secured
section of the website that will
require a password to enter the
site. You should make all personal
attempts to secure your password
information that may allow for
someone else to access the FOUO
information.

Electronic transmissions or email

messages must also be
appropriately marked. The
abbreviation “U//FOUO” must be
at the beginning of the text. This
will notify the recipient
immediately upon reading the
message that they must take care
with its contents.

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SUMMARY EXERCISE
1. The goal of OPSEC, as a "countermeasures" program, is to deny an adversary pieces of the intelligence
puzzle.
a. True b. False

2. Name the five-step OPSEC process.

a.___________________________________ b._____________________________________

c.___________________________________ d._____________________________________

e.___________________________________

3. The first law of OPSEC is _____.

a. secure all documents b. to know you threat
c. don’t talk at all d. place FOUO in all documents

4. “For Official Use Only” documents are considered classified or secret.

a. True b. False

5. You are evolved with an operation due to you specialty qualification. This assignment was given to you by a
higher headquarters. Your immediate commander approaches you and orders you to fill him in on the
details since no one told him anything. Do you tell him as you have been ordered to do so?
a. Yes. You have been given a direct order.
b. Yes. Your commander must always be aware of you actions.
c. No. Direct your commander to the information officer.
d. No. It is apparent that he may not have the need to know. You should contact the operation
coordinator and in form them of the request.

6. All electronic messages must have the designation U//FOUO in the subject line regardless of the content.
a. True b. False

7. Name a couple of types of information should be designated as “For Official Use Only”?

a.___________________________________ b._____________________________________

8. What is the purpose of the security program?

a. To secure all documents from new members.
b. To protect against unauthorized disclosure of official information.
c. To prevent the media from finding out what Civil Air Patrol does.
d. To prevent the use all of Civil Air Patrol information from being used by the public.

9. Civil Air Patrol radio frequencies are no different than those used by amateur radio operators and are not
considered sensitive information.
a. True b. False

10. When trusted with sensitive information, it is you responsibility to secure that information and not spread it
to others who do not have the need to know whether written or verbally.
a. True b. False

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NOTES

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Chapter 9
PUBLICATIONS & FORMS

Organizations govern, manage, and conduct business through the use of publications and forms.
Publications in the Civil Air Patrol mean regulations, manuals, pamphlets, operating instructions, any other
documented guidance and supplements thereto. In the CAP, there are hundreds of publications and forms. Part
of your success will be to learn how to read, navigate and use the appropriate publication or form.

Types of Publications
The two most common types of publications are manuals and
regulations. Manuals announce procedures and guidance for
performing standard tasks and usually contain examples. Regulations
differ, in that they announce policies, direct actions and prescribe
standards. Both, manuals and regulations may only be issued by
“We can lick gravity, but National Headquarters.
sometimes the paperwork is
overwhelming.” Manuals and regulations can leave room for command discretion
- Wernher Von Braun (1912 - 1977) when outlining a procedure or policy. If the command determines that
US (German-born) rocket engineer a procedure or policy should be narrowed downed in direction, then
the command will issue a supplement. A supplement is defined as an
auxiliary publication that augments higher headquarters directives and
applies to all members of the issuing headquarters and all subordinate
units. Supplements may be issued by any level of command unless
specifically limited or prohibited by the regulation or manual governing
the publication’s subject matter.

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An example may be that the Civil Air Patrol Uniform Manual

states that the wing patch may be worn on the Battle Dress Uniform.
The wing commander can issue a supplement directing all personnel
within their command will wear the wing patch on the Battle Dress
Uniform. However the wing commander can not change the green
color camouflage to blue because the manual specifically states that
“Any variation from this publication is not authorized. Items not listed
in this publication are not authorized for wear.”

Operating instructions (OI) is sometimes confused with a

supplement, however they are quite different. Operating
instructions announce local policies or procedures, and direct actions
of a local nature within one unit (charter number) or office. Like
Sample Operating Instruction supplements, operations instructions may be issued by any level of
command unless specifically limited or prohibited by the regulation or
manual governing the publication’s subject matter.

Pamphlets are nondirective, informative, “how-to” type

publications that may include suggested methods and techniques for
implementing CAP policies. You can think of pamphlets as a publication
that suggests a method of accomplishing a task.
Situations requiring immediate action due to a state of
emergency, an unforeseen circumstance involving the preservation of
life or property, or other contingencies that may require prompt action
may result in an interim change letter (ICL) being issued outlining
immediate policies. ICLs may be issued by any level of command unless
specifically limited or prohibited by the regulation or manual governing
that subject matter. Issuance of policies by ICL is a temporary measure.

From time-to-time a change to a publication is necessary. Because

this change may only be a couple of lines in a lengthy publication, a
Sample Pamphlet. This one is change may be published. A change amends the content of an existing
CAPP 50-5, Introduction to the publication. It is vital that when reading a publication that you ensure
Civil Air Patrol you review any issued changes that may have been published.

Publication Terminology
Now that you know the types of publications, you need to learn
some of the terminology used in the publication. The proper
interpolation of a publication can easily mean the success or failure in an
objective or even life or death so take due care when reading
publications.
“Shall”, “will”, or “must”, when used in a publication indicates a
mandatory requirement (directive).
“Should” indicates a non-mandatory or preferred method of
accomplishment (nondirective).
“May” indicates an acceptable or suggested means of
accomplishment (nondirective).

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Forms
A form is a tool used for the collection, recording, and/or
extraction of information whereby a predetermined set of data fields
have been established and defined to meet a definitive CAP purpose or
objective.
All forms, regardless of the issuing headquarters, are referenced
by a publication that gives direction when it’s to be completed. When
completing forms, you should either complete them using a computer
or typewriter. If you find that you have to complete a form using a pen,
then use only a black pen and use block letters (more on block letters
in Chapter 10). If you must sign the form, use a blue pen.
Never leave any fields blank. If an item does not need to be
completed, then enter “N/A” (not applicable). Leaving fields can be a
misinterpreted as you unintentionally not completing the form.

Office of Primay Responsibility

The office of primary responsibility (OPR) means the National Headquarters directorate having primary
responsibility for the issuance and maintenance of a publication or the office at the region, wing or unit
responsible for the issuance and maintenance of a publication. The OPR also has the authority to waive the
provisions of a publication it is responsible for unless specifically prohibited in that, or any other, publication.
Each publication is assigned an OPR. It can be found on the first page at the bottom of the publication.
The letters that follow “OPR” are called functional address symbols which identify the OPR. In the sample
publication, EXS is Executive Support while in the sample form, DOV is Standardization/Evaluation Officer. To
find a list of functional address symbols and their corresponding office refer to CAPR 10-1, Preparing and
Processing Correspondents.

Sample Publication Sample Form

OPR at
bottom

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Publication and Form Organization

As mentioned at the beginning, there are hundreds of publications
and forms. Because of this fact, there has to be a way to organize them
in such a way that they become easily retrievable. The forms are
organized by the use of acronyms and numbers.
The first acronym describes the organization. Civil Air Patrol
publications issued by National Headquarters begin with “CAP”. If the
publication is issued by the Air Force, it would start with “AF”. If the
publication is from a headquarters subordinate to National
Headquarters, then the acronym would describe the unit. For example,
Texas Wing may be “TXWG”.
The letter(s) directly following the organizational acronym
describes the type of document. Following is a list of letters and the
corresponding document:
• M – Manual • F – Form
• R – Regulation • C – Certificate
• P – Pamphlet • T – Test
• I – Index • VA – Visual Aid
The final part to the document organization is a numerical
Example: designation. In most cases, this designation is not specific. However, in
CAPM 39-1, CAP Uniform the case of manuals, regulations, pamphlets, and indexs there is a
Manual would read as “Civil specific numerical designation. The first number describes the series or
functional area, and then a dash separates the last number(s) which is
Air Patrol Manual 39 dash 1”
assign sequentially.
Following is a list of series designation.

• 0 – Indexes and Visual Aids • 100 – Communications

• 5 – Publications Management (such as how • 110 – Information Technology
publications will be distributed, numbered, etc.) • 112 – Claims (such as processing claims CAP
• 10 – Administrative Communications (such as members may have arising out of CAP
how letters will be prepared, signature activities)
elements, address structure, etc) • 123 – Inspections
• 20 – Organization and Mission – General (such • 147 – Exchange Service (concerning privileges
as how cadet and senior squadrons will be CAP members have at base exchanges when
organized) taking part in authorized CAP activities)
• 35 – Personnel Procedures • 160 – Medical
• 39 – Personnel – General • 173 – Finance
• 50 – Training • 178 – Management Analysis
• 52 – Cadet Program Training • 190 – Public Affairs
• 60 – Flying, Operations, and ES Training • 210 – Historical Data and Properties
• 62 – Safety • 265 – CAP Chaplain Service
• 66 – Maintenance of CAP aircraft • 280 – Aerospace Education
• 67 – Supply • 900 – Miscellaneous (all those regulations and
• 70 – Contracting Management manuals which cannot be published under
• 76 – Transportation (such as travel of CAP another numbered series because of the special
members in military aircraft) nature of their content – insurance, for
• 77 – Motor Vehicles example.)
• 87 – Real Estate
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Putting it All Together

Having reviewed how to read, navigate, and use publications and forms, let’s put it all together. Following
is a sample publication and sample form. Each displays the format you’ll find them in. Take the time to look
over each to get an idea of the location of important information.
To learn more about publications and forms, review CAPR 5-4, Publications Forms Management. You
can also learn if a publication, visual aid, form, certificate or test is current by reviewing the most recent issue of
CAPI 0-2, Numerical Index of CAP Regulations, Manuals, Pamphlets, and Visual Aids and CAPI 0-9,
Numerical Index of CAP Forms, Test Material, and Certificates.
Publications and Forms can be found by going to http://cap.gov and contacting your local administration
officer (for wing and local publications and forms).

SAMPLE PUBLICATION

Issuing Headquarters

Designation

Date publication
was issued
Series Title

Publication Title

Organizational Symbol

Office of Primary
Responsibility

Approving Authority

Publication Instruction

Distribution

SAMPLE FORM

Designation Date of Issue Instruction Office of Primary Responsibility Title

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Preparing Correspondence
A correspondence is communication by the exchange of letters.
In the Civil Air Patrol, we use two types of correspondence, the
memorandum-style letter and the business-style letter.
Example of subject when referring
to a previous correspondence: When writing either type of correspondence, you should give
complete and correct information in a clear and concise manner. Short
SUBJECT: Non receipt of sentences and short paragraphs will be used, and you should limit letters
Registered Mail (Your Ltr/Memo, to one page. You should discuss only one subject in each letter.
28 Apr 96) Present questions or facts logically. For example, a personal matter will
OR not be discussed in a letter dealing with an aerospace education project.
SUBJECT: Support of CAP (Our Separate letters should be written.
Ltr, 1 Apr 96)
When referring to a previous correspondence on the same
subject, you will add a brief reference (in parentheses) immediately after
the subject line (you will learn more about the subject line shortly).

