CAP Mission Aircrew SAR/DR Mission Pilot Course Revision June 2013

CAP Mission Aircrew SAR/DR Mission Pilot Course Revision June 2013

Introduction Administrative Items
Introduce Instructors - length of time in CAP, aviation experience Have class introduce themselves - length of time in CAP, aviation experience Administrative Items test - open book, passing score 80%

CAPR 60-series Review (see Aircrew CAPR 60-series review slides)

Mission Pilot Requirements
Trainee Qualified CAP VFR Pilot, with at least 175 hours PIC (that includes 50 hours cross-country) Qualified as Mission Scanner Qualified as Transport Mission Pilot At least 18 years of age (minimum: should be mature) SQTR-MP Familiarization and Preparatory training Commanders authorization Qualification SQTR-MP Advanced training requirements and CAPF 91 At least 200 hours PIC FEMA IS-200a course Exercise participation (two missions; see CAPR 60-3) Unit certification and recommendation Aircraft Ground Handling Note: Mission Pilots also need to maintain safety currency in eServices From MP SQTR Classroom training covering the applicable material outlined below is required prior to the issuance of a 101T for the Observer Specialty Visual Search Patterns and Procedures Electronic Search Patterns and Procedures Chart Reading / CAP Grid System Search Coverage Navigation and Position Determination Air Crew Coordination Weather High Altitude and Terrain Considerations Coordination with Ground Teams Flight Line Operations Communications Procedures Flight Plans and Mission Forms Reimbursement Procedures State/Local Agreements Survival and First Aid Procedures Safety Transport Mission Procedures Scanning Techniques and Sighting Characteristics

Introduction - Task Items
Familiarization and Preparatory Training: Complete MP Tasks O-2003: Grid Sectional Charts O-2004: Use a POD Table O-2009: Demonstrate Air/Ground Team Coordination O-2101: Describe how ELTs are Detected P-2001: Discuss Mission Pilot Responsibilities During a Mission P-2002: Discuss General CAP-related Safety Requirements and Issues P-2003: Discuss Types of Flights Performed by CAP Aircrews P-2004: Discuss Security Concerns and Procedures P-2005: Discuss Mission Pilot Responsibilities during a Mission P-2028: Discuss Crew Resource Management Classroom training covering the applicable material outlined below is required prior to the issuance of a 101T for the Observer Specialty Visual Search Patterns and Procedures Electronic Search Patterns and Procedures Chart Reading / CAP Grid System Search Coverage Navigation and Position Determination Air Crew Coordination Weather High Altitude and Terrain Considerations Coordination with Ground Teams Flightline Operations Communications Procedures Flight Plans and Mission Forms Reimbursement Procedures State/Local Agreements Survival and First Aid Procedures Safety Transport Mission Procedures Scanning Techniques and Sighting Characteristics

Introduction - Task Items
Advanced Training: Complete MP Tasks O-2001: Operate the Aircraft Audio Panel O-2005: Operate the Aircraft DF O-2006: Perform ELT Searches O-2007: Locate and Silence an ELT on the Ground O-2008: Complete a Mission Sortie O-2102: Demonstrate Planning and Flying a Route Search O-2103: Demonstrate Planning and Flying a Parallel Track Search O-2104: Demonstrate Planning and Flying a Creeping Line Search O-2105: Demonstrate Planning and Flying a Point Based Search O-2106: Plan and Command a CAP Flight O-2107: Prepare for a Trip to a Remote Mission Base P-2119: Demonstrate How to Complete an Aircraft Inspection Classroom training covering the applicable material outlined below is required prior to the issuance of a 101T for the Observer Specialty Visual Search Patterns and Procedures Electronic Search Patterns and Procedures Chart Reading / CAP Grid System Search Coverage Navigation and Position Determination Air Crew Coordination Weather High Altitude and Terrain Considerations Coordination with Ground Teams Flightline Operations Communications Procedures Flight Plans and Mission Forms Reimbursement Procedures State/Local Agreements Survival and First Aid Procedures Safety Transport Mission Procedures Scanning Techniques and Sighting Characteristics

Introduction - MP Duties & Responsibilities
Primary Responsibility: Pilot the aircraft in a safe and proficient manner, following all CAP and FAA rules and regulations. Second: Remember that you are a pilot, not a scanner. In addition to these duties, the pilot must perform all the duties of the Observer if no qualified observer is on board

In addition to the duties of Pilot-in-Command: Responsible for obtaining complete briefings and for planning sorties Thoroughly brief the aircrew before flight, including a briefing on their responsibilities during all phases of the upcoming flight Obtain a proper flight release Enforce sterile cockpit rules Utilize CRM and ORM techniques and procedures

Fly search patterns as completely and precisely as possible; report any deviations from the prescribed patterns during debriefing Monitor the observer and ensure all events, sightings and reports are recorded and reported Fill out all forms accurately, completely and legibly NOTE: Other than on approved training missions, no additional flying maneuvers are to be conducted on Air Force assigned missions that are not required to accomplish the mission (see CAPR 60-3, 1-16, for details) Additional flying maneuvers include, but are not limited to, pilot training/instruction on missions with a primary purpose other than training, flying proficiency enhancement, currency accomplishment, "time building" or maneuvers that are not required to complete the mission but increase overall flight time. There are two exceptions: (1) The pilot in command may credit one takeoff, instrument approach, landing and any other currency item accomplished coincidental with normal mission execution (2) Other crew positions may satisfy "on the job training" when the conduct of this training is coincidental to and does not detract from the mission

Introduction - Forms CAPF 101 CAP SQTRs CAPF 104 W&B
ORM Aviation Worksheet FAA Flight Plan CAPF 108 ICS forms Note that the CAPF 104 is normally completed in WMIRS, and the CAPF 108 is generated from WMIRS by mission staff A W&B and ORM worksheet are uploaded in WMIRS via the CAPF 104, along with the aircraft fuel receipt

Introduction - Forms 104 and 108
CAPF 104 Mission Flight Plan / Briefing / Debriefing Form CAPR 60-3 Requirement Completed for each mission sortie (WMIRS) Uploads include W&B, ORM Aviation Worksheet & Fuel Receipt CAPF 108 CAP Payment / Reimbursement Document for Aviation / Automotive / Miscellaneous Expenses CAPR 173-3 Completed for each mission File within 30 days after mission completion Automatically generated in WMIRS for missions

Introduction - Flight Plans and Forms Summary
Forms are important! Complete, accurate and legible Label attachments You implement the CAP mission Know the source regulations CAPR 60-1 (flying operations) CAPR 60-3 (training and operational missions) MOUs The job’s not done until the paperwork is complete.

Communications (Chapter 2)

Objectives Throughout these slides, each objective is followed by:
The mission specialty rating to which the objective applies (O = Observer and P = Pilot) The section in the MART Vol. II, Mission Observer / SAR-DR Mission Pilot Reference Text where the answer to the objective is covered

Objectives (con’t) Describe how to use the Audio Panel and FM radio {O & P; & 2.1.3} Discuss CAP FM radio reports {O & P; 2.1.5} List the minimum required reports

CAP Aircraft Call Signs
CAP has the FAA authorized call sign “CAP” FAA call signs are stated in ‘group’ form CPF 4239 is stated as “CAP Forty-Two Thirty-Nine” Pronouncing the CAP callsign (group format). Emphasize! Important to sound professional to ATC

CAP Aircraft Call Signs
CAP aircraft should only use the word “Rescue” in their call sign when priority handling is critical “Rescue CAP Forty-Two Thirty-Nine” DO NOT abuse this!

Using the Audio Panel On/Off, Volume control
Mic Selector switch and receiver switches Split mode Swap mode Intercom mode Describe how to use the Audio Panel and FM Radio. Cover operations in detail.

Audio Panel Transmitter combinations Intercom modes

Using the FM Radio Main and Guard (squelch is automatic)
Normal settings: MN G1 HI 4 or 6 to scroll through frequencies 5 Scan (if enabled) 2 (increase brightness) and 8 (decrease brightness) Describe how to use the Audio Panel and FM Radio. Programmed by Comm officers only. Cover normal switch positions. Frequencies assigned at briefing.

Using the FM Radio Volume controls
National and wing communications officers program the radios (Guard 1 and Guard 2 are preset), so all you have to know is how to use the radio Guard is set to G1; if base wants to call you, you will hear them no matter what (MN) frequency you’re on Just take MN/GD switch to GD, answer, then back to MN Guard isn’t to be used for extended conversations; after making contact switch to a different (MN) channel Describe how to use the Audio Panel and FM Radio. Cover operations in detail.

FM Radio Reports Radio check (initial flight of the day)
Minimum required reports: Takeoff time Time entering search area (may be more than once) Time exiting search area (may be more than once) Landing time Operations normal (Ops Normal) reports Defined during briefing, usually every one-half hour Discuss CAP FM radio reports, and list the minimum required reports.