Memorandum-Style Letter
Memorandum-Style letters (memos) are used for communications between CAP units and when
communicating with CAP-USAF Headquarters and/or liaison offices. To the right is a sample memo. Look over
it to learn how to put a memo together.
A letterhead must include these elements: unit designation; the
words "Civil Air Patrol"; "United States Air Force Auxiliary";
and the geographic location of the unit.

The left margin begins centered at the HEADQUARTERS

middle of the seal. The right and bottom CIVIL AIR PATROL ARIZONA WING
UNITED STATE AIR FORCE AUXILIARY
margins are 1 inch each. 1500 FALCON DRIVE
LUKE AFB, ARIZONA 85952

The CAP seal, CAP emblem, shoulder patch, 25 March 2005

or other distinctive decoration may be
MEMORANDUM FOR HQ/CAP MSA
printed on the letterhead as long as it is in ATTENTION: Mr. Lynch
good taste.
FROM: CAP Arizona Wing

SUBJECT: Format for Memorandum-Style Letter

Type the “MEMORANDUM FOR” in all caps
4 lines below the date followed by the 1. Type or stamp the date on the right side of the
memorandum 10 lines from the top of the page; about
functional address the memo is being sent to. 1 inch from the right margin

2. Begin typing the text flush with the left margin,

two lines below the “SUBJECT” or reference. Number
Type the “ATTENTION” or “THROUGH” each paragraph.
line, one line below and aligned under
address. a. This is an example of a subparagraph.
b. Note, subparagraphs use letters.

3. The memorandum will be closed with the writer’s

full name in all caps, grade, and organization
Type the “FROM” in all caps two lines below followed on the next line the duty assignment of the
the “MEMORANDUM FOR” line. individual. Placement will be three spaces to the
right of the center line. A signature will appear
just above the name.
Type the “SUBJECT” in all caps two lines
below the “FROM” line.
ROBERT MILLER, Lt Col, CAP
Administration Officer
Note any attachments accompanying the
Attachments:
memorandum, any persons who have been 1.----------
courtesy copied (cc), and any distribution cc:
methods (ex: 1. All unit commanders). 1.----------
Distribution:
1.----------

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Business-Style Letter
Business-Style letters are used for communications with private concerns and individuals not connected
with CAP. To the right is a sample memo. Look over it to learn how to put a memo together.
Unlike the memorandum-style letter, no prescribed margins are mandated, however one inch margins all
around is suggested.
A letterhead must include these elements: unit designation; the words
"Civil Air Patrol"; "United States Air Force Auxiliary"; and the geographic
location of the unit. (*see note below letter)

HEADQUARTERS
The CAP seal, CAP emblem, CIVIL AIR PATROL ARIZONA WING
UNITED STATE AIR FORCE AUXILIARY
shoulder patch, or other distinctive 1500 FALCON DRIVE
decoration may be printed on the LUKE AFB, ARIZONA 85952

letterhead as long as it is in good

taste. 25 March 2005

Col Joseph Martin, USCAP

Southwest Region Headquarters
Type the "To" address three lines 456 Rocket Lane
below the return address. Note: a Laughlin AFB, Texas 48227
return address may not be required.
(*see note below letter) Dear Col Martin,

This is a sample format for a CAP business-style

letter. This type of letter may be used for conducting
Suggested salutations are: if writing to a official CAP business with a person or an organization
CAP unit, use "Dear Colonel Jones," if outside of the CAP.
writing to an organization other than
CAP, use "Dear Sir," and if writing to a Type or stamp the date on the right side of the
memorandum 10 lines from the top of the page; about 1 inch
friend or associate, use "Dear Mr.
from the right margin. Begin typing the body of the letter
Brown." Type it two lines below the two lines below the salutation. Do not number the
last line of the address. Use paragraphs. Indent all major paragraphs five spaces; indent
punctuation after abbreviations such as subparagraphs an additional five spaces.
"Mr.," "Mrs.," and "Dr."; however, no
punctuation is used with CAP rank
abbreviations. Double space between Sincerely,
the salutation and first line of text.
ROBERT MILLER, Lt Col, CAP
Administration Officer
Type the complimentary close
“Sincerely,” two lines below the text, Attachments:
three spaces to the right of the center. 1.----------
Type the signature element five lines 2.----------
below the flush with the complimentary cc:
1.----------
close. 2.----------

*Note: If the letterhead does not have the complete address of the sender,
then type the return address 4 lines below the date or 14 lines form the top of
the page at left margin. Type the “to” address three lines below the return
address.

You can learn more about technical writing, document templates, and presentation techniques by
reviewing AFH 33-337, The Tongue and Quill. Also remember to review CAPR 5-4, Publications Forms
Management and CAPR 10-1, Preparing and Processing Correspondents for further details.

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SUMMARY EXERCISE
1. Name six types of publications.

a.___________________________________ b._____________________________________

c.___________________________________ d._____________________________________

e.___________________________________ f._____________________________________

2. The words shall, will, or must in a publication indicate a non-mandatory requirement.

a. True b. False

3. A form is a tool used_____.

a. collection, recording, and/or extraction of information
b. suggest a method on how to accomplish a task
c. publication that augments higher headquarters directives
d. announce policies, direct actions and prescribe standards

4. If you need to identify what office created a publication or form, you can do such by _____.
a. contacting National Hq b. contacting your unit administration officer
c. referring to the documents OPR d. referring to your commander for guidance

5. If you needed to find out information on the cadet program, you should begin by researching publications in
which series?
a. 50 b. 70
c. 52 d. 72

6. When are memorandums used?

_____________________________________________________________________________

7. In a letter, you should indicate who has been courtesy copied by using the letters _____.
a. cpy b. cc
c. crt d. crt cpy

8. Letters of private concern or to individuals not in the Civil Air Patrol should be which type?

_____________________________________________________________________________

9. Which of the following is the correct format for the date in publications?
a. January 1, 2000 b. 1/1/2000
c. 1 January 2000 c. 2000 January 1

10. CAPVA 201 is what type of publication?

_____________________________________________________________________________

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NOTES

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INTENTIONALLY
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The Auxiliarymen’s Handbook March 2008

Chapter 10
COMMUNICATIONS

The vital necessity of communications not only in the Civil Air Patrol, but in all types of paramilitary and
military operations is vital to the coordination and success of the end goal. Essentially, communications is the
eyes, ears, and voice of the commander. Although we may equate communications via radio transceivers, there
are multiple forms of communications. A commander who resists recognizing multiple forms of communication
may find themselves failing at an objective when their trusted form of communications fails them. In this
chapter, we will discuss the many forms of communications the Civil Air Patrol uses and how you can become
qualified as a radio communicator.

This chapter is not intended for you to become an expert, but rather familiar with different
communication activity. Formal instruction can be provided by the appropriately trained officer at a later date.

Types of Communication
Wire Communication
The first type of communications is wire communication. This
is the primary means in which we communicate daily. Although wire
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communications includes teletype and the telegraph, the only form of
wire communication used today is the telephone. The telephone
permits voice transmission quickly, privately, and in large volume. We
refer to this form of communications as using a land line.

Visual Communication
Visual communication is still readily used these days. At one
point in our history, service men in the signal corps were taught to use
flags to communicate. We don’t use flags in the Civil Air Patrol to
Wire Communications communicate any longer, however we still use many other forms of
visual communication.

As a member of a flight crew you should know light signals that

may be given to you by a control tower should your radio failure. Pilots
and flight line personnel use hand signals to communicate.

Also as a member of an aircrew and as a member of a ground

team you will need to learn visual ground-to-air signals. These signals
are intended for ground units to communicate with aircrews in the
event of radio failure through the use of panels or other objects that
can be seen from the air.

Other forms of visual communication include airport signs,

Visual Communications signaling mirror, and airplane maneuvers. As your training and education
advances, you will have the opportunity to learn many different forms of
visual communication.

Sound Communication
This means of communication is used primarily for alarms,
attracting attention, and for transmission of short prearranged messages
and orders. It should be used whenever such use is economical of time,
personnel, or equipment. The chief instruments of sound
communication are: whistles, bugles, aircraft motors, horns, and sirens.

Electronic Communication
This is one of the most popular forms of communication today.
Today intranets and the internet are commonly used to transmit
Sound Communications messages. The Civil Air Patrol has many websites from different units
that offer information from those units pertaining to unit specific
publications, forms, events and more. Transmission of emails also is
commonly used by members.

What makes this form for communication popular is that it is

fast and the receiver and recipient don’t have to be communicating at
the same time to pass and receive messages.

With such freedom and ease of exchange of information, all

members should remember to take care not to abuse the chain of
command. In all cases the chain of command must be taken into
consideration prior to the execution of any communication.
Electronic Communications
Radio Communication
Another means of communication in the Civil Air Patrol is radio
communication. Tools to communicate via radio communications
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methods include cell phones, satellite phones and transceivers. Virtually
all members who are engaged in emergency services operations will use
a transceiver. A transceiver is a device that has the ability to transmit
and receive radio communications; a two-way radio. Transceivers are
popular because they can be portable, have their own power source,
and are easy to use.

The Civil Air Patrol transmits on special VHF and HF

frequencies that are somewhat different from those used by Ham Radio
operators. Before you can be authorized permission to communicate
using a transceiver, you will need special training. This training can be
scheduled with your unit’s communication officer.
Radio Communications
Although there are CAP publications describing the procedures
and use of the CAP radio network, they are secured from public
viewing. This is due to the network being part of the larger federal and
military communications system. You will need to agree to the OPSEC
agreement prior to being able to access these publications. Again, you
communications officer can assist you.

Radio Communication Know-How

The phonetic alphabet (below), When communicating verbally or through written
authorized prowords and the proper communications, you will have to learn how, when, and what to say.
enunciation of numerals should be This section will assist you in getting a head start on some
committed to memory. communication know-how. As mentioned earlier, formal
LTR WORD PRONUNCIATION communication training will be given by the appropriate training officer
A ALPHA AL-FAH as your education and training advances.
B BRAVO BRAH-VOH
C CHARLIE CHAR-LEE Proper Expression
D DELTA DELL-TAH Expressing yourself properly on CAP frequencies is very
E ECHO ECK-OH important. Proper expression involves a working familiarity with the
F FOXTROT FOX-TROT phonetic alphabet, authorized prowords and the proper enunciation of
G GOLF GOLF numerals.
H HOTEL HOH-TELL
I INDIA IN-DEE-AH It is easy to understand the need for these three subjects if you
J JULIET JEW-LEE-ETT listen to the radio networks of non-military organizations and observe
K KILO KEY-LOH the innumerable ways of expressing phonetics and passing traffic.
L LIMA LEE-MAH Consider the numeral “ZERO”. You will hear individuals pronounce it
M MIKE MIKE “OH”, “OUGHT”, or “NOTHING”. Sometimes they even pronounce it
N NOVEMBER NO-VEM-BER properly, “ZERO”. Another example is the last letter of the alphabet,
O OSCAR OSS-CAH
“Z”. You will hear it called, “ZED”, “ZEBRA”, “ZIP, “ZERO”, etc.
P PAPA PAH-PAH
Q QUEBEC KEH-BECK
R ROMEO ROW-ME-OH
The old “ADAM”, “BAKER”, “CHARLIE” and other non-
S SIERRA SEE-AIR-RAH standard, and thus confusing, renditions of a phonetic alphabet are not
T TANGO TANG-GO as easy to understand as the ICAO alphabet. The ICAO established a
U UNIFORM YOU-NEE-FORM committee to determine which phonetic expressions were commonly
V VICTOR VIK-TAH understood throughout the world. After years of research and study,
W WHISKEY WISS-KEY the present ICAO phonetic alphabet was developed and accepted by
X W-RAY ECKS-RAY most organizations that have radio communications capability including
Y YANKEE YANG-KEY the Civil Air Patrol.
Z ZULU ZOO-LOO

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The phonetic alphabet, authorized prowords and the proper
enunciation of numerals should be committed to memory. We will
Numerals begin with numbers.
NUMBER PRONUNCIATION
When you see numerals in the heading or text of a message,
0 ZE-RO
always express them digit by digit, proceeded by the proper proword.
1 WUN
It is incorrect to say “nineteen ninety three”…say, “FIGURES WUN
2 TOO
3 TREE
NINER NINER TREE.” Do not say “twenty one”…say, “FIGURES TOO
4 FOW-ER WUN”. Even thousands will be spoken as, (16000) “FIGURES WUN
5 FIFE SIX_THOUSAND”.
6 SIX
7 SEV-EN When giving the Date-Time Group (DTG) 012136Z DEC 93,
8 AIT you would say “TIME ZERO WUN TOO WUN THREE SIX ZULU
9 NIN-ER DECEMBER NINER THREE.” You never say “TIME FIGURES”, “GROUPS
FIGURES”, or “FIGURES NUMBER”. Prowords pertaining to numerals are
never mixed.

Prowords
PROWORD EXPLANATION
AFFIRMATIVE You are correct OR what you have transmitted is correct. Yes.
ALL AFTER The portion of the message to which I have reference is that portion which follows _____.
ALL BEFORE The portion of the message to which I have reference is that portion which precedes _____.
BREAK I hereby indicate the separation of the text from all other portions of this message.
CORRECT You are correct. That is correct.
An error has been made in this transmission. Transmission will continue with the last word
CORRECTION
correctly transmitted.
DISREGUARD THIS
This transmission is in error. Disregard it. (This proword will no be used to cancel a message
TRANSMISSION,
that has been transmitted and receipted for by the receiving station.)
OUT
Stations called will not answer this call, receipt for this message, or otherwise transmit regarding
DO NOT
this transmission. (When this proword is used, the transmission will always end with the
TRANSMIT, OUT
proword, “OUT”)
The addressees immediately following are exempted from the collective call. The addressees
EXEMPT
following are exempt from receiving this message.
FIGURES A group of one or more characters, the first of which is a numeral, follows.
FLASH This message has a precedence of FLASH.
FROM The originator of the message immediately follows
The text of this message contains ___ groups or words. (Normally not used in CAP originated
GROUPS
messages).
IMMEDIATE This message has a precedence of IMMEDIATE.
The addressees immediately following are addressed for information only. No action is required
INFO
of them.
INITIAL(S) A group of one or more characters, the first of which is a letter, follows.
I READ BACK The following is in response to your request to read back.
I SAY AGAIN I am repeating the transmission, or the portion you need repeated.
I SPELL I will spell the next word phonetically.
That which follows has been verified per your request (to be used only as a reply to a VERIFY
I VERIFY
request).
International distress signal. Indicates traffic concerning imminent and grave danger to life and
MAYDAY
property.
MESSAGE
A message which requires recording follows.
FOLLOWS
MORE TO FOLLOW I have more messages, traffic or information for you.
NEGATIVE Not received. No.
NO TRAFFIC This station has no traffic to send.
NOTHING HEARD To be used when no reply is received from a call.

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NUMBER This station message number, in numerals, follows.
OUT This is the end of my transmission to you and no answer or reply is required or expected.
OVER This is the end of my transmission to you and a response is expected. Go ahead.
International urgency signal. Identifies very urgent information concerning the safety of life and
PAN
property.
PRIORITY This message has a precedence of PRIORITY.
READ BACK Repeat this transmission back to me exactly as received.
RELAY (TO) Transmit this message to all addressees immediately following this proword.
RELAY THROUGH Relay you message through _____.
I have received and understood you last message. (Does NOT mean yes or permission
ROGER
granted).
ROUTIN This message has a precedence of ROUTIN.
SAY AGAIN Repeat that portion of your last transmission I am indicating.
International safety signal. Pronounced “SEE CURI TAY”. Identifies urgent information
SECURITE
regarding safety of navigation of vessels.
SPEAK SLOWER Your transmission is too fast. Reduce speed.
THIS IS This transmission is from the station whose call sign immediately follows.
THIS IS A DIRECTED Used by the Net Control Station (NCS) to establish the type of net being operated as a directed
NET net.
THIS IS A FREE NET Used by the Net Control Station (NCS) to establish the type of net being operated as a free net.
TIME The figures which follow are the Date/Time Group (DTG) of this message.
This addressee(s) who are to take action, and to whom this message is to be delivered are as
TO
follows.
UNKNOWN The identity of the station I am trying to contact is unknown (used in place of that station’s call
STATION sign).
Verify entire message (or portion indicated) with the originator and send the verified version
VERIFY
(used by receiving station).
I must pause for a few seconds. Standby. Do not transmit. Wait for me to continue with my
WAIT
transmission (the proword “OVER” is not used).
I must pause for more than a few seconds. This contact is terminated until I call you again. The
WAIT, OUT
net can continue.
I have received, understood, and will comply (note: Since the meaning of the proword ROGER
WILCO
is included, the two prowords are not used together).
WORD AFTER The word to which I have referenced is that which follows _____.
WORD BEFORE The word to which I have referenced is that which precedes _____.
Communication is difficult. Transmit each word of phrase twice (may be used as a request or a
WORDS TWICE
statement of intent).
WRONG Your last transmission was incorrect. The correct version is _____.

Call Signs
Call signs identify the transmitter and receiving station.
Airplane call signs in CAP start with CAP Flight (pronounced CAP
FLITE). Radio stations have unique call signs that identify the station as
An example of a call sign in use
being from national headquarters, a region, or a wing. For example,
would be:
Arizona is Red Rock and Mississippi is Mockingbird. These issued call
“East Smokey Tower, CAP FLITE
signs are called tactical call signs. During missions, temporary call signs
NINER ZERO WUN”
called functional call signs may be issued. Functional call signs usually
Or
are job or location specific, such as “Mission Base One” or “Ground
“Mockingbird TOO SIX, THIS IS Red
Team Two”.
Fire Tree Fife, Over.”
Ask your unit’s communications officer what your wing’s call
sign is and how you can get one if necessary.

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Nets
The type of net and method of operation is determined by operational factors. There are two primary
types of CAP and military nets; direct net and free.

In a direct net, stations must obtain permission form the Net Control Station (NCS) prior to
communicating with other stations. CAP nets will be directed unless otherwise stated by the NCS.

In a free net, the NCS authorizes stations to transmit stations to transmit traffic to other stations
without obtaining prior permission. Free net operation does not relieve the NCS of the responsibility for
maintaining circuit discipline.

Precedence Designators
The assigning of precedence to a message is the responsibility of the originator or originating station of
the message. The assignment is determined by the subject matter and the time factor involved. By assigning
precedence, the originator tells handling operators in what order the message should be handled and denotes
the urgency of the information to the addressee(s).

FLASH – The highest precedence designator, FLASH is never used in CAP originated messages, but
may be received from another agency for relay. This precedence is reserved for initial enemy contact messages
or operational combat messages of extreme urgency. Brevity is mandatory. FLASH messages are to be handled
as humanly possible, ahead of all other messages, with in-station handling time not to exceed ten (10) minutes.
Messages of lower precedence are interrupted on all circuits involved until the handling of FLASH message is
completed.

IMMEDIATE – This precedence is reserved for messages relating to situations gravely affecting the
security of the nation. It requires immediate delivery. Examples include reports of widespread civil disturbance,
reports or warning of grave national disaster, and requests for or directions concerning search and rescue
operations. They are to be handled as quickly as possible, not exceeding 60 minutes.

PRIORITY – This precedence is reserved for traffic requiring expeditious action by the addressee or
for conducting operations in progress when ROUTINE precedence will not suffice. They are to be handled as
quickly as possible, not exceeding 6 hours.

ROUTINE – This precedence is used for all types of message traffic justifying transmission by rapid
means but not of sufficient urgency to require a higher precedence. They are to be handled as soon as traffic
flow allows, but no later than the beginning of the next duty day.

Urgency Signals
In addition to precedence indicators, there are three urgency signals you should be aware of. They are
internationally recognized and require quick action, before Immediate, Priority, or Routine traffic. They are:

MAYDAY – This signal, referred to as the “International Distress Signal”, indicates that a station is
threatened by grave and imminent danger to life property and requires immediate assistance. The word
“MAYDAY” will be transmitted three times. After the distress signal is sent all traffic in progress with the
exception of Flash traffic, will cease and all stations will monitor. Any station in a position to render assistance
will do so and all other stations will continue to monitor until the situation is rectified and the frequency is
released for normal use.

PAN – This signal, referred to as the “International Urgency Signal”, indicates the calling station has a
very urgent message concerning the safety of a ship, aircraft or other vehicle and/or the safety of a person or
persons. The word “PAN” will be transmitted three times. All traffic of a lower precedence will cease. Any
station in a position to render assistance will do so and all other stations will continue to monitor until the
situation is rectified and the frequency is released for normal use.

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SECURITE – This signal, referred to as the “International Safety Signal”, indicates that a station is
going to transmit a message concerning the safety of navigation or send important meteorological warnings that
will, or can, affect ships, aircraft or persons. The word “SECURITE” will be transmitted three times. All
stations will continue to monitor until the situation is rectified and the frequency is released for normal use.

The Twenty-Four Hour Clock

The U.S. Civil Air Patrol uses twenty-four hour clock time (sometimes referred to as military time)
instead of twelve hour clock time to describe the time of day. If you have never used twenty-four hour clock
time before, it may be a little awkward at first, but you will quickly get the hang of it.

Twelve am is zero hour, the next twelve hours of the day go from one to twelve, however at one
o’clock, you would refer to it as 1300hrs (pronounced Thirteen Hundred Hours). From one in the afternoon to
eleven in the evening, just add twelve to convert to the twenty-four hour clock. For example, 4:00pm would be
converted by adding 12 + 4 to equal 16 or 1600hr

When writing the out the time you do not use a colon to separate the hour and minutes. You do not
need to specify the time of day by adding “am” or “pm” since the hour the day will specify whether is morning
or evening.