High Altitude and Terrain Considerations (Chapter 4)

Objectives OPTIONAL Review the effects of high altitude on aircraft performance

Objectives Concerning atmospheric pressure:
State the pressure at sea level, and describe how to compensate for ‘other-than-sea level pressures’ when setting the altimeter Discuss the three factors that affect the density of an air mass. Define density altitude, and compute DA for a given situation using a chart and flight calculator State the phases of flight affected by a decrease in atmospheric pressure, and how aircraft performance is affected

Objectives (con’t) Discuss strategies to compensate for high DA during searches Discuss mountainous terrain precautions and strategies

Atmospheric Pressure A barometer is used to register changes in pressure; measured in inches of mercury Standard sea-level pressure and temperature: 29.92 inches of mercury 59 degrees F (15 degrees C) A change of 1000 feet in elevation makes a change of about one inch To correct for local elevation, set altimeter to latest reading (ATIS/AWOS/ASOS/FSS) or enter field elevation Demonstrate knowledge of atmospheric pressure: state the pressure at sea level, and describe how to compensate for ‘other-than-sea-level pressures’ when setting the altimeter.

Density Altitude Three factors:
Pressure Temperature Humidity Altitude and pressure combined to determine pressure altitude Add non-standard temperature to get density altitude Remember: Drag, lift, power available and true airspeed are all affected by density altitude Discuss the three factors that affect the density of an air mass; Define density altitude, and compute density altitude for a given situation using a chart and a flight calculator.

TAS vs. DA

Density Altitude Compute density altitude for a given situation using a chart

Flight Computer Circular slide rule Density altitude
Nautical to statute miles True airspeed Other stuff Compute density altitude for a given situation using a flight computer

Aircraft Performance Density altitude and aircraft weight have a tremendous effect on aircraft performance Both must be accurately calculated, especially for mountain flying missions State the phases of flight affected by a decrease in atmospheric pressure, and how aircraft performance is

Pressure vs. Performance
As altitude increases pressure decreases; this decrease can have a pronounced effect on flight: Engine (hp) and prop are less efficient Take off distance, climb rate, and landing distance effected Take off distance almost doubles with a 5000 foot elevation increase Rate of climb slows with higher elevation Landing distance increases with higher elevation Higher Humidity, Heat or Height result in reduced aircraft performance

DA & ROC

Reduced Performance

Strategies Don’t fly at high elevation during the hottest part of the day Carefully calculate DA and weight Reduce load: Less fuel Crew of three instead of four Less baggage Remember “High to Low, Look out Below” (update altimeter setting hourly) If you fly in the mountains, take the Mountain Fury Course Discuss strategies to compensate for high DA during searches. Briefly discuss “High to Low, Look out Below”

Flight Near Mountainous Terrain
Crews must be constantly careful that the search never takes them over terrain that rises faster than the airplane can climb. Narrow valleys or canyons that have rising floors must be avoided, unless the aircraft can be flown from the end of higher elevation to the lower end, or the pilot is certain that the aircraft can climb faster than the terrain rises. Careful chart study by the crew prior to flight will help identify this dangerous terrain. If you fly in the mountains, take the Mountain Fury Course Discuss mountainous terrain precautions and strategies. Approach ridges at a 45 degree angle. Cross at least 2,000 ft. above.

Discuss mountainous terrain precautions and strategies. Approach ridges at a 45 degree angle. Cross at least 2,000 ft. above.

Enter terrain from above and always have an escape route in mind.

Take the Mountain Fury course.

QUESTIONS?

Navigation and Position Determination (Chapter 5)

Objectives Given coordinates and a sectional, use the Standardized Latitude and Longitude Grid System to draw a 7.5° x 7.5° search grid. {O & P; } Given a grid and Attachment E of the U.S. National SAR Supplement to the International Aeronautical and Maritime SAR Manual, use the CAP Grid System to draw a 7.5° x 7.5° search grid. {O & P; and Attachment 1}

Sectional Aeronautical Charts
1 to 500,000 Medium to slow speed aircraft Types of Information: Legend, Aeronautical, Topographical Given Attachment E of the U.S. National SAR Supplement to the International Aeronautical and Maritime SAR Manual, grid a sectional. Expired gridded charts may be used only for reference or training purposes (gridding). Label them “For Training Purposes Only”

Standardized Lat/Long Grid System
36/102 AA 36/102 ADB This system does not require special numbering Lat-Long of lower right corner defines the grid (latitude first) Letters are used to define sub-grids W W 37-00 N A B B C A B C D Given coordinates and a sectional, use the Standardized Lat/Long Grid System to draw a search grid. This is another type of grid system that uses the Lat/Long to define the grid number. Otherwise, it is very similar to the aeronautical chart grid system. Location given is the southeast corner. 36-30 N W C D 36-00 N W W W

Search Planning and Coverage (Chapter 6)

Objectives In basic terms, discuss how search planners determine the Maximum Area of Probability and then the Probability Area {O & P; & 6.2.2} Given a POD table, discuss the advantages and disadvantages of various search altitudes and speeds over the three major types of terrain {O & P; 6.2.3} Discuss the importance of proper execution of search patterns {P; 6.2.4} Optional – Review POD example {6.3} Discuss damage assessment: {O & P; 6.4} Effects on CAP operations Intelligence gathering Damage assessment sorties Discuss missing person searches {O & P; 6.5}

Narrowing the Search Search Involves Maximum Possibility Area
Estimating the position of the wreck or survivors Determining the area to be searched Selecting the search techniques to be used Maximum Possibility Area Circle around the Last Known Position (LKP) The radius is equal to the endurance of the aircraft Correct for wind Probability Area Where is the aircraft likely to be In basic terms, discuss how search planners determine the maximum area of possibility and then the probability area. These issues are usually handled by the Incident Commander and the Planning staff. You need to be familiar so you can understand where you sortie fits into the mission and what information is important in your debriefing report.

Search Altitudes & Airspeed
Per CAPR 60-1, sustained flight below an altitude or lateral distance from any object of 1,000 ft. during the day or 2,000 ft. at night is prohibited except for takeoff and landing or in compliance with ATC procedures (such as IFR flight). At no time will the pilot allow the aircraft to come within 500 feet of terrain or obstructions unless taking off or landing. So, pilots may descend below the designated search altitude to attempt to positively identify the target, but never below 500' AGL; once the target has been identified the pilot will return to 1000' AGL or higher. [Refer to CAPR 60-1 for special restrictions for over-water missions.] In basic terms, discuss how search planners determine the maximum area of possibility and then the probability area. These issues are usually handled by the Incident Commander and the Planning staff. You need to be familiar so you can understand where you sortie fits into the mission and what information is important in your debriefing report.

Search Factors Factors which effect detection
Weather; terrain; lighting conditions Sweep Width (W) Track Spacing (S) Coverage Factor (C) Probability of Detection (P) Determine factors for search area coverage Type and number of aircraft available Search visibility Probability Of Detection (POD) Sweep width = mathematically expressed measure of detection capability - see table in 55-1 A4-4 Track spacing = distance between adjacent search tracks - should never exceed a distance equal to twice the search visibility Search visibility = distance at which an object can be recognized on the ground - always less than the meteorological visibility Coverage factor = W/S Search altitudes – 1, ,000 ft. for aircraft crash over open terrain in good weather; 500 – 1,000 ft. for missing person; 4,000 ft. to start ELT search.

Determining the Maximum Possibility Area
No wind endurance Flight level winds: 330/20 Aircraft Speed: Kts Endurance: Hours LKP 40NM 200 NM Wind vector Take the radius of the endurance of the aircraft (possible range from last known position, LKP), and offset it by the current wind velocity times the endurance. Corrected for wind Maximum possibility area

Probability Area Where was the last point where RADAR had the aircraft identified? Is there an ELT? Was there a flight plan (even if not on file with the FAA)? Dead reckoning from LKP and heading Reports of sightings Other aircraft People living along the intended route of flight Usually based on interviews with family and friends. Habits are important. Not necessarily a written flight plan. It could be a report of what the pilot planned to do or would usually do. Many pilots follow interstates, roads, and railroads. Weather effects.

Narrowing the Probability Area
Flight plan Weather information National Track Analysis Program data Airports along the intended flight track Aircraft performance Pilots flying habits Radar coverage as a limiting factor Nature of terrain along the flight track Position reports — fuel stops, etc. Most likely within 5 miles of intended track Interviews and phone calls.

Search Priorities Areas of bad weather Low clouds and poor visibility
Areas where weather was not as forecast High terrain Areas not covered by radar Reports of low flying aircraft Survival factors Radio contacts or MAYDAY calls The IC will assess the conditions and facts to determine the priorities for search.

Probability of Detection
POD expressed as a “percent” search object was detected Four interrelated factors used to calculate: Track Spacing Search Visibility Search Altitude (Note: Normal is 1000’ AGL) Type of Terrain Cumulative POD calculated using a chart “Effectiveness” must also be considered Discuss the importance of proper execution of search patterns. Crew, training, fatigue also contribute to the POD.

POD Table (CAPF 104a, SAR Results)
Given a POD table, discuss the advantages and disadvantages of various search altitudes and speeds over the three major types of terrain. Visibility, altitude and track spacing all directly affect your ability to spot the target (POD).