Following the time of day, you would either write, “hrs”, “L”, or “Z”. “Hrs” stands for hours. This tells
the reader that the number preceding “hrs” is a time of day (0700hrs). But which time zone? In the case of
“hrs” you would assume it is local time, however if you wish to clearly state that the time you indicate is local,
then you would use “L” (0900L). If you are communicating to others who may be in a different time zone, then
you would use Zulu Time.

Zulu Time is Coordinated Universal Time (UTC) (also known as Greenwich Meal Time). By converting
local time to Zulu time, it can be easily understood by everyone as to what time of day it is. When writing Zulu
time, you would do so by adding “Z” behind the time of day (1800Z).

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Putting it All Together

Now that you have been introduced to some communication elements we will take a look at how to
use them. Following is a sample conversation. Prowords have been emphasized to assist in seeing where a how
they were used.

ƒ “Mission Base, THIS IS, Red Rock WUN WUN, OVER”

ƒ “Red Rock WUN WUN,, THIS IS, Mission Base, proceed with traffic, OVER”
ƒ “ROGER Mission Base, PRIORITY MESSAGE FOLLOWS, All personnel reporting to Phoenix Mission
Base are to go to building FIGURES WUN TOO TREE.. I SAY AGAIN, All personnel reporting to
Phoenix Mission Base are to go to building FIGURES WUN TOO TREE.. READ BACK, OVER”
ƒ “I READ BACK, All personnel reporting to Phoenix Mission Base are to go to building FIGURES
WUN TOO TREE., OVER”
ƒ “AFFIRMATIVE.. RELAY message to all Operation Blue Sand personnel. OVER”
ƒ “WILCO, OVER”
ƒ “Red Rock WUN WUN, OUT”

In this sample communication, station Red Rock 11, may have been relaying an important message on
behalf of a commander. Without this message, personnel may have gone to the wrong location delaying them in
a search and rescue mission.

Printing Block Style Letters

A uniformed method of putting on paper is essential when others will have to read what you have
written. Block-style letters are used in many professions such as engineering and architecture where it is critical
for others to clearly understand what the writer is communicating. Whether completing a form or writing a
radio message, using block-style letters will show you attention to professionalism. Below is a chart that
illustrates how to write letters and numbers in block-style.

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SUMMARY EXERCISE
1. Name two forms of communication and describe each.

______________________________________________________________________________

______________________________________________________________________________

2. The ____ alphabet is used to pronounce letters.

___________________________________________

3. How many types of nets are there and name them.

______________________________________________________________________________

4. Is the precedence “Flash” ever used in a CAP message?

a. Yes b. No

5. What is the international distress signal?

a. Mayday b. Flash
c. Pan d. Securite

6. How do you properly format the time, 4:00 p.m. in the Civil Air Patrol?

_________________________________________

7. Practice writing in block letters by writing out “Civil Air Patrol”.

______________________________________________________________________________

8. _____ identify the transmitter and receiving station.

a. CAP IDs b. Call Signs
c. Nets d. Signals

9. The proword “affirmative” means _____.

a. OK b. will comply
c. correct d. roger

10. Give an example of visual communication.

______________________________________________________________________________

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NOTES

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Chapter 11
DRILL

Drill is an organized movement of mass. The military uses drill to move large groups of personnel (a
formation) in an organized fashion. This movement can be either to join or split a formation or to move a
formation from one point to another. In order to coordinate these movements, the person in charge of a
formation will give verbal drill commands.

Types of Drill Commands

A drill command is an oral order. There are four types of commands, the preparatory command,
command of execution, the supplementary command and the instructional command. Each command type has a
specific purpose, however as follower of these command, you will find it easy to learn each.

Preparatory Command and Command of Execution

The preparatory command and command of execution go hand in hand. Most commands begin with a
preparatory command which informs you as to what the movement will be. In this text, the preparatory
command will be shown with the first letter capitalized and in bold type (Forward). The preparatory command
is clearly pronounced. An example may be the word Forward in the command Forward, MARCH.

The second part of the command is the command of execution. The command of execution explains
when the movement will be carried out. In this text, the command of execution will be in all capitals and in bold
type (MARCH). When the command of execution is given, the airman will execute the movement
immediately with snap. Think of it this way, when you are at the start of a foot race and you hear “GO!”, you
move immediately without hesitation. This is snap.

In some cases, the preparatory command and command of execution are combined. This means that
the command given both tells you what the movement will be and when to execute it. An example of a
combined command is AT EASE or REST.
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Other Command Types

The two other command types, Supplementary Commands and Instructional Commands are used with
advanced commands. This text will not review advanced commands, however we briefly discuss the two
command types.

Supplementary commands are given when one unit of the element must execute a movement different
from the other units or must execute the same movement at a different time. Two examples are “CONTINUE
THE MARCH” and “STAND FAST”.

Informational commands have no preparatory command or command of execution, and they are not
supplementary. Two examples are “PREPARE FOR INSPECTION” and “DISMISS THE SQUADRON”.

Basic Commands
This text is not intended to teach all the drill commands. Rather it ‘s intended to give you a head start
with some basic movements and the commands associated with those movements. All members must know the
most basic of movements. Because cadets will be participating in large drill formation, more advanced
commands will be taught as part of their regular curricular instruction. In all cases, formal instruction will be
given by a qualified drill instructor.

The Position of Attention

The command is (Unit), ATTENTION. To come to attention, bring the heels together smartly and
on line. Place the heels as near each other as the conformation of the body permits, and ensure the feet are
turned out equally, forming a 45-degree angle. Keep the legs straight without stiffening or locking the knees. The
body is erect with hips level, chest lifted, back arched, and shoulders square and even. Arms hang straight down
alongside the body without stiffness, and the wrists are straight with the forearms. Place thumbs, which are
resting along the first joint of the forefinger, along the seams of the trousers or sides of the skirt. Hands are
cupped (but not clenched as a fist) with palms facing the leg. The head is kept erect and held straight to the front
with the chin drawn in slightly so the axis of the head and neck is vertical; eyes are to the front, with the line of
sight parallel to the ground. The weight of the body rests equally on the heels and balls of both feet, and silence
and immobility are required.

Front View Rear View

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Rest Positions
There are three resting positions: Parade Rest, At Ease, and Rest.

Parade Rest: The command is Parade, REST. On the command REST, the airman will raise the left
foot from the hip just enough to clear the ground and move it smartly to the left so the heels are 12 inches
apart, as measured from the inside of the heels. Keep the legs straight, but not stiff, and the heels on line. As the
left foot moves, bring the arms, fully extended, to the back of the body, uncapping the hands in the process; and
extend and join the fingers, pointing them toward the ground. The palms will face outwards. Place the right hand
in the palm of the left, right thumb over the left to form an “X”. Keep head and eyes straight ahead, and remain
silent and immobile.

At Ease: The command is AT EASE. On the command AT EASE, airmen may relax in a standing
position, but they must keep the right foot in place. Their position in the formation will not change, and
silence will be maintained.

Rest: The command is REST. On the command REST, the same requirements for at ease apply,
but moderate speech is permitted.

Front View Rear View

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Facing Movements
There are three primary facing
movements from the position of attention: Left
Face, Right Face, and About Face. Facing
movements are performed in two counts.

Right (Left) Face: The commands are

Right (Left), FACE. On the command FACE,
raise the right (left) toe and left (right) heel
slightly and pivot 90 degrees to the right (left) on
the ball of the left (right) foot and the heel of the
right (left) foot, assisted by slight pressure on the
ball of the left (right) foot. Keep legs straight, but
not stiff. The upper portion of the body remains
at attention. This completes count one of the
movement. Next, bring the left (right) foot
smartly forward, ensuring heels are together and 1 2 3
on line. Feet should now be forming a 45-degree
angle, which means the position of attention has
been resumed. This completes count two of the
movement.

About Face: The command is About,

FACE. On the command FACE, lift the right
foot from the hip just enough to clear the
ground. Without bending the knees, place the
ball of the right foot approximately half a shoe
length behind and slightly to the left of the heel.
Distribute the weight of the body on the ball of
the right foot and the heel of the left foot. Keep
both legs straight, but not stiff. The position of
the foot has not changed. This completes count
one of the movement. Keeping the upper portion
of the body at the position of attention, pivot
1 2 3
180 degrees to the right on the ball of the right
foot and heel of the left foot, with a twisting
motion from the hips. Suspend arm swing during
the movement, and remain as though at
attention. On completion of the pivot, heels
should be together and on line and feet should
form a 45-degree angle. The entire body is now
at the position of attention. This completes count
two of the movement.

Half Right (Left) Face: When instructions

are given for 45-degree movements, the
command Half Right (Left), FACE may be
used. The procedures described in paragraph
about right (left) face are used except each
person executes the movement by facing 45
degrees to the right or left.

1 2 3

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Saluting
Hand Salute: This is used for training
purposes only. The command is Hand,
SALUTE, and it’s performed in two counts. On
the command SALUTE, the individual raises the
right hand smartly in the most direct manner
while at the same time extending and joining the
fingers. Keep the palm flat and facing the body.
Place the thumb along the forefingers, keeping
the palm flat and forming a straight line between
the fingertips and elbows. Tilt the palm slightly
toward the face. Hold the upper arm horizontal,
slightly forward of the body and parallel to the
ground. Ensure the tip of the middle finger
touches the right front corner of the headdress.
If wearing a non-billed hat, ensure the middle 1 2 3
finger touches the outside corner of the right
eyebrow or the front corner of glasses. The rest
of the body will remain at the position of
attention. This is count one of the movement. To
complete count two of the movement, bring the
arm smoothly and smartly downward, retracing
the path used to raise the arm. Cup the hand as
it passes the waist, and return to the position of
attention.

Present Arms and Order Arms: The

commands are Present, ARMS and Order,
ARMS. On the command Present, ARMS, the
airman executes the first count of hand salute.
Count two of hand salute is performed when
given the command Order, ARMS.

1 2

1 2

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Head Movement
Eyes Right (Left): The command is Eyes,
RIGHT (LEFT). This command may be given
form the position of a halt or while marching.
The preparatory command and command of
execution are given on the right (left) foot while
marching. On the command RIGHT (LEFT), all
persons, except those on the right (left) flank,
turn their heads and eyes smartly 45 degrees to
the right (left). Note: Flanks are discussed later
in this chapter.

Ready Front: The command is Ready,

Front. To return the head and eyes back to the At the Halt At the March
front, the command Ready, FRONT is given as
the left (right) foot strikes the ground. On the
command FRONT, heads and eyes are turned
smartly to the front.

At the Halt At the March

1 2

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Marching

Section Definitions
Cadence - The uniform step and rhythm in marching; that is, the number of steps marched per minute.
Double Time - The rate of marching at 180 steps (30 inches in length) per minute.
Mark Time - Marching in place at a rate of 100 to 120 steps per minute.
Pace - A step of 24 inches. This is the length of a full step in quick time.
Quick Time - The rate of marching at 100 to 120 steps (12 or 24 inches in length) per minute.
Slow Time - The rate of marching at 60 steps per minute (used in funeral ceremonies).
Step - The distance measured from heel to heel between the feet of an individual marching.

Halt: To halt from quick time, the

command is Flight, HALT, given as either foot
strikes the ground. On the command HALT, the
airman will take one more 24-inch step. Next,
the trailing foot will be brought smartly alongside
the front foot. The heels will be together, on line,
and form a 45-degree angle. Coordinated arm
swing will cease as the weight of the body shifts
to the leading foot when halting.

Mark Time March: The command is

Mark Time, MARCH. Form the position of a
halt, on the command MARCH, the airman
raises and lowers first the left foot and then the
right. Mark time is executed in quick time only.
The halt executed from mark time is similar to
the halt from quick time. When marching, the
command MARCH is given as either foot strikes
the ground. The airman takes one more 24-inch
step with the right (left) foot. He or she then
brings the trailing foot to a position so both heels
are on line. The cadence is continued by
alternately raising and lowering each foot. The
balls of the feet are raised 4 inches above the
ground. Normal arm swing is maintained. To
resume marching, the command Forward, 1 2 3
MARCH is given as the heel of the left foot
strikes the ground. The airman takes one more
step in place and then steps off in a full 24-inch
step with the left foot.

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Forward March: To march forward in
quick time from the position of a halt, the
command is Forward, MARCH. On the
command MARCH, the airman smartly steps off
straight ahead with the left foot, taking a 24-inch
step (measured from heel to heel), and places the
heel on the ground first. When stepping off and
while marching, the airman will use coordinated
arm swing; that is, right arm forward with the left
leg and left arm forward with the right leg. The
hands will be cupped with the thumbs pointed
down, and the arms will hang straight, but not stiff,
and will swing naturally. The swing of the arms will
measure 6 inches to the front (measured from the
rear of the hand to the front of the thigh) and 3
inches to the rear (measured from the front of the
hand to the back of the thigh). If applicable, proper
dress, cover, interval, and distance will be
maintained; and cadence will be adhered to. Count
cadence as follows: counts one and three are given
as the heel of the left foot strikes the ground and
counts two and four are given as the heel of the
right foot strikes the ground. 1
2
Double Time: To march in double time
from a halt or when marching in quick time, the 3
command is Double Time, MARCH. When
halted and on the command MARCH, the airman
begins with the left foot, raises the forearms to a
horizontal position along the waistline, cups the
hands with the knuckles out, and begins an easy
run of 180 steps per minute with 30-inch steps,
measured from heel to heel. Coordinated motion
of the arms are maintained throughout. When
marching in quick time and on the command
MARCH (given as either foot strikes the ground),
the airman takes one more step in quick time and
then steps off in double time. To resume quick
time from double time, the command is Quick
Time, MARCH, with four steps between
commands. On the command MARCH (given as
either foot strikes the ground), the airman
advances two more steps in double time, resumes
quick time, lowers the arms to the sides, and
resumes coordinated arm swing. To halt from
double time, the command Flight, HALT is given
as either foot strikes the ground, with four steps
between commands. The airman will take two
more steps in double time and halt in two counts
at quick time, lowering the arms to the sides. The
only commands that can be given while in double
time are Incline To The Right (Left); Quick
Time, MARCH; and Flight, HALT.
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Right (Left) Step: The command is Right

(Left) Step, MARCH, given only from a halt
and for moving short distances. On the command
MARCH, the airman raises the right (left) leg
from the hip just high enough to clear the
ground. The leg will be kept straight, but not stiff,
throughout the movement. The individual places
the right (left) foot 12 inches, as measured from
the inside of the heels, to the right (left) of the
left (right) foot. Transfer the weight of the body
to the right (left) foot, then bring the left (right)
foot (without scraping the ground) smartly to a
position alongside the right (left) foot as in the
position of attention. This movement is 1
continued in quick time; the upper portion of the
body remains at attention and arms remain at the
sides throughout.

Cadence may be counted during this

movement. Counts one and three are given as
the right (left) foot strikes the ground. Counts
two and four are given as the heels come
together.

To halt from the right (left) step, the

preparatory command and command of 1 2 3
execution are given as the heels come together.
The halt from the right (left) step is executed in
two counts. On the command HALT, one more
step is taken with the right (left) foot and the left
(right) foot is placed smartly alongside the right
(left) foot as in the position of attention.

1 2 3
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Right (Left) Flank: The command is

Right (Left) Flank, MARCH, given as the heel
of the right (left) foot strikes the ground. On the
command MARCH, the airman takes one more
24-inch step, pivots 90 degrees to the right (left)
on the ball of the left (right) foot, keeping the
upper portion of the body at the position of
attention. Then step off with the right (left) foot
in the new direction of march with a full 24-inch
step and coordinated arm swing Arm swing is
suspended to the sides as the weight of the body
comes forward on the pivot foot. The pivot and
step off are executed in one count. This
movement is used for a quick movement to the
right or left for short distances only. Throughout
the movement, maintain proper dress, cover,
interval, and distance.

Right (Left) Flank (while marching): The

command is Right (Left) Flank, MARCH. On
the command MARCH, the airman executes a
90-degree pivot on the ball of the `right
(left) foot and, at the same time, steps off with
the left (right) foot in the new direction with
coordinated arm swing. The pivot and step are
executed in one count, and proper dress, cover,
interval, and distance are maintained.

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SUMMARY EXERCISE
1. How many inches are there in a pace?

2. Which part of a command comes first, command of execution or the preparatory command?

___________________________________________

3. How many positions of rest are there? Name them.

_____ _______________________________________________________________

4. During the position of attention, you must always lock your knees.
a. True b. False

5. The command “Hand, SALUTE” is used for what purpose?

___________________________________________

6. How many steps per minute are in the following:

Quick Time:_________ Slow Time:__________ Double Time:_________

7. What is a pace?

______________________________________________________________________

8. When executing the commands, “Right Step (Left Step), MARCH”, how far apart do you feet move?

___________________________________________

9. Which of the following is the proper hand position when the command “Parade, REST” is given?

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NOTES

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Chapter 12
INSPECTIONS

An inspection is a formal evaluation that measures, tests, and/or gauges the abilities and qualities of an
individual or organization. In order to maintain the highest organizational standards, inspections must be
conducted to identify any areas that may need improvement. These improvements can come in the form of
counseling, education, re-defining the rules or replacement of personnel. We will discuss the various types of
inspection you can expect as a member.

Individual Inspection
Individual inspections are usually conducted to examine a
cadet’s progression. This type of inspection is most often conducted
during regular cadet meetings while in line formation. The inspecting
officer or cadet officer will examine the state of the cadet’s uniform.
The inspector may also take time to ask the cadet a question pertaining
to the level of knowledge they are expected to know.

If you are a senior member, keep in mind that you must always
maintain proper self discipline which includes conducting a self
inspection. As discussed earlier in chapter seven, pull a peer to review
your uniform prior to appearing in front of others. Take a second look
at yourself in a mirror before you leave your office ensuring you see
what you want others to see. When it comes to your duties, perform a
mental review of your required duties to see if they have been properly
completed.

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Unit Inspection
There are three types of unit inspections that are currently used to examine a unit’s performance. In
this section, you will be made aware of each in order to become more familiar with the larger team effort and
what is expected of you.

Self-Assessment Inspection
The first type of inspection is the Self-Assessment Inspection. This type of inspection is conducted by a
unit, at any level, to evaluate its own directorates and/or programs using an appropriate level assessment guide.
The commander will initiate this type of inspection as a tool to understand where the unit is. The commander,
armed with the inspection results can then make informed decisions to about the unit.

At the wing and region levels, a Self-Assessment Inspection can be initiated by a director. Directors are
encouraged to conduct an inspection within 60 days of acceptance of their new duties. As with the commander,
this ensures the director that they are abreast on the details and current performance level of the directorate
and can make any necessary changes.

Compliance Inspection (SAV)

The second type of inspection is the Compliance Inspection (also known as the Staff Assisted Visit).
This is an ungraded assessment by higher headquarters and/or CAP-USAF liaison region personnel intended to
provide assistance in improving mission effectiveness. The inspection comprises of items contained primarily in
published inspection guides, but may include, as necessary and determined pertinent to CAP mission
accomplishment by the headquarters staff. At the conclusion of an inspection, an out-briefing will be provided
to include overall grade, individual area grades, observations, findings, repeat findings, fraud-waste-abuse items,
major emphasis items, commendable items, and benchmark candidates.

Subordinate Unit Inspection (SUI)

The third type of inspection is the Subordinate Unit Inspection. Each wing is mandated with the
establishment of an inspection program for its subordinate units modeled after the wing inspection program.
Inspections are conducted approximately every 24 months with the purpose of improving both safety and
regulatory compliance. Within forty-five days after the inspection, the inspector general will provide the unit a
copy of the evaluation.

Pass In Review
The pass in review is a long-standing military tradition that
began as a way for a newly assigned commander to inspect their troops.
Visiting officers, guest speakers, family and friends are often invited to
review the troops.

Esprit de Corps Troops form up in their perspective units. Through a

is a sense of pride, honor ceremonial process, orders are given commanding the troops to
and comradeship shared by perform various ceremonial drill exercises. The last major command
those in unit who share an given is to begin the pass in review of the troops through a process of
undertaking. marching pass the reviewing stands counter clockwise. As units pass
the reviewing stand, the unit commander orders their unit to eyes right
as they and the guide present arms as a show of respect to the
inspecting officer.

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Although this is typically a ceremonial exercise that makes a great visual demonstration for the viewer, it
is also serves as a tool for the commander to bring all their troops together at one time. As a member of the
formation, it instills a since of esprit de corps.

Pass In Review Diagram

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SUMMARY EXERCISE
1. Individual inspections are conducted in what type of formation?

_____________________________________________

2. How many types of unit inspections are there?

_____________________________________________

3. What type of inspection is conducted by the unit itself?

_____________________________________________

4. What type of inspection is conducted by a higher headquarter with the purpose of examining how the unit
can improve mission effectiveness?

_____________________________________________

5. What type of inspection is purpose is to improve both safety and regulatory compliance?

_____________________________________________

6. What type of inspection is mostly ceremonial in nature?

_____________________________________________

NOTES

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Chapter 13
THE AVIATION ENVIRONMENT

In this section, we will discuss the aviation environment. For the sake of those who may not be aviators,
we will review the aviation environment from a layman’s point of view. As a member of the Civil Air Patrol, you
may already meet at an airport. If not, you will most likely be working on an airport and around aircraft at some
point in your CAP career. So familiarity with terms and hazards will be important to your success.

Terms
Someone visiting a hospital listening to two doctors talk, might
as well be listening to a foreign movie. They have a vocabulary that is
filled with terms and phrases that are primarily unique to the medical
profession. Not unlike medicine and other professions, aviation has a
unique set of terms. Many aviation terms come from French words,
such as aileron and empennage. However most are English making
them easy to remember.