POD Chart - detail 60 500 Feet 0.5 nm 35% 60% 75% 1.0 20 35 50 1.5 15
0.5 nm 35% 60% 75% 1.0 20 35 50 1.5 15 25 40 700 Feet 40% 80% 55 1,000 Feet 65% 85% 30 45 OPEN, FLAT TERRAIN SEARCH ALTITUDE (AGL) Track Spacing SEARCH VISIBILITY 1 mi mi mi mi 2.0 10 60

Cumulative POD Chart 5-10% 15 11-20% 20 25 21-30% 30 35 45
Previous POD 5-10% 15 11-20% 20 25 21-30% 31-40% 41-50% 51-60% 61-70% 71-80% 80+% 5-10% 11-20% 21-30% 31-40% 41-50% 51-60% 61-70% 71-80% 80+% The cumulative POD increases with each repeated search of an area. POD For This Search

Damage Assessment CAP aircrews may be called upon to assess damage from natural and man-made disasters Examples include: Air and ground SAR services (e.g., missing persons, aircraft and livestock). Air and ground visual and/or photo/video damage survey and assessment. Flood boundary determination using GPS. Air and ground transportation of key personnel, medical and other equipment, and critical supplies during actual disaster operations. Air transportation of SAR dogs. Radio communications support including a high bird relay and control aircraft to extend communications over a wide area or to coordinate air traffic into a TFR area over the disaster site. Courier flights

Damage Assessment The conditions that created the emergency or disaster may affect CAP operations. Extreme weather is an obvious concern, and must be considered in mission planning. The disaster may affect the physical landscape by erasing or obscuring landmarks. This may make navigation more difficult and may render existing maps obsolete. Disasters may also destroy or render unusable some part of the area's infrastructure (e.g., roads, bridges, airfields, utilities and telecommunications). This can hamper mobility and continued operations. Also, road closures by local authorities or periodic utility outages can reduce the effectiveness and sustainability of CAP operations in the area.

Damage Assessment One of the most important commodities during disasters is accurate, timely intelligence During an emergency or disaster, conditions on the ground and in the air can change rapidly and the emergency managers and responders need this information as quickly as possible

Damage Assessment Flying damage assessment sorties is not much different than flying search patterns The big difference between a search for a downed aircraft and damage assessment is what you look for in the disaster area During planning, if possible, use Google Earth™ to examine the disaster area (e.g., terrain, ground features, obstacles, roads, and other prominent features). This will also allow staff to perform “before and after” analysis.

Damage Assessment When approaching an event scene, don’t just head straight to the scene First, obtain situational awareness of the entire area surrounding the scene In particular, check for other traffic such as rescue and media helicopters and other aircraft (gawkers) Safety First!

Damage Assessment Most often you will be given specific tasking for each sortie. However, you must always be observant and flexible; just because you have been sent to determine the condition of a levy doesn't mean you ignore everything else you see on the way to and from the levy. Different types of emergencies or disasters will prompt different assessment needs, as will the nature of the operations undertaken Examples of questions you should be asking during planning are covered in Chapter 6 of the MP/MO reference text

Missing Persons An individual is very difficult to spot from the air, but CAP aircrews can do well in some situations: Persons who are simply lost and are able to assist in their rescue. Persons who frequent the outdoors are often trained in survival and have the means to signal searching aircraft. Persons who may be wandering along roads or highways, such as Alzheimer's patients. Persons trapped or isolated by natural disasters such as floods. These persons often can be found on high ground, on top of structures, along a road or riverbank. Persons who were driving. Their vehicle may be stopped along a road or highway. Lost children and people with diminished capacities can be especially difficult to find.

QUESTIONS?

Mission Pilot (Chapter 9)

Objectives State MP duties & responsibilities, and discuss the Sterile Cockpit Rules {P; 9.1} Discuss safety matters related to CAP activities {P; 9.2} Identify where to find the rules on transportation flights {P; 9.3.1} Discuss special precautions needed for flying CAP missions at night {P; 9.3.2} Discuss special precautions needed for flying CAP missions in IMC {P; 9.3.3}

Objectives (con’t) Discuss proficiency {P; 9.3.5}
Discuss security and airspace restrictions {P; & 9.4.2} Describe the three phases of an aircraft interception, your actions when intercepted, and discuss visual intercepting/intercepted signals {P; 9.4.3} Describe the types of items that should be kept in the aircraft glove box {P; 9.5} Discuss aircraft paperwork, documents and minimum equipment, loading, W&B fuel assumptions and reserve, and pre-start {P; 9.5.1}

Objectives (con’t) Discuss startup checks, leaning the engine, and taxi {P; 9.5.2} State crosswind limitations and discuss takeoff, climb and departure {P; 9.5.3} Discuss transit to the search area, in the search area, and departing the search area {P; 9.5.4} Discuss approach, descent and landing {P; 9.5.5} Discuss after-landing, shutdown and post-flight {P; }

Objectives (con’t) Discuss those items you can control to affect POD {P; 9.6} State the normal, assumed number of aircrew needed for a mission {P; 9.7} Discuss how you must alter normal search patterns if you only have one scanner onboard {P; 9.7.1} Discuss special considerations while flying CAP searches {P; 9.7.2} Discuss "go/no go" decision-making {9.7.3}

MP Duties & Responsibilities
Primary Responsibility: Pilot the aircraft in a safe and proficient manner, following all CAP and FAA rules and regulations Second: Remember that you are a pilot, not a scanner The mission pilot is responsible for incorporating Operational Risk Management and Crew Resource Management principles and practices into each mission NOTE: Other than on approved training missions, no additional flying maneuvers are to be conducted on Air Force assigned missions that are not required to accomplish the mission. Additional flying maneuvers include, but are not limited to, pilot training/instruction on missions with a primary purpose other than training, flying proficiency enhancement, currency accomplishment, "time building" or maneuvers that are not required to complete the mission but increase overall flight time. There are two exceptions: (1) The PIC may credit one takeoff, instrument approach, landing and any other currency item accomplished coincidental with normal mission execution (2) Other crew positions may satisfy "on the job training" when the conduct of this training is coincidental to and does not detract from the mission Demonstrate knowledge of mission pilot duties and responsibilities.

In addition to these duties, the pilot must perform all the duties of the observer if no qualified observer is on board In addition to the duties of Pilot-in-Command: Adhere to CAPR 60-1 and 66-1 requirements and restrictions Responsible for obtaining complete briefings and for planning sorties Thoroughly brief the aircrew before flight, including a briefing on their responsibilities during all phases of the upcoming flight Obtain a proper CAP flight release Enforce sterile cockpit rules

Sterile cockpit rules The “Sterile Cockpit” concept recognizes that flight operations other than routine cruise flight are intrinsically more hazardous and require the undivided and vigilant attention of all crewmembers. Non-essential conversations and activities not directly related to the operation of the aircraft and its mission are inappropriate. The Pilot in Command (PIC) is responsible to ensure that these non-essential conversations, activities, and otherwise distracting actions do not occur during those portions of the flight that are considered critical. Examples of critical portions of flight would be taxi, takeoff, climb and departure, operating in the search area, and arrival, descent and landing. Operations in high-density traffic areas or heavy ATC periods would also be considered critical.

Sterile cockpit rules The simplest way to ensure that all crewmembers and passengers are aware of this requirement is to conduct a crew and passenger briefing prior to boarding the aircraft or prior to engine start. The ”Sterile Cockpit” brief can be as simple as a general statement by the PIC indicating that an announcement will be made when the flight is in a critical phase of flight, or possibly, a detailed briefing of the various phases of flight that are considered busiest and critical for the crewmembers to avoid distractions. It is essential that the PIC include in the “Sterile Cockpit” brief a statement that safety of flight items are always appropriate to be brought to the immediate attention of the PIC. Safety concerns would be such items as potentially conflicting traffic, or potential mechanical problems with the aircraft (i.e., electrical smoke or smoke of an unknown origin, and leaking fuel).

Fly search patterns as completely and precisely as possible; report any deviations from the prescribed patterns during debriefing Monitor the observer and ensure all events, sightings and reports are recorded and reported Fill out all forms accurately, completely and legibly Mission Aircrew members must maintain Safety Currency (tracked in eServices) at all times. If you do not show safety currency in eServices you will not be allowed to participate in CAP missions. Mission Pilots are required to complete the CAP Aircraft Ground Handling video and quiz as part of their Advanced Training (and biennially thereafter). The link is located in eServices “CAP Utilities.”

SAFETY

Flying into and taxiing on unfamiliar airports
Small, non-towered, unlighted airports Runways Taxiways Obstacles Services Local NOTAMS The on-line AOPA Airport Directory is an excellent source of information Demonstrate knowledge of safety matters related to CAP activities.

Flying into and taxiing on unfamiliar airports
Larger, busy airports Airspace and obstacles Taxiways (don’t hesitate to ask for progressives) Local NOTAMS Consult VFR Terminal Area Chart A/FD or commercial pilot aids (including apps) Download airport diagrams (AOPA Airport Directory) Taxiing around a large number of aircraft at mission base Taxi plan Marshallers If it looks too close or dangerous – STOP! Demonstrate knowledge of safety matters related to CAP activities.

AIRPORT RUNWAY SAFETY

AIRPORT SIGNS CRM – Observer and Scanner should back up pilot in looking for holding positions and mandatory signs. Brief the taxi plan. Observer backs up the pilot on ATC clearances, or vice-versa if Observer is operating the radio.

AIRPORT MARKINGS CRM – Observer and Scanner should back up pilot in looking for holding positions and mandatory signs. Brief the taxi plan. Observer backs up the pilot on ATC clearances, or vice-versa if Observer is operating the radio.

Squawks Read the Aircraft Discrepancy Log in WMIRS, especially for unfamiliar aircraft Don’t let ‘minor’ or unwritten squawks linger: Lights and bulbs Radios and Navaids Keep aircraft windscreen and windows clean Demonstrate knowledge of safety matters related to CAP activities.

Fuel Management Plan for a sufficient fuel supply to ensure landing with a minimum of one hour of fuel remaining (computed at normal cruise speed) If it becomes evident the aircraft will not have that amount of fuel at its intended destination, the PIC will divert the aircraft to an airport that will ensure this reserve is met Have a plan Accurate Weight & Balance, accurate fuel levels Demonstrate knowledge of safety matters related to CAP activities.

Fuel Management (con't)
Note your assumptions and brief crew: Power setting Wind direction and speed Leg and total flight distance Compare assumptions against actual conditions Modify plan and refuel, if necessary Check fuel status at least hourly When in doubt – land and refuel! Demonstrate knowledge of safety matters related to CAP activities.

Unfamiliar aircraft equipment
Audio Panel, FM Radio, DF, GPS – if you don’t know it, don’t fly it! Even simple differences can matter: If you’ve never flown an HSI, now isn’t the time to learn it! Sit in the aircraft and get up to speed Get another pilot to tutor you What does the equipment and gear in the back seats and baggage compartment weight? W&B. Don’t try to bluff Demonstrate knowledge of safety matters related to CAP activities.

Unfamiliar terrain and weather
Plan for terrain and weather: Enroute Area you’ll be operating in Clothing, equipment and survival gear Demonstrate knowledge of safety matters related to CAP activities.

Trainees & Inexperienced Crew
Extra time on briefing, duties & responsibilities Review SQTR When not to interrupt (sterile cockpit) Inexperienced crew (or not proficient): Extra time on briefing May have to assume some duties Flight line marshallers may be cadets or seniors on their first mission Be alert and have your crew stay alert Demonstrate knowledge of safety matters related to CAP activities.

Low and Slow Usually at 1000′ AGL
May be less than 90 knots (photo missions) Include in your proficiency flying Strictly enforce sterile cockpit rules May lose radar and communications coverage Climb to report “Ops Normal” Be flexible Current conditions often differ from what you briefed Maintain a comfortable margin of safety Maintain situational awareness “If the engine quits now, where do I land” Demonstrate knowledge of safety matters related to CAP activities.

Low and Slow (con’t) Sustained flight below an altitude or lateral distance from any object of 1,000 feet during the day or 2,000 feet at night is prohibited except for takeoff and landing or in compliance with ATC procedures (such as IFR flight). At no time will the pilot allow the aircraft to come within 500 feet of terrain or obstructions unless taking off or landing. May descend below the designated search altitude to attempt to verify potential crash sites or the presence of survivors, and to prevent loss of life, property, or human suffering, but never below 500' AGL; once the target has been identified the pilot will return to 1000' AGL or higher. [Refer to CAPR 60-1 for special restrictions for over-water missions.] Demonstrate knowledge of safety matters related to CAP activities.

TYPES OF FLIGHTS

Transportation Flights
Always consult CAPR 60-1 (Passenger Requirements) and the chart in FAA Exemptions and non-CAP Passenger Requirements (located under “Special Operations” on the Stan/Eval/Flight Ops webpage) when you need to know who is authorized to fly as passengers in CAP aircraft, and the conditions under which they (and you) are authorized to fly As a general rule, anyone other than CAP or CAP/USAF employees needs advance approval to fly in CAP aircraft All non-CAP members eligible to fly aboard CAP aircraft must execute a CAPF 9, Release (for non-CAP Members), prior to the flight Non-CAP passengers or crew can be authorized when essential to the mission and must be approved by the mission approval authority prior to flying (5 working days notice requested for passenger approvals on training missions). Non-CAP passengers require advance approval through the CAP NOC from NHQ/DO for corporate missions, CAP-USAF LR for AF training missions, or the approval authority for other AFAMs (e.g., CAP NOC/AFNORTH/CAP-USAF CC). Identify where to find the rules on transportation flights.

Remember to check the credentials of non-CAP passengers (center)

QUESTIONS?

Night Flight Per CAPR 60-1, night VFR is permitted; however, if the PIC and aircraft are IFR qualified and current then the flight should be conducted under IFR, if practical Typically are transport, route searches and ELT searches CAPR 60-1 requires pilots to maintain a minimum of 2000' AGL at night (unless under ATC control). During night over-water missions, both front-seat crewmembers must be CAP qualified mission pilots and both will be current CAP Instrument Pilots (the right-seat pilot need not be qualified in the specific aircraft). Must be night current and its preferable to have an experienced crew aboard Extra attention to the pre-flight and other preparations Weather reports and advisories Dew point spread (fog predictor) Discuss special precautions for flying CAP missions at night.

Night Flight (con’t) Before you launch, ask yourself a few questions:
Greatest threat is flying into weather you can’t see Before you launch, ask yourself a few questions: How long has it been since you’ve done a night cross-country? How long has it been since you’ve done a night ELT search? How long has it been since you’ve done night approaches? When was the last time you practiced a night landing without a landing light? How familiar are you with terrain and obstacles along the route? Did you include all your flashlights in the weight & balance? Include night flying (and nighttime DF) in your proficiency regimen!

Illusions of the Night (or low-visibility)
Some lead to spatial disorientation while others lead to landing errors Sensory Illusions are the most common (JFK Jr.) The “leans” Coriolis Graveyard spin or spiral Inversion Head up or Head down Visual illusions can occur even in good visibility conditions Elevator False horizon Autokinesis

Illusions (con’t) Surface conditions and atmospheric conditions can create illusions of incorrect height above and distance away from the runway : Runway width Runway and terrain slopes Black hole approach Atmospheric Ground lighting You can prevent or mitigate many of these illusions by: Pre-planning Flying a standard approach to landing

Instrument (IFR) Flight
CAP missions are seldom conducted in IMC Most likely is a transport flight (not to minimums) Can do a route search, but ground teams are preferable under these circumstances Can DF in IMC, but dangerous It is recommended that night flights be conducted by current and qualified instrument pilots, if practical Discuss special precautions for flying CAP missions in IMC.

IFR Flight (con’t) Other requirements and recommendations:
The pilot must be a current CAP Instrument Pilot PIC meets FAA instrument proficiency requirements PIC is proficient in the type of CAP aircraft she’ll be flying For any flight other than a simple transport flight, its highly recommended that another instrument-proficient pilot fly in the right seat Never fly a search in IMC alone Never fly an instrument search when ground teams are appropriate and available for the search

Aerial Photography An increasingly important CAP mission
Aerial images are invaluable to emergency response personnel Primarily: Digital still photos (some 35mm) Video (analog and digital) with or without audio comments Satellite Digital Imaging, GIIEP or ARCHER Video Imaging is expected to become a new specialty rating.

Aerial Photography (con’t)
The great majority of our imaging missions are “fly back” missions where we take digital photos, return to base, and then transmit the images to our customer The key to a successful imaging mission is preparation, planning, patience and practice! Pilots need to practice flying imaging patterns with an airborne photographer in order to master the patterns and the communications necessary to get the best images Study and practice the knowledge and skills covered in Chapters 11 & 12 of MART Volume III, Airborne Photographer Reference Text Planning sheets for imaging patterns are included in the Flight Guide Discuss the special considerations for video imaging missions, and discuss the typical video imaging flight profile. Patterns discussed in Chapter 8.

Proficiency CAP Self-Conducted Pilot Proficiency Flight Guidelines and MP Proficiency Profiles Practice search patterns with and without GPS Practice at night Simulated emergency procedures are prohibited during IMC or at night. Exception: partial panel instrument training and in-flight discussion of emergency procedures may be conducted during night VMC conditions. Cross-country (day and night) Discuss proficiency. B12 versus C17.

Proficiency (con’t) With the GPS, practice:
Maintaining a constant track over ground Select/display destinations Determine heading, time and distance to a waypoint Save lat/long coordinates as a User Waypoint Save your present position as a waypoint, call it up & rename Enter and use flight plans Exercise the nearest airport and VOR features Practice navigating with ‘present position’ (lat/long) displayed Take someone with you! Good for them and more fun! Added (recommended) proficiency tasks

Don’t forget to periodically review sections of the FAR and AIM

QUESTIONS?

Security Concerns & Airspace Restrictions
Heightened security concerns and the potential for flight restrictions are now part of our world CAP’s role in Homeland Defense will require greater attention to aircraft, aircrew and airport security Discuss security and airspace restrictions.