Although the aviation vocabulary is very lengthy, we will focus

on key terms. Overtime you will pick up new terms increasing your
vocabulary.

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Airplanes

Wing – The main lifting surface of an airplane.

Fuselage – The body of an airplane.

Horizontal Stabilizer – The horizontal tail surface of an aircraft that produces pitch (nose up and down)
stability.

Vertical Stabilizer – The Vertical tail surface of an aircraft that produce yaw (nose side to side) stability.

Aileron – Hinged control surfaces that produces roll movement.

Flaps – Hinged control surface that produce more aerodynamic lift, allowing slower takeoff and landing speed.

Elevator – Hinged control surface which produces pitch (nose up and down) movement.

Elevator Trim – Hinged control surface on the elevator that assist the pilot in controlling undesired pitch.

Rudder – Hinged control surface on the vertical stabilizer that produces yaw (nose side to side) movement.

Propeller – Blades on an engine-driven shaft that, when rotated, produces forward thrust.

Cockpit (or Cabin) – Interior of an aircraft where the pilot and co-pilot sit to operate the aircraft.

Flashing Beacon – Red light on the top of the vertical stabilizer that is activated any time the aircraft is
operational.

Navigation Lights – Red and green lights on the wing tips that are used to assist others to know the direction
the aircraft is traveling in low light to dark condition (just like a boat).

Strut – Supporting member that supports the wing.

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The Airport

HANGAR CONTROL TOWER

FLIGHT LINE

Hangar – A garage for aircraft.

Control Tower – Room on a high platform used by personnel who

control air traffic.

Beacon – Rotating lights on a tower used to assist pilots in finding

an airport, just like a lighthouse is used for ships.

Wind Sock – Device on an airfield used to visually measure

airspeed and direction.

Flight Line – Outside area where aircraft park. A.K.A. a ramp.

Taxiway – A road leading from the aircraft parking area (flight line
or ramp) to the runway; always marked with yellow lines.

Runway – Surface area used for takeoff and landings

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Safely Operating Around Aircraft

We can only be successful as a team if we keep safety in mind at all times. Accidents tend to come out of
no where. However when reviewed we typically find out it was a series of errors that lead to the accident.
Working around aircraft can be exciting, but it can be horrifying if someone gets seriously injured. Here are
some safety tips to keep in mind when working around aircraft:

• Always know your surroundings. Look for flashing beacon lights on aircraft to see if they are about to be
or are in operation. Listen for the word “CLEAR”. If you here this, someone is about to turn on an
airplane.
• Always give way to airplanes. Never assume the pilot sees you. In many cases, the pilot may not even
know you are there. It’s easier for you to see them, then them to see you.
• Always remove any headgear when on an active flight line. It’s been found that it’s natural to chase after
a hat that may have blown off. In the focus to catch the hat accidents such as running into spinning
propellers can happen.
• Never horseplay around aircraft. Conduct yourself as a professional. Others who see you horse
playing will quickly lose respect for you.
• Never run around aircraft. You lessen your chances of stopping before an accident takes place.
• If you have a need to walk underneath an airplane wing, place your hand in front and above your head.
This will allow your hand to hit the wing before your head. Many pilots have learned this lesson the
hard way by cutting their forehead on the training edge of a wing.
• Never touch any part of an aircraft unless instructed to do so by a trained aircrew member or flight line
personnel. Remember an airplane is a machine with moving parts.
• Never under any circumstance touch a propeller. Only trained pilot and highly trained ground
personnel should do this. There is always enough fuel in the lines to turn the propeller a half revolution
(if the magneto is on) which is enough to kill someone.
• If you are given instruction by an aircrew or ground personnel, follow them!
• If you see a rock, screw, bolt or any other object on the ground that should not be there, pick it up.
This is called foreign object debris or FOD. Many flight lines will have a designated container marked
FOD were you can put the items you picked up. FOD can damage airplanes, so show your
professionalism and courtesy by picking it up and throwing it away.
• Watch where you are walking. The flight line has metal rings protruding from the ground called tie-
downs. These are used by aircrews to tie an airplane down to the ground.

Preparing for Flight

The little things you do before can make you before a flight can make your experience more pleasant or
even may save your life in an emergency. Get into the habit of thinking ahead and thinking SAFETY.

Food
Never fly on an empty stomach. Airsickness can be attributed to under eating, as much as to
overeating, prior to flying. Avoid foods that make gases in the stomach and intestines. With increasing altitude,
as the outside pressure decreases, these gases tend to increase and cause pain. You may obtain relief by
belching or passing wind.

Always drink plenty of water prior to flying. The body can absorb tremendous amounts of water and it
may help prevent air fatigue on long flights.

If the flight is to be lengthy, you should take along fruit or candy bars. Chewing gum is considered
relaxing by many fliers, and aids in easing painful pressure in the inner ear.

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If you do carry food, fruit, or candy, remember your manners when it comes to disposing of wrappers
and peelings. You can’t expect the pilot or aircrew to clean up after you.

Clothing
Dress properly for the season of the year and the terrain over which you are to fly. The body should
always be covered, even in the tropics. In case of flash fires, exposed skin receives the worst burns. Nomex
flight suits (either AF green or CAP blue) are highly recommended to for wear since they are designed not to
catch on fire when properly taken care of. Refer to CAPM 39-1, Civil Air Patrol Uniform Manual for proper wear
of the flight suite.

Emergency Exits
All CAP aircraft provide a means of quick exit in the air, on the ground, or in the water. Before takeoff
be sure that you know which exit that you are to use. This may be a door or even a window. Ask a member of
the flight crew if you have any questions.

Life Vest
Life vest are not normally used unless the flight will be beyond gliding distance to shoreline. If you are
on a flight where life vest will be worn, make sure you are given complete instructions on how to use. Most
importantly, make sure you understand the instruction. Life vest must be worn over all articles of clothing and
equipment. A CO2 cartridge is used to quickly inflate the vest. Should the vest leak or fail to inflate completely
from the CO2 cartridge, you can fill by blowing into the mouth tube.

Safety Belt
Safety belts can vary, however the most common is an over the shoulder and lap belt similar to those
found in most cars. The locking connection is also similar to cars using a button to release. In some cases the
locking connection is a flip up latch like those used on commercial airlines. In either case, the releases are
designed to allow you to free yourself quickly. The safety belt is designed for two purposes: One, to keep you
in the airplane; and two, to protect you in case of a forced landing. Turbulence has a tendency to throw a
person from their seat. So you must always keep your safety belt on at all times during the flight. Do not
release your safety belt until given to the O.K. by a member of the aircrew.

Forced Landing
If something happens to the airplane in which you are riding, do not panic. The pilot is the commander
of the aircraft and you must carry out their instructions at all times. The most important consideration in a
forced landing is to assume the best position for bracing yourself for any impact. A member of the aircrew can
explain the best bracing position for the type of aircraft and seat location. After the aircraft has completely
stopped, grab any first-aid kits or other equipment (i.e. life raft, fire extinguisher) and get out fast. If you can not
grab these items quickly enough, then just get out. The preservation of life exceeds all else. Get at least 500
feet away from the aircraft. There may be danger of fire or explosion. Stay away from the plane until you are
absolutely sure that there is no danger of fire.

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SUMMARY EXERCISE
1. The flight line and a taxiway serve the same purpose.
a. True b. False

2. The aileron is a control surface located on the wings that when manipulated make the aircraft pitch up and
down.
a. True b. False

3. This is a garage for airplanes.

_______________________________

4. Rotating lights on a tower used to assist pilots in finding an airport, just like a lighthouse is used for ships is
called a _____.

_______________________________

5. If you see a flashing red beacon or hear the word “CLEAR” yelled, what should you expect?

________________________________________________________________________________

6. Rocks or bolts found on a flight line are called ____ and should be picked up to prevent damage to aircraft
or persons.

________________________________________________________________________________

7. Pilots can clearly see you and will gladly move out of your way when you are walking in front of them.
a. True b. False

8. Touching a propeller when the engine is off poses no danger and should be done if you notice a propeller
isn’t straitened by the aircrew.
a. True b. False

9. Identify the parts of the airplane below.

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NOTES

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INTENTIONALLY
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Chapter 14
AIRCRAFT RECOGNITION

All aircraft are built with the same basic elements: wings to
provide lift, engine(s) to provide motive power, a fuselage to carry the
payload and controls, and a tail assembly which usually controls the
direction of flight. These elements differ in shape, size, number, and
position. The differences distinguish one aircraft type from another. An
instructor can isolate the individual components for description and
study as separate recognition and identification features, but it is the
composite of these features that must be learned to recognize and
identify an aircraft.

Based on the visual aircraft recognition (VACR) standardization

agreement signed in 1984 between allied countries, we will be going
over the WEFT features. That’s the wing, engine(s), fuselage, and tail
features of aircraft.

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Wings
Fixed wings are attached permanently to the body of the aircraft and cannot be moved. Until the
development of the helicopter, all aircraft had fixed wings. The usual three wing positions for fixed-wing aircraft
are high-, mid-, and low-mounted.

There are many variations and shapes of wings. There are four basic wing shapes: straight, swept-back,
delta, and semi delta.

High Mount

Mid Mount

Low Mount

Straight Swept Back Delta

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Engines
Recognition and identification features for aircraft engines are type, number, and location. Other
features include the air intake and exhaust locations. Of significant interest is whether an aircraft is propeller-
driven or jet-powered.
Aircraft that have engines, which drive propellers, are propeller-driven. Those driven by reaction
engines are jets. Aircraft engines, piston or turboprop, are located on the nose for single-engine aircraft and on
the leading edges of the wings for most multiengine aircraft. The following illustration shows examples of
propeller-driven aircraft.

Single Engine Twin Engine

Four Engines

Generally, single-engine jet aircraft have the engine mounted inside the rear section of the fuselage.

Single Engine Three Engines

Twin Engine Four Engines

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Fuselage
Like other features, the
fuselage (body) comes in many Slender Tubular Thick
shapes and sizes. There are three (Tapered) (Round) Boxed (Wide)
main sections of the fuselage: nose,
mid, and rear. The cockpit or cabin
is also a part of the fuselage, as well
as special fuselage features. See the
illustration to the right.

The front or forward portion of

the aircraft is the nose section. See
illustration below.

Pointed

Blunt

Rounded The midsection does not include the wings, nose,

or tail section. This is a good recognition and identification
feature since is generally the largest part of the aircraft.
See illustrations below.
The cockpit or cabin of an Tubular Bulging
aircraft is the compartment that
accommodates the pilot and or
other personnel. It is usually
covered by a transparent canopy or
glassed-in enclosure. At times, the
terms cockpit, cabin, and canopy The rear of the fuselage where the tail assembly
are interchanged. is attached is the rear section. See illustration below.

Bubble

Upswept

Flush
Tapered

Stepped
Blunt

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Tail
The tail structure consists of the HORIZONTAL STABILIZER
horizontal and vertical stabilizer. Tail
structures are classified according to the
shape of stabilizers, number, and mounting.