Security Concerns CAP resources should be considered national security assets Special security precautions must be taken to protect aircraft and other resources: Hangar the aircraft whenever possible. May place small pieces of clear tape (that will break) on fuel caps, the cowling and/or doors to detect tampering. Pay extra attention during pre-flight inspections and look for signs of fuel contamination Be as “low-key” as possible; don’t draw unnecessary attention to yourself or discuss CAP business in public Be aware of your surroundings at all times Practice OPSEC

Airspace Restrictions
FAA may issue Temporary Flight Restrictions (TFRs) at any time. May establish an ADIZ (see AIM Section 6) Ask for FDC NOTAMS before each flight; if security is heightened, check them before each leg NOTAMS for every TFR list flight operations that are prohibited (e.g., flight training and glider operations); when transient flights will be accepted; and the procedures to fly VFR or IFR to or from an airport within the outer ring Plan to exit the TFR using the most expeditious route, while avoiding the 10-nm GA no-fly zone

In order to fly from Point A to Point B, with one or both being in the TFR, you need to: Be on an active VFR or IFR flight plan, Maintain two-way communication with air traffic control, and Squawk a discrete transponder code If you are departing from within a TFR boundary, be sure to get a discrete transponder code and a frequency to contact after takeoff. It is imperative that you are squawking your discrete code before you lift off If you are landing within the TFR boundary, be sure to remind ATC that your final destination is inside the TFR so they will grant or continue flight following services (which otherwise would only be provided on a workload-permitting basis) Note: In the event of a radio failure while inside the TFR, alternate squawking 7600 and 7700: this lets everyone monitoring the flight know that you have a problem and satisfies the requirement for maintaining two-way communication with ATC

Even without heightened security, avoid loitering or circling sensitive areas: Power plants (especially nuclear) Reservoirs and dams Government installations Large stadiums or gatherings of people, air shows If you need to circle one of these structures for training, coordinate with the facility and ATC first Monitor MHz

In-flight Interception
Know how to respond (AIM or ASA SA) An intercept has three phases: Approach Identification Post-intercept If intercepted you should immediately: Follow the instructions of the intercepting aircraft Notify ATC, if possible Attempt to communicate (121.5 MHz) Squawk 7700 unless told otherwise Describe the three phases of an aircraft interception, your actions when intercepted, and discuss visual intercepting/intercepted signals. [Table 9-1.]

In-flight Interception (con’t)
Fighter In-flight Interception (con’t) Note: During night/IMC the intercept will be from below the flight path Helicopter Describe the three phases of an aircraft interception, your actions when intercepted, and discuss visual intercepting/intercepted signals. [Table 9-1.] Note: Intercepted aircraft must not follow directly behind the helicopter, thereby allowing the helicopter pilot to maintain visual contact with the intercepted aircraft and thus ensuring safe separation is maintained.

Phases of Flight Mission Pilot Perspective
A day or so prior to your flight, either you or the mission staff should have loaded your mission sortie into WMIRS so that you can enter most of the pertinent data for the sortie, and fill in the Manifest, Qualifications & Aircraft Details and Briefing Information sections of the associated CAPF 104. Also complete and upload the W&B and the ORM Worksheet into the sortie’s CAPF 104 Once you update your sortie data, WMIRS will display the aircraft discrepancies for your review; make sure the discrepancies don’t make the aircraft unsafe for flight or reduce mission readiness Describe the types of items that should be kept in the aircraft glove box. Habit – it serves a purpose. Always use the checklists. When someone rides with you, have them read the checklist while you confirm and acknowledge.

Prior to Startup Discuss aircraft paperwork, documents and minimum equipment, W&B fuel assumptions and reserve, loading and pre-start.

Prior to Startup An often overlooked asset – the glove box:
Small laminated sheets for crew and passenger briefings, crosswind chart, PA card (like CD), FM frequencies and callsigns, ELT deactivation stickers, and GPS cheat sheet Small cleaning cloth (like for glasses) to clean instrument faces Pencil/pen/grease pencil Backup flashlight Check periodically and purge non-essential stuff Checklist in Attachment 2, Flight Guide Discuss aircraft paperwork, documents and minimum equipment, W&B fuel assumptions and reserve, loading and pre-start.

Prior to Startup Familiarize yourself with the aircraft paperwork:
Engine, prop, airframe, and avionics logbooks Can you tell when the oil change is due? Next 100 hour/Annual? When the 24-month instrument certifications are due? Due date on CO monitor and Fire Extinguisher inspection ELT inspection and ELT battery due date Last VOR check (within 30 days of instrument flight) Fill out the Flight Log: Mission and sortie numbers Mission symbol Crew names and CAP IDs FRO initials Hobbs and Tach start numbers Discuss aircraft paperwork, documents and minimum equipment, W&B fuel assumptions and reserve, loading and pre-start.

Documents and Minimum Equipment
Certificates and documents: Airworthiness and Registration certificates Operating limitations Passengers’ credentials and “safety current” in eServices Minimum Operable Equipment (FAR 91 Subpart C): VFR Day, VFR Night, IFR FAR to determine if you can take off with inoperable equipment Other CAP requirements (CAPR 66-1 & CAPF 71): Review of logbooks, W&B data Restrictive placards Pulselite, Avionics/Control Lock, Fire extinguisher, CO detector, cargo net, chocks and tie-downs, survival kit Discuss aircraft paperwork, documents and minimum equipment, W&B fuel assumptions and reserve, loading and pre-start. Minimum equipment is listed in the MART,

W&B, Loading and Pre-start
Weight & Balance and ORM: Revise W&B if crew members change, or they bring baggage not accounted for Check weather, and revise your ORM if necessary Note all fuel assumptions (fuel burn, winds aloft, leaning) Ensure adequate fuel reserve (plan for one hour at normal cruise) Loading: Charts and maps Windows clean (modify for video imaging mission) Check and test special equipment Parking area clear of obstacles Pre-start Passenger briefing, sterile cockpit rules, emergency egress procedure Brief fuel management and taxi plan/diagram Enter settings into GPS Discuss aircraft paperwork, documents and minimum equipment, W&B fuel assumptions and reserve, loading and pre-start.

Startup Aircraft checklists: Startup:
Always use them (habit) and keep them close at hand Seat belts and shoulder harnesses (all crewmembers) Startup: Ensure DF, FM radio & Audio Panel properly set up Rotating Beacon ON and signal marshaller Lean the engine after starting (engine manufacturer) Set up radio and navigation instruments Discuss startup checks, leaning the engine, and taxi. Always wear your seat belts and shoulder harness (non-PIC crew may remove harness if it interferes with duties, such as taking photos). You must set the example.

Taxi Mishaps Becoming a bigger problem each year (#1 trend in CAP)
Pilots are: Straying from designated taxi routes Not allowing adequate clearance and not considering the tail and wings during turns Taxiing too fast for conditions and taxiing with obscured visibility Distracted by cockpit duties Not using other crewmembers to ensure clearance Discuss assigning lookout duties to the crew during critical phases of flight.

Taxi Mishaps Strategies:
Thorough planning and preparation eliminates distractions Crew assignments for taxi If within ten feet of an obstacle, stop, and then taxi at a pace not to exceed a “slow walk” until clear Do not follow other taxiing aircraft too closely (e.g., 50 feet behind light aircraft; 100 feet behind light multi-engine or jet aircraft; 500 feet behind helicopters and heavies) Use proper tailwind/headwind/crosswind control inputs Treat taxiing with the seriousness it deserves Use exterior lights (be considerate of others) Read back all clearances and hold-short instructions Sterile cockpit rules Discuss importance of sterile cockpit and assignment of lookout duties.

Taxi Collision avoidance! Follow CAPR 60-1 requirements for taxi operations. Read back all taxi/hold-short instructions. Review crew assignments for taxi, takeoff, & departure Sterile cockpit rules are now in effect Remind crew that most midair collisions occur: Daylight VFR Within five miles of an airport (especially un-controlled) At or below 3000 AGL Signal marshaller before taxi, test brakes Exterior lights on (be considerate at night) The PIC must always wear seat belts and shoulder harness. You must set the example.

Takeoff, Climb and Departure
Collision avoidance! Check for landing traffic; turn on Landing light when you begin rolling Cross-wind limits (POH or 15 knots, whichever is less) High density altitude – lean for full power before takeoff Climb: Collision avoidance! Lean (burn gas; not valves) Use shallow S-turns and lift wing before turns to check traffic Departure: Collision avoidance! Keep crew apprised of conflicts. Sterile cockpit rules can be relaxed when clear Organize the cockpit, review assignments, set up for next task Check fuel status and altimeter setting hourly State crosswind limitations and discuss takeoff, climb and departure.

The Search Area Transit: Approaching the search area:
If none assigned, use odd altitudes during transit to minimize chance for midair collision Cross military training routes perpendicular. If you see one fighter, look for the wingman Double-check settings and review methods to reduce crew fatigue or high altitude effects Update weather, file PIREP, review procedures Approaching the search area: Review assignments Check navigational instruments against each other Stabilize aircraft at least two miles out (altitude, speed, heading) Sterile cockpit rules are now in effect Exterior lights on Evaluate the scene (situational awareness) for conflicting traffic Discuss transit to the search area, in the search area, and departing the search area. Minimize time spent below 1000 AGL; never below 500 AGL or speed less than Vx

The Search Area In the search area: Departing the search area:
Log and report “In the Search Area” Log deviations from assigned search parameters Hourly updates of altimeter (closest source) and fuel status Limit time spent below 1000 AGL (no lower than 500 AGL during daylight; 2000 AGL at night) Monitor yourself and crew for fatigue and high altitude effects Departing the search area: Log and report “Leaving the Search Area;” reorganize cockpit Double-check heading and altitude assigned to transit to next search area or return to base Reorganize the cockpit Discuss transit to the search area, in the search area, and departing the search area. Minimize time spent below 1000 AGL; never below 500 AGL or speed less than Vx

Approach, Decent and Landing
Get ATIS/AWOS, review airport/airspace diagram, taxi plan Sterile cockpit rules are now in effect Collision avoidance! Lights on within 10 miles of airport. Decent: Collision avoidance! Shallow S-turns and lift wings before turns Richen mixture as you reduce power Landing: Read back all clearances and hold-short instructions Defer after-landing check until off the active runway Remember to “fly the plane ‘till you shut off the engine” Taxi back per taxi plan, watch for Marshallers At engine shutdown, show Marshaller the keys, install chocks Discuss approach, descent and landing.

Shutdown and Post-Flight
Fill out logs and sortie/F104 information in WMIRS Enter any new discrepancies (be specific and complete); if it poses a danger to further flight take action to ground the aircraft Secure aircraft, upload fuel receipt into WMIRS Post-flight. If this was the last flight of the day: Install chocks, tie-downs, avionics/control lock, Pitot cover and engine plugs Check Master Switch and Parking Brake OFF Remove trash, personal equipment, and special equipment Lock windows, doors and baggage compartment Inspect aircraft; check oil and refuel Clean the aircraft (at least the windshield and windows) Sign off any SQTR tasks that were accomplished Discuss after-landing, shutdown and post-flight.

QUESTIONS?

How can I improve POD? Pay attention and ask questions during briefings Plan thoroughly so you can concentrate on the mission at hand; if possible, use Google Earth™ to examine your search/target area (e.g., terrain, ground features, obstacles, roads, and other prominent features) Hit your numbers! Altitude, airspeed, position Use the GPS – very accurate, especially with no landmarks Be mindful of your crew – no unnecessary steep turns; look for less turbulence or cooler air if possible; ensure sufficient breaks; ensure sufficient fluid consumption; watch for the crewmember who’s obviously not feeling well but doesn’t want to complain. Give a thorough debriefing and be totally honest Stay proficient! Discuss those items you can control to improve POD.

Flying the Mission Mechanics of planning and executing search patterns are covered in Chapters 7 and 8 Number of scanners: Most planning (and tables) assume there are at least two scanners on board, one looking out each side of the aircraft Remember – you (the pilot) are not a scanner! If there is only one scanner: Will only be scanning out one side, usually the right You must plan and fly so as to keep the right side of the aircraft facing the search area at all times, on each leg Increases the time needed to search a given area Reduces search effectiveness (less double coverage) Parallel track or creeping line patterns not recommended State the normal, assumed number of aircrew needed for a mission. Discuss how you must alter normal search patterns if you only have one scanner onboard. Draw and discuss flying at least two legs of a grid search with only one scanner aboard.

Flying a Search Pattern
Your primary contribution to the success of the mission is to fly assigned search patterns completely and precisely This must be done while fulfilling the duties of a PIC; primarily “see and avoid” obstacles and other aircraft Must consider the possibility of engine trouble or failure at low altitudes; always have an ‘out’ Low and slow and the engine quits. Where do you land? Always be honest and forthright with yourself and crew: Not at the right airspeed or altitude when you enter the pattern? Exit and re-enter when you’re set up. Made the last turn a tad wide? Redo the leg, if necessary. Scanner complaining that he can’t see anything? Slow to something less than 120 knots. Discuss special considerations while flying CAP searches.

To Go or Not to Go? That is the Question
Let’s see…..been briefed, planned the sortie, got my releases, preflight is done and the crew is briefed A mission pilot may accomplish all of this and still not be safe to fly the mission How can this be? Discuss “go/no go” decision making.

It all comes down to the individual and the circumstances: How long has it been since you’ve taken off with a 14 knot cross-wind? Have you ever taken off and landed on an icy runway? When did you last fly cross-country at night? When was the last time you flew in actual IMC? Two primary stupid (mission) pilot traits: Overconfidence (Who? Me?? No!!!) The need to accomplish the mission no matter what

The most effective way to prevent you from becoming the weak link in an accident chain: Be brutally honest about your abilities, given the present (or predicted) circumstances A mission pilot must have the courage and integrity to decline a mission you don’t feel comfortable doing Always remember that others are putting their lives in your hands! DISCUSS SOME SITUATIONS from the text and from the pilots Elicit other situations from the students.

QUESTIONS?

Electronic Search Patterns (Chapter 7)

Objectives Discuss the various types of ELTs {O & P; 7.1.1}
Describe how an ELT can be detected {O & P; 7.2} Describe how the aircraft DF works in both the Alarm and DF modes {O & P; 7.3.1} Discuss using the DF during a typical ELT search {O & P; 7.3.2} Response during initial phase, including signal fade Response when getting close Response as you pass over the beacon

Objectives (con’t) Describe the following ELT search methods: {O & P; 7.4 – 7.7} Homing Wing null Aural Signal Discuss signal reflection and interference {O & P; 7.9} Describe how to silence an ELT and the legal issues involved {O & P; 7.10}

Objective: The Elusive ELT
Automatic radio beacon (100 milliwatts) Roughly equal to that of a regular flashlight Can be heard on a line-of-sight basis Remember that the ELT may be attached to an aircraft or vessel in distress! Click Icon to Hear an ELT ©2000 Scott E. Lanis

The ELT Activated by g-force (when armed) Three primary frequencies:
Some can be activated by the pilot in the cockpit Three primary frequencies: 121.5 MHz (VHF emergency) 243 MHz (UHF emergency – military guard) MHz (third generation advanced ELT/EPIRB/PLB) General types: General aviation aircraft Military (“beepers” or “beacons”) Marine EPIRB Personal Locator Beacons (PLBs) Test station (training practice beacon) Advanced (406) Discuss the various types of ELTs.

ELT Antennas: 406 (left) & 121.5 (right)

Most GA aircraft have 121.5 MHz ELTs installed
But they don’t always survive a crash Less than one-third of all crashes have a survivable (operable) ELT.

Military beacons Military Aviation Emergency (formerly Military Beacon Distress Signal) Personnel ejecting/parachuting will have a beacon that transmits on 121.5, 243 & 406 MHz Some downed pilots may be able to communicate via two-way radio using a military survival radio Beacon mode transmits like an ELT Can monitor and track using CAP DF units Most often left locked in the aircraft. You search for the signal while the pilot is asleep in a local motel. Don’t be hesitant to call the Air Force; they take alarming beacons seriously and will send someone out to silence it.

Personal beacons Personal Locator Beacon (PLB)
Sometimes “Personal Emergency Transmitter” (PET) Intended for hikers, hunters, boaters, and other remote wilderness travelers MOST Use a 406 MHz transmitter and a MHz homing signal (generally, at only 25 milliwatts) Many are also equipped with a built-in GPS receiver that provides lat/long coordinates Each PLB must be registered with NOAA

Marine EPIRB Emergency Position Indicating Radio Beacon
Similar to an ELT, an EPIRB is used on ships and boats Mandatory on certain commercial vessels Most have installed the new 406 MHz EPIRBs (older units on MHz) Some activate automatically and others are manually activated Contact the marina operator.

Beacon-Like Devices Smartphones SPOT Spider Tracks Blue Force Tracker
DeLorme inReach Communicator SATPHONE Networks (Globalstar, Immarsat, Iridium, TerreStar, Thuraya) Contact the marina operator.

406 MHz ELTs Designed to operate with SARSAT/COSPAS
MHz beacons have data burst encoding every 50 milliseconds that identifies each registered individual beacon Also produces ~100 milliwatt 121.5/243 MHz homing signals, and may transmit GPS coordinates Sends a coded signal that can be used to obtain the owner's name, address, phone numbers and type of aircraft, so AFRCC can call the number to see if the aircraft is really missing (70% resolved) Since geostationary satellites process the signal it will be heard more quickly and allow a much faster response (~ 6 hours). If the unit has a GPS receiver, it can transmit lat/long coordinates to further speed the search. The signal can also penetrate dense cover (e.g., trees). Still very expensive (~ three times as much as a MHz ELT) Still cost upwards of $2000, so don’t expect large-scale upgrades anytime soon.

406 MHz ELTs (con’t) Designed to operate with SARSAT/COSPAS
System accuracy in pinpointing location greatly improved: 121.5 MHz ELT accuracy is limited to a nm radius (~ 500 square nm) 406 MHZ ELTs can be narrowed down to a 1-3 nm radius (~ 25 square nm) 406 MHz units interfaced with the aircraft’s GPS can be narrowed to within 100 yards Strong power signal (5 watts) sent to satellites every 50 seconds 121.5 MHz continuous low-power homing signal ( mW; typically 100 mW) facilitates target location by either the old DF units or using the new Doppler DF units

Practice Beacon Training Practice Beacons
Includes ones used by CAP All should operate on MHz by now (if it isn’t, don’t use it) During practice searches, avoid calling the practice beacon an ‘ELT’ when communicating over the radio May cause confusion Always use the term ‘Practice Beacon’ Its called a “Practice Beacon,” not an ELT. Using the term “ELT” over the radios can cause confusion with ATC.