Review the illustrations in the right

Low-Mounted Mid-Mounted High-Mounted
column. Note the location of the
On Vertical On Vertical On Vertical
horizontal stabilizer on the vertical
Stabilizer Stabilizer Stabilizer
stabilizer and on the fuselage. Also review
the different shapes.

The number of vertical stabilizers

on an aircraft helps to distinguish aircraft
types such as jets or propeller-driven
Low-Mounted Mid-Mounted High-Mounted
aircraft. This reduces the number of aircraft
that must be sorted through to identify a On Fuselage On Fuselage On Fuselage
specific aircraft. The illustration below
shows three examples of single and multiple
fin aircraft fin locations.

VERTICAL STABILIZER Negative Positive

Slant Slant

Rectangular Rectangular

Single
Vertical Stabilizer

Equally Tapered
Equally Tapered
with Blunt Tips
with Square Tips

Twin
Vertical Stabilizers
Unequally
Tapered, swept Back Tapered
back with square with Round Tips
tips

Three
Delta shaped
Vertical Stabilizers Back Tapered with blunt tips
with Square Tips

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Highlights

The Cessna 172 Skyhawk is a common

aircraft in the Civil Air Patrol fleet. Skyhawks
are equipped with direction finding equipment
that allows aircrews to home in on signals
transmitted by downed aircraft, boats in
distress, or persons lost. The aircraft is a light
weight, high wing aircraft that is ideal for
search and rescue missions.
Fleet Models: E, K, M, N, P, Q, R, S

Highlights

The Cessna 182 Skylane is the primary aircraft

in the Civil Air Patrol fleet. Although there are
many models in the fleet, newer glass cockpit
models are begin rotated in. The aircraft is
similar to the Cessna 172, however it offers
more power allowing aircrews to arrive to a
search area faster. Like the Cessna 172, they
are equipped with Direction Finding equipment.
Many of the Skylanes are also equipped with
satellite communication equipment to allow
aircrews to send reconnaissance photos to a
mission base while in flight.

Fleet Models: P, Q, R, T

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Highlights

The De Havilland DHC-2 Beaver is used by

the Alaskan and Hawaii Wing for search and
rescue missions. The Beaver has a powerful
engine that allows high altitude flight over
mountainous terrain. This aircraft is being
phased out to do the high maintenance cost
associated with lack of available parts.

Highlights

The Gippsland GA-8 Airvan is primarily used as

the ARCHER platform. The aircraft is
imported from Australia. It features a very
strong fixed tricycle landing gear system. The
aircraft can hold a total aircrew up to six
persons, however during an ARCHER
operations, the aircrew usually totals no more
than four. The ARCHER system utilizes a
hyper spectral camera system that assist
operator with identifying objects that may
potentially be the search target. Like the
Cessna aircraft in the fleet, the high wing design
makes a great observation platform for
aircrews.
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Highlights

The Schweizer glider is easy to fly, of simple

construction, and quite rugged and forgiving
of a lot of abuse, it serves its role as a
trainer very well. It is primarily used as an
orientation aircraft in the cadet program.

Fleet Models: SGS 1-26, SGS 1-34, SGU 2-

22, SGS 2-23, ASK 21

Highlights

The L-23 Super Blanik glider is an all-metal,

two-seat, self-supporting, high-winged glider.
Due to its all-metal construction, the glider is
guaranteed a service life of 6,000 hours
assuming that mostly ground-launching is used.
It is primarily used as an orientation aircraft in
the cadet program.

Fleet Models: L-23, L-13

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SUMMARY
1. What are the four main features of an aircraft when using visual recognition techniques?

a.___________________________________ b._____________________________________

c.___________________________________ d._____________________________________

2. Identify the following aircrafts:

________________________________ _______________________________

3. Describe the wings on the following aircraft. 4. Describe the tail on this aircraft.

_________________________________ ______________________________

_________________________________ ______________________________

5. Describe the rear of the fuselage. 6. Describe the front of the fuselage.

______________________________ _________________________________

______________________________ _________________________________

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NOTES

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References
Acronyms
A CAPT - Captain
A1C - Airman 1st Class CAPVA - Civil Air Patrol Visual Aid
AAFES - Army Air Force Exchange Service CC - Commander
AB - Airman Basic CCF - First Sergeant
AE - Aerospace Education CD - Deputy Commander
AEPSM - Aerospace Education Program for Senior CD - Counterdrug
Members CDT - Cadet
AETC - Air Education and Training Command CD/C - Deputy Commander for Cadets
AETCFC - Air Education and Training Command CD/S - Deputy Commander for Seniors
Familiarization Course CLC - Corporate Learning Course
AF - Air Force CMSGT - Chief Master Sergeant
AFA - Air Force Association CO - Commander Officer
AFB - Air Force Base COAC - Cadet Officer Advance Course
AFIADL - Air Force Institute for Advance COBC - Cadet Officer Basic Course
Distributed Learning COL - Colonel
AFRCC - Air Force Rescue Coordination Center COS -Cadet Officer School
AFSA - Air Force Sergeants Association COT - Commander of Troops
AFSCFC - Air Force Space Command CP - Cadet Programs
Familiarization Course CPFT - Cadet Physical Fitness Test
ALCON - All Concerned CPR - Cadet Programs Registrar
ALNOT - Alert Notice CPS - Cadet Programs Activities
AMN - Airman CS - Chief of Staff
ANG - Air National Guard CV - Vice Commander
APJOC - Advance Para Jumper Orientation Course C/** - Cadet (**Fill in any other title. Example CC is
ARB - Air Reserve Base for commander, C/CC is Cadet Commander).
ATA - Actual Time of Arrival
ATC - Air Traffic Control D
ATD - Actual Time of Departure DA - Administrations
AU - Air University DDR - Drug Demand Reduction
AWC - Air War College DEM - Division of Emergency Management
AWOL - Absent Without Leave DF - Direction Finder
DR - Disaster Relief
B DO - Director of Operations
BDU - Battle Dress Uniform DO - Door Opener
BoG - Board of Governors DOC - Counterdrug
BOQ - Bachelor Officers’ Quarters DOS - Emergency Services
BRIG GEN - Brigade General DOV - Standardization/Evaluation
BX - Base Exchange DP - Personnel
DRMO - Defense Reutilization and Marketing
C Service
CAP - Civil Air Patrol DZ - Drop Zone
CAPC - Civil Air Patrol Certificate
CAPF - Civil Air Patrol Form E
CAPID - Civil Air Patrol Identification ELT - Emergency Locator Transmitter
CAPM - Civil Air Patrol Manual EOC - Emergency Operations Center
CAPP - Civil Air Patrol Pamphlet EPIRB - Emergence Position Indicating Radio Beacon
CAPR -Civil Air Patrol Regulation ES - Emergency Services
CAPSN - Civil Air Patrol Serial Number ET - Aerospace Education and Training
CAPT - Civil Air Patrol Test ETA - Aerospace Education

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ETA - Estimated Time of Arrival LT COL - Lieutenant Colonel
ETD - Estimated Time of Departure LT GEN - Lieutenant General
ETE - Estimated Time Enroute
ETS - Aerospace Senior Training M
F MAJ - Major
FAA - Federal Aviation Administration MAJ GEN - Major General
FBO - Fixed Base Operator MIA - Missing In Action
FEMA - Federal Emergency Management Agency MLO - Moral Leadership Officer
FLT - Flight MSGT - Master Sergeant
FSC - Federal Stock Class
FM - Finance N
FO - Flight Officer NCASE - National Congress on Aviation and Space
FOD - Foreign Object Damage Education
FSS - Flight Service Station NCC - National Cadet Competition
FTX - Field Training Exercise NCE/NCT - CNCOIC of Colors Element (US Flag
FYI - For Your Information Bearer)
NCGC - National Color Guard Competition
G NCO - Noncommissioned Officer
GEN - General NCOR - C/NCOIC of Honor Cordon
GPS - Global Position System NCOIC - Noncommissioned Officer In Charge
GRA - Government Relations NEC - National Executive Committee
NESA - National Emergency Services Academy
H NFA - National Flight Academy
HC - Chaplain NGSAR - National Ground Search and Rescue
HF - High Frequency NHQ - National Headquarters
HGC - Honor Guard Commander NLT - No Later Than
HGOIC - Honor Guard Officer-in-Charge NPB - Cadet OIC/NCOIC of a flag folding detail
HR - Hour NTAP - National Track Analysis Program
HQ - Headquarters NTL - National

I O
IACE - International Air Cadet Exchange OI - Operating Instruction
IAW - In Accordance With OIC - Officer In Charge
IC - Incident Commander OPORD - Operations Order
ICL - Interim Change Letter OPLAN - Operations Plan
ICS - Incident Command System OPR - Office of Primary Responsibility
IFR - Instrument Flight Rules OPS - Operations
IG - Inspector General ORM - Operational Risk Management

J P
JA - Legal Officer PA - Public Affairs
PC - Personal Colors
K PD - Professional Development
KIA - Killed In Action PDA - Public Display of Affection
KP - Kitchen Patrol PROJO - Project Officer
PJOC - Para Jumpers Orientation Course
L POW - Prisoner of War
LG - Logistics PF - Physical Fitness
LGS - Supply PT - Physical Training
LGT - Transportation
LGM - Maintenance Q
LO - Liaison Officer
LT - Lieutenant (Note: 2d LT-Second Lieutenant;
1st LT First Lieutenant)
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R SOP - Standard Operating Procedure
RAMONT - Radiological Monitor SOS - Squadron Officer School
RCLS - Region Cadet Leadership School SP - Security Police
ROA - Radio Operators Authorization SRA - Senior Airman
RSA - Radio Station Authorization SQ - Squadron
T
S TACO - Tactical Officer
SAR - Search and Rescue TFO - Technical Flight Officer
SAREx - Search and Rescue Exercise TSGT - Technical Sergeant
SARSAT - Search and Rescue Satellite
SAV - Staff Assistance Visit U
SCANTA - Security Control of Air Traffic and Air USA - United States Army
Navigational Aids USAF - United States Air Force
SDA - Staff Duty Analysis USAFA - United States Air Force Academy
SE – Safety Officer USMC - United States Marine Corps|
SER - Southeast Region USN - United States Navy
SF - Security Forces
SFO - Senior Flight Officer V
SGT - Sergeant VAQ - Visiting Airmans’ Quarters
SSGT - Staff Sergeant VFR - Visual Flight Rules
SLS - Squadron Leadership School VFW - Veterans of Foreign Wars
SM - Senior Member VHF - Very High Frequency
SMSGT - Senior Master Sergeant VMC - Visual Meteorological Conditions
SO - Medical Officer VOQ - Visiting Officers’ Quarters

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Flags used in the Civil Air Patrol

The first flags were used to assist military coordination on battlefields and flags have evolved into a tool
for signaling or to identify an organization. Flags can also represent a person such as in the case of a general.