Testing an Aircraft ELT
Can test the aircraft’s MHz ELT within the first five minutes after each hour, and only for three audible sweeps 406 MHz ELTs should never be activated unless you are in grave and eminent danger. 406 MHz ELTs should only be tested using the “self-test” feature of the ELT or in accordance with an approved maintenance program. When was the last time you tested the ELT in your aircraft? Do you regularly monitor MHz after you land (or look at the 406 MHz remote LED)? Ensure your ELT didn’t activate This isn’t considered a test, by the way, but you can try this excuse if you like You should also monitor the ELT after the aircraft has been moved by ground personnel

Inadvertent Activation
Excessively hard landings (Welcome aboard, Ensign!) Hard handling on the ground Inadvertent change of switch position During removal/installation Malfunction Non-ELT source on MHz (computers, broadcast stations, even pizza ovens!) Monsieur Murphy Check after landing. It’s very embarrassing to search for an ELT signal and find it in a CAP aircraft!

False Alarms Approximately 97% of received MHz ELT signals are false alarms For MHz ELTs about 1 in 1000 are actual emergencies (2 in 100 composite alerts) For 406 MHz ELTs about 1 in 10 are actual emergencies What’s the big deal? Waste time and manpower They block emergency communications on and 243 MHz (guarded by towers, overflying aircraft, and the military)

QUESTIONS?

SARSAT/COSPAS Detection 121.5/243 MHz ELTs
Until 1 Feb 2009 most ELTs were initially detected by the SARSAT-COSPAS system This system no longer monitors and MHz SARSAT-COSPAS only listens for 406 MHz signals now Initial detection for a ELT must come from an airborne or surface-based asset: Airliners, military aircraft, ATC facilities Participating civil traffic: YOU Using the Area of Intersection method should get you closer, but you may need mission staff to assist

Area of Intersection

SARSAT/COSPAS Detection 406 MHz ELTs
In the event the 406 MHz ELT is activated (such as during a crash) it will transmit the position information to the geostationary satellites that constantly monitor MHz transmissions Once activated it transmits the standard swept tone on and MHz at ~100 milliwatts Additionally, the MHz 5-watt transmitter turns on at 50-second intervals; during that time an encoded digital message is sent to the NOAA-SARSAT satellite (part of the COSPAS-SARSAT satellite system). Information includes: • Serial Number of the Transmitter or Aircraft ID • Country Code • I.D. Code • Position Coordinates (Lat/Long), if coupled to the aircraft’s GPS unit

SARSAT/COSPAS Detection
The unique identification code that is transmitted to the satellite helps the Air Force Rescue Coordination Center (AFRCC) determine whether an emergency actually has occurred, as this permits accessing a registration database that contains the: • Owner's Name • Owner's Address • Owner's Telephone Number • Aircraft Type • Aircraft Registration Number • Alternate Contact This data facilitates inquiries as to the whereabouts of the aircraft (e.g., Flight Plan filed)

SARSAT/COSPAS Detection
For 406 MHz ELTs without the position data, it is necessary for the satellites to pass overhead, using Doppler Shift technology to determine position; this results in position accuracy of 1-3 nm If the unit is coupled with the aircraft’s GPS position accuracy is within 100 yards! In a worst-case scenario there could be a 3-4 hour wait for a polar orbiting satellite to pass overhead. [Note: This is still much better than the MHz ELT position accuracy of nm]

OK, So How Should I Treat an ELT Mission?
AS AN EMERGENCY! Its not possible to know for sure whether an ELT signal is a distress signal or a false alarm Although the statistics are against a ELT, you must act as though it is a valid distress call If you take advantage of them, every ELT mission allow you to keep your skills sharp!

Locating the ELT Signal
The biggest part of this chapter covers searching for a 121.5/243 MHz ELT signal If the signals are coming from a 406 MHz ELT the initial search area will be much smaller and thus easier to find, even if your aircraft is not equipped with a Doppler DF unit You can easily modify the following procedures for this case However, a 406 MHz ELT’s homing signal is significantly weaker than the old MHz-only ELTs; this results in situations where air, ground and maritime SAR assets may not detect the homing signal until within a few hundred yards or less of the beacon. Becker SAR-DF 517 and RhoTheta RT-600 operation is covered later in the ‘Doppler DF’ section of this chapter Route or parallel track to pick up the signal If no SARSAT hits or definitive LKP: 4,000 to 10,000 AGL Large track spacing (start at 60 nm, then do halves) Once signal is detected, DF the signal Describe how an ELT can be detected.

Direction Finder (DF) A direction finder compares signal strengths from two antenna patterns to let the user know: When you are “centered” on a signal headed directly towards OR away from the signal source Which direction to turn when not centered Similar to an ADF needle, but only points left or right, hence the term “left-right homing” Describe how the aircraft DF works in both the Alarm and DF modes.

L-Tronics DF (Becker SAR DF is in the Flight Guide)
The meters in the remote indicator are heavily damped so the needles will react more slowly than the one on the receiver panel. This helps suppress flutter of readings while tracking but may take a little getting used to, particularly when adjusting the Sensitivity control setting to keep the strength readings on scale. Turn the Sensitivity control slowly. Normal: Alarm toggle in ‘up’ position DF: Toggle is ‘down’ Remote meter

DF Antennas L-Tronics antenna Becker antenna

Step 1: Acquire the Signal
To hear the signal you can use your L-Tronics receiver or one of your comm radios To acquire with a comm radio, turn the squelch OFF (pull out the volume knob out or flip the appropriate switch) The static you hear may be annoying, but it will allow you to hear the signal at the earliest possible time Allows for a weak or distant signal to be heard Proceed at a reasonable altitude to the SARSAT composite hit, or to the point designated by your incident commander ©2000 Scott E. Lanis

Beginning The Search: Altitude Selection
Higher altitudes allow for reception of the ELT signal at greater distances ELTs transmit on MHz and MHz, both of which limit reception to “line of sight” Terrain will block ELT signals HIGHER is therefore usually BETTER to acquire a signal Medium altitude is generally better for searching (after signal heard) 3,000 to 5,000 AGL NO SIGNAL SIGNAL HEARD! ELT ©2000 Scott E. Lanis

Step 2: Track (DF) the Signal
There are many different ways to DF an ELT signal: Left-Right DF Homing (L-Tronics DF) Wing Shadow Method Aural Search Metered Search Combinations of the above techniques Describe the following ELT search methods: homing, wing null (shadowing), aural search and signal search. ©2000 Scott E. Lanis

Wing Shadowing By flying in a circle, at some point the wing will block the ELT signal to the receiver antenna This causes an audible decrease in volume, called a “null” Almost any VHF-AM aircraft communications radio may be used with this method ©2000 Scott E. Lanis

Wing Shadowing: Antennas
To properly use the Wing Shadowing method, you MUST know where the antenna for the radio you are using is installed & located on the aircraft Communications radio antennas are usually, but not always, located above the wings Can be above the fuselage or in the tail L-Tronics Aircraft DF antennas may be above or below the aircraft Below the aircraft is the preferred installation

Communications Antennas Above the Wing
©2000 Scott E. Lanis

DF Antennas Below the Wing
©2000 Scott E. Lanis

QUESTIONS?

How To DF by Wing Shadowing (Wing-Null method)
45 135 225 315 Fly a constant bank angle 360° turn the audio will “null,” or get significantly quieter, when your wing blocks the antenna’s reception of the ELT signal ©2000 Scott E. Lanis

Wing Shadowing: Signal Blocking Antennas Above the Wings
ELT NULL NULL NULL ©2000 Scott E. Lanis

Wing Shadowing: Antennas Above the Wing
Turn in a circle until you hear the null (significant decrease in volume) The ELT is 90º to your LEFT SUBTRACT 90º from your heading N S E W 45 135 225 315 ELT ©2000 Scott E. Lanis

Wing Shadowing: Signal Blocking Antennas Below the Wings
ELT NULL ©2000 Scott E. Lanis

Wing Shadowing: Antennas Below the Wing
Turn in a circle until you hear the null (significant decrease in volume) The ELT is 90º to your RIGHT: ADD 90º to your heading N S E W 45 135 225 315 ELT ©2000 Scott E. Lanis

Aural (Hearing) Search Method
This is based on the assumption that the area of equal beacon signal strength is circular: do NOT adjust volume during this search; you will need it to determine equal levels of signal Begin by plotting your position as soon as you receive the ELT signal Fly that course for a short distance, then turn 90º left or right and proceed until the signal fades Turn around (180º) and mark where the signal fades on the other side of the circle Plot chord lines similar to that of the diagram Bisect the chord lines at a perpendicular Plot a course to the location where the perpendicular lines intersect: this should be the location of the target! ©2000 Scott E. Lanis

Aural Search commence low altitude pattern ELT SIGNAL FADES HEARD
Equal signal strength circle: barely audible signal in aircraft receiver at search altitude chord 1 chord 2 chord 3 ELT commence low altitude pattern descending SIGNAL FADES HEARD ©2000 Scott E. Lanis

Metered Search (Build & Fade) Method
This search requires a signal strength meter (like that on the L-Tronics DF units-if the DF portion of the unit is inoperative you can still use this type of search as long as RECeive is OK Note your signal strength when beginning the search Fly a straight line until the signal gets lower, then increases to your original level Turn 180º and return to the lowest level of signal, then turn 90º left or right You should now be headed directly towards or away from the transmitter If the signal increases in strength, you are headed directly for the ELT If the signal decreases in strength, turn 180º ©2000 Scott E. Lanis