Because flags represent a larger organization or person, we must always respect them. Our action
towards a flag is symbolic of our intentions towards the organization or person(s) themself.

United States of America

National CAP Flag CAP Major General’s Flag CAP Brigadier General’s Flag

Region/Wing Flag Group/Squadron Flag Squadron Guidon

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United State Air Force Song

Off we go into the wild blue younder, Bridge: “A Toast to the Hoast”
climbing high into the sun, Here's a toast to the host of those who
here they come, zooming to meet our thunder; love the vastness of the sky,
at 'em boys, give 'er the gun! To a friend we send this message
Down we dive, spouting our flame from under, of his brother men who fly.
off with one Hell-of-a roar! We drink to those who gave their all of old
We live in fame or go down in flame, Hey! Then down we roar to score the rainbow's pot of gold.
Nothing will stop the U.S. Air Force! A toast to the host of men we boast The U.S. Air Force!

Minds of men fashioned a crate of thunder, Zoom!

Sent it high into the blue;
Hands of men blasted the world asunder, Off we go into the wild sky yonder
How they lived God only knew! Keep the wing level and true;
Souls of men dreaming of skies to conquer If you'd live to be a gray haired wonder
Gave us wing, ever to soar. Keep the nose out of the blue
With scouts before and bombers galore, Hey! Flying men, guarding our nation's borders
Nothing can stop the US Air Force! We'll be there followed by more
In echelon, we carry on. Hey!
Nothing can stop the US Air Force!

History
Originally, the song was known as the 'Army Air Corps Song.' The lyrics and music were written by
Capt. Robert Crawford in 1939. The words "U.S. Air Force" have since replaced the original "Army Air Corps".

In 1937, Army Air Corps second-in-command Hap Arnold persuaded his superior, Oscar Westover,
that airmen needed a song reflecting their unique identity, and proposed a song competition with a prize to the
winner. However, the Air Corps had no control over its budget, and could not give a prize. Liberty magazine
stepped in, offering a purse of $1,000 to the winner.

Around 757 compositions were entered, and evaluated by a volunteer committee chaired by Mildred
Yount, the wife of a senior Air Corps officer, and also featuring several distinguished musicians. The committee
had until July 1939 to make a final choice. However, word eventually spread that the committee found no songs
that satisfied them, despite the massive number of entries. Arnold, who took over command of the Air Corps in
1938 after Westover was killed in a plane crash, solicited direct inquiries from contestants, including Irving
Berlin, but not even Berlin's creations proved satisfactory. Just before the deadline, Crawford entered his song,
which proved to be a unanimous winner.

The song did not catch favor with everyone. At a dinner in September 1939, committee chair Yount
played a recording of the song for Charles Lindbergh and asked his opinion of the song. He responded politely
to Yount, but years later remarked in a diary, "I think it is mediocre at best. Neither the music nor the words
appealed to me." Arnold did not share Lindbergh's opinion; he sought to fund publication of band and ensemble
arrangements of the song for nationwide distribution. However, the Air Corps did not have enough money to
widely publish the piece, so Crawford arranged a transfer of the song's copyright to New York music publisher
Carl Fischer Inc., including a perpetual performance release in favor of the U.S. government. This means that
unlike the other services, the Air Force does not own its own service song.

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Civil Air Patrol Song

C.A.P. is on the Go! C.A.P. March

We are the C.A.P. we're on the go. The C.A.P. The auxiliary of the United States Air Force
We're always, always, always on the go. We fly our planes O'er land and Sea
We are ready in peace, ready in war, What ere the mission be
Ready for what we're needed for, Our men are proud their standards high
THE C.A.P. IS ON THE GO. Sing praises to the sky
United we stand
Down on the ground, up in the blue, For this great land.
Set to protect the living likes of you, We're the Civil Air Patrol.
From training Cadets to flying Patrol,
With air supremacy our goal, Our flying men stand ever true to uphold our honor too,
We of the C.A.P. want you to know, When duty calls us we are ready.
We're always, always, always on the go. We fly into the blue.
And when our mission's work is done
In this land of the free, We know that we have won.
We'll protect our liberty, We have spread our fame preserved our name forever
So feel secure to know, In the Civil Air Patrol.
That the Civil Air Patrol is on the go.
Our boys and girls are in there too
(Repeat) So courageous, strong and true.
Our chaplains guide them and we train them
as part of our fighting crew.
And if the Air Force calls them in
They'll qualify as men.
They have had the finest training we could give them
In the Civil Air Patrol.

When danger's near

(When danger's near)
We have no fear
(We have no fear We have no fear We have no fear)
The Air Force calls
(The Air Force calls The Air Force calls The Air Force
calls)
We give our all!
(We give our all!)

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Cadet Rote Learning

Rote learning is a learning technique which avoids understanding the inner complexities of a subject
being learned and instead focuses on memorizing the material so that it can be recalled by the learner exactly
the way it was read or heard.

The ability of recall a learned item exactly as you read or heard it can be essential in situations that
require you to act in a quick systematic way. For example, pilots use rote learning techniques to learn
emergency procedures. First aid responders use this technique when triaging a victim.

As a cadet in the Civil Air Patrol and as a cadet in a military academy, you will be challenged to
memorize things that may seem meaningless to you when in fact your instructor is exercising your brain so you
will be able to memorize important information in later training. Following are some memorization items that
an instructor may ask you to recall at anytime.

Note: Replace the address of “Sir”, with “Ma’am” or “Sergeant” as appropriate

What are the 5 P’s?

Sir, the 5 P’s are: Prior Planning Prevents Poor Performance.

What is the definition of drill?

Sir, the definition of drill is the organized movement of mass.

What are you looking at cadet?

Sir, Infinity

What color of infinity?

Sir, Sky blue pink with a purplish hue.

How is the Cow?

Sir, the cow she walks, she talks, she is full of chalk. The lacteal fluid excreted from the female of the bovine
species is highly prolific the “Nth” degree, and that is the how of the cow.

Where are you cadet?

Sir, I live in the population of the one universe, in a galaxy known to us as the Milky Way, located in the right
hand quadrant in said galaxy, in a system we call the Solar System, on the third planet we named Earth or Tera,
from a Class G-5 star we call Sol.

I am in the Western Hemisphere of that planet on a continent designated as North America, in a country named
the United States of America, in a state known as _____, in a city called _____, standing _____.

What is the Cadet Requiem?

Sir, the Cadet Requiem is: Blessed be the cadet that walketh not within the limits of this Air Base, nor standeth
in the way of Seniors, nor marcheth off his demerits. But this delight shall be in the laws of the regulations and
in these laes doth he mediate both day and night. He shall like a tree planted along the river of knowledge that
braceth upright in all seasons. His uniform shall not wrinkle and what-so-ever he doseth wrong, he shall payeth
dearly. For his commander knoweth the ways of the 4.0 troops and the ways of the non-regs shall perish.

How low is a Doolie?

Sir, if a doolie was to stand on its tippie-toes on the top of a ten foot ladder, he still would not be able to touch
the underbelly of an earthworm.

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What movies are playing at the ____________ Cinema?
Sir, the movies for this week are.......

What time is sun up and sun down tomorrow?

Sir, Sun up will be at ________ hrs., and sun down will be at _________ hrs.

Why are fire engines red?

Sir, fire engines are red because a ruler is twelve inches long, and Queen Elizabeth II is also a ruler. Queen
Elizabeth II is also a ship. A ship sails on water, Water has fish. Fish have fins. The fins are always fighting the
Russians. Russians are red. Firemen are always rushin to a fire, so therefore fire engines are red.

How old are you today?

Sir, I am _____ years, _____ months, _____days, _____hours, _____minutes old.

What is your opinion of Civil Air Patrol?

Sir, It is not within the scope of my duties and responsibilities of my rank to venture opinions on anything
relating to CAP. However, since you asked me and I am expected to answer you with some rational response, I
must assume that whatever answer I will give, will be the wrong one, and therefore, I respectfully decline to
answer.

What did you say cadet?

Sir, I know that what you may think you may have heard me say, but what I said is not what you think I meant.

What time is it cadet?

Sir, I am deeply embarrassed and greatly humiliated, that due to unforeseen circumstances over which I have no
control, that the inner workings and hidden mechanisms of my chronometer are in such disaccord with the
great sidereal movement above by which time is commonly reckoned, that I cannot with any degree of accuracy
state the correct time.
However, without fear of being too greatly in error, I would state that it is ‘X’ minutes past the hour of ‘X’.

What are the five (5) highest awards in Civil Air Patrol?
Sir, the five highest awards are: the Silver Medal of Valor, the Bronze Medal of Valor, the Distinguished Service
Medal, the Exceptional Service Award, and the Meritorious Service Award.

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Sources
United State Federal Agencies
The National Archives, http://www.archives.gov
National Air Traffic Training Program, U.S. Department of Transportation, 1985

United States Army

FM 3-01.80 (FM 44-80), Visual Aircraft Recognition, 2006

United States Navy

Six Cardinal Rules of Accountability in the Era of Core Values, Naval War College, Lt Col Mike Schmitt

United States Air Force

AFH 33-337, The Tongue and Quill, 2004
AFMAN 36-2203, Drill and Ceremonies, 1996
AFMAN 50-14, Drill and Ceremonies, 1953
Drill and Ceremonies A Self-Paced Instructional Text, Air Education and Training Command, 1995
Preserving the Peace…The Air Force Mission, Air University, 1985
Your Place in the Air Force, Air University, 1982

Civil Air Patrol

CAPM 39-1, Civil Air Patrol Uniform Manual, National Headquarters, 2005
CAPM 50-3, The Leadership Laboratory Manual, Vol 1, National Headquarters, 1985
CAPP 3, Guide to CAP Protocol, National Headquarters, 1990
CAPP 50-2, Civil Air Patrol Core Values, 2000
CAPP 50-5, Introduction to Civil Air Patrol, National Headquarters, 2002
CAPR 5-4, Publications Form Management, National Headquarters, 2007
CAPR 10-1, Preparing and Processing Correspondence, National Headquarters, 1996
CAPR 20-1, Organization of the Civil Air Patrol, National Headquarters, 2000
CAPR 35-5, CAP Officer and NCO Appointments and Promotions, National Headquarters, 2004
CAPR 50-17, Senior Member Professional Development Program, National Headquarters, 2003
CAPR 52-16, Cadet Programs Management, National Headquarters, 2006
CAPR 100-3, Radiotelephone Operations, National Headquarters, 2006
CAPR 900-2, Civil Air Patrol Seal, Emblem, and Flag Etiquette, National Headquarters, 2003
Costal Air Patrol Base 21, (Publisher Unknown), (Date Unknown)
Homeland Security Activities/Resources DVD Presentation, National Headquarters, 2006
Leadership: 2000 and Beyond, Vol 1, National Headquarters, 1995
Preflight Study Manual, Headquarters Army Air Force, 1943
Radiotelephone Procedures Guide, National Headquarters, 1994
The National Civil Air Patrol Museum, http://www.caphistory.org

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