Metered Search ELT 3 2 6 4 5 1 ©2000 Scott E. Lanis 8.0 FADE 4.0 6.0
3.0 2.0 5.0 2 MAXIMUM SIGNAL THEN DROP 1.0 2.0 6 MAXIMUM 3.0 4 4.0 SIGNAL 5.0 6.0 5 6.0 8.0 1 FIRST SIGNAL ©2000 Scott E. Lanis 8.0

Left-Right DF Homing Most CAP corporate aircraft have L-Tronics LA-Series Left-Right Homing DF units These units operate virtually the same, but there are two major varieties: Single Meter Models Dual Meter Models ©2000 Scott E. Lanis

L-Tronics DF Types Single Meter Model Dual Meter Model VHF-DF VHF DF
ALARM OFF m SENS ®VOL VHF-DF 243 121.6 AUX 121.5 DF REC L-Tronics ALARM OFF 243 121.6 AUX 121.5 m SENS ®VOL VHF DF DF STRENGTH ©2000 Scott E. Lanis

Frequency Switch Selects frequency to be used
Use MHz for actual ELTs/EPIRBs 243.0 MHz may also be used for all actual electronic searches Use MHz for training Refer to owners manual for use of the “AUX” position L-Tronics ALARM OFF m SENS ®VOL VHF-DF 243 121.6 AUX 121.5 DF REC ©2000 Scott E. Lanis

Mode Switch Only Single-meter units have this switch
Dual-meter units use two displays, so both REC and DF operate continuously and simultaneously REC is short for RECeive mode REC makes the unit’s dial work as a strength meter DF is short for Direction Find DF gives left-right homing to the ELT/EPIRB signal ALARM is for NON-MISSION flights only Use only during normal flying to alert the presence of an ELT or EPIRB L-Tronics ALARM OFF m SENS ®VOL VHF-DF 243 121.6 AUX 121.5 DF REC ©2000 Scott E. Lanis

Volume & Sensitivity Volume controls the audio level to the speaker or headsets Sensitivity controls the amount of signal that enters into the DF unit It is critical that the proper amount of signal enters the DF: half-scale, or the middle, is an optimum starting place As the signal gets stronger, reduce SENSITIVITY, not volume The DF will be unreliable as too much signal is received, so you must cut out part of it by reducing the sensitivity More than three-quarters scale is too much L-Tronics ALARM OFF 243 121.6 AUX 121.5 m SENS ®VOL VHF DF DF STRENGTH ©2000 Scott E. Lanis

DF Settings for Single-Meter Models
MISSIONS Select (or for training missions) Select DF Mode Turn Sensitivity to Maximum (Full Clockwise) Turn Volume to About Mid-Scale DF Needle Will Move Slightly Left and Right NON-MISSION FLIGHTS Select 121.5 Select Alarm Mode Turn Sensitivity To Maximum ©2000 Scott E. Lanis

DF Settings for Dual-Meter Models
MISSIONS Select (or for training missions) Ensure Alarm Toggle Off (down position) Turn Sensitivity to Maximum (Full Clockwise) Turn Volume to About Mid-Scale DF Should Stay About Centered Strength Meter Will Move Up-Scale to Right NON-MISSION FLIGHTS Select 121.5 Turn Alarm Toggle On Turn Sensitivity To Maximum ©2000 Scott E. Lanis

Pre-Flight Functional Check
Just as you pre-flight the rest of the aircraft, you should preflight your DF when going on an ELT electronic search mission These procedures are covered in the MO/MP Reference Text Normal Operations and Checks ©2000 Scott E. Lanis

QUESTIONS?

Six Steps for DF Use these 6 steps for locating ELTs and EPIRBs with L-Tronics LA- series airborne DF equipment Use the full procedure every time for the best results RECeive HALF DF TURN CHECK SHOOT Each of these steps will be described in detail in the slides to follow Discuss using the DF during a typical ELT search. Include how the DF should respond during the initial phase (including signal fade), when you are getting close, and when you pass over the beacon. ©2000 Scott E. Lanis

Step 1: RECeive Once you have started to receive the ELT or EPIRB signal on the proper frequency If you have a single-meter unit, turn the mode selector to RECeive and turn the volume to a comfortable level If you have a dual meter unit, refer to the STRENGTH window (no need to change modes) ©2000 Scott E. Lanis

RECeive Mode/Strength Window
In receive mode or in the strength window, the unit measures signal strength Needle to the left means low; to the right means high Values are relative depending on the sensitivity you have selected You may still be able to use the strength meter even if the DF is not functioning perfectly It is possible to locate an ELT using only the Receive Mode Utilize Aural Search/Metered Search methods to accomplish If the unit isn’t completely operable, try wing shadowing using one of the aircraft’s communications radios and use the DF unit’s strength meter as a backup using the aural/metered methods

Step 2: Half Now that the unit is in RECeive mode and you have a good signal, turn the Sensitivity Knob to HALF SCALE This is in the center of the window If you are flying with a dual-meter unit, turn the Sensitivity Knob so the needle reads HALF SCALE in the STRENGTH window A half-scale strength reading will prevent too much signal (over sense) from entering the unit and will provide you with a good starting point It is also the optimum for the DF homing antennas ©2000 Scott E. Lanis

Step 3: DF For single-meter units, turn the mode selector knob to DF
In DF mode, you can think of the needle as always pointing Direct to the Flipping target. For dual-meter models, simply refer to the DF window (no need to change modes) ©2000 Scott E. Lanis

DF Antenna Antenna Elements
The aircraft DF unit has a 2 or 3 “element” antenna Commonly, we might call this two or three antennas It just means there are two or three rods! This antenna setup is directional One element actually receives the signal The other elements (rods) reflect the signal away from the first rod N98987 Antenna Elements

Antenna Reception Pattern
When viewed from the bottom, an antenna setup like the one pictured on the previous slide produces a reception pattern like the one shown here This pattern is called “carotid,” which means “heart-shaped” The pattern is the same even if the antennas are mounted above the wing Element 1 2 3 ©2000 Scott E. Lanis

Direction Finding Mode/Window
The DF mode rapidly alternates the receiving and reflecting antenna elements It chooses one element as the receiver and the other two as the reflectors, then switches to the other set This produces a carotid pattern each time the unit switches one is shown in blue, the other in yellow By comparing the two patterns, the unit will determine when they are equal When they’re equal, the needle centers! When the needle is centered, the target is either directly ahead or behind you!

Step 4: Turn Turn at least one FULL circle, noting where the DF needle centers Under ideal conditions, the needle will center twice When facing directly at the source of the signal When facing 180º away from the target You will solve this problem (called ambiguity) in the next step ©2000 Scott E. Lanis

WHEN THE PATTERNS ARE EQUAL, THE DF NEEDLE CENTERS!
DF CENTERS ELT (Possibility 1) Alternating Antenna Patterns WHEN THE PATTERNS ARE EQUAL, THE DF NEEDLE CENTERS! Alternating Antenna Patterns ELT (Possibility 2)

Step 5: Check Use Turn to Tell
Remembering that in DF mode the needle always points Direct to the Flipping target When you have the needle centered, turn left or right If you turn left and the needle goes left, the ELT is 180º from your present heading If you turn left and the needle turns right, the ELT is dead ahead ©2000 Scott E. Lanis

AMBIGUITY When Needle Centers This situation is called “ambiguity”
ELT (Possibility 1) When Needle Centers ELT is Directly Ahead or Behind This situation is called “ambiguity” To Solve ambiguity: Use Turn to Tell Make a turn left or right The needle always points Direct to the Flipping Target (DF!) ELT (Possibility 2)

DF NEEDLE Compare the RED (LEFT) and the BLUE (RIGHT) antenna patterns
ELT Compare the RED (LEFT) and the BLUE (RIGHT) antenna patterns In this case, the LEFT pattern is stronger than the RIGHT In DF mode, the needle would then point LEFT The needle always points Direct to the Flipping Target!

SOLVING AMBIGUITY Actual ELT position is unknown to user
ELT (Possibility 1) ELT (Possibility 2) Actual ELT position is unknown to user Make a small turn left or right As a teaching reminder, “Use a TURN to TELL” SOLVING AMBIGUITY

SOLVING AMBIGUITY Example: Actual ELT position is unknown to user
ELT (Possibility 1) ELT (Possibility 2) Actual ELT position is unknown to user Make a small turn left or right As a teaching reminder, “Use a TURN to TELL” Example: TURN LEFT needle goes left SOLVING AMBIGUITY

SOLVING AMBIGUITY Example: Actual ELT position is unknown to user
Make a small turn left or right As a teaching reminder, “Use a TURN to TELL” Example: TURN LEFT If needle goes left ELT is to your left (behind you) SOLVING AMBIGUITY ELT (Possibility 2) ELT (Possibility 2)

SOLVING AMBIGUITY If you turn Left and the needle moves Right
ELT (Possibility 1) ELT (Possibility 2) If you turn Left and the needle moves Right The ELT is in Front of you! SOLVING AMBIGUITY

SOLVING AMBIGUITY If you turn Left and the needle moves Right
ELT (Possibility 1) If you turn Left and the needle moves Right The ELT is in Front of you! Example: Turn left Needle goes right SOLVING AMBIGUITY ELT (Possibility 2)

SOLVING AMBIGUITY Solution:
ELT (Possibility 1) Solution: If you turn Left and the needle moves Right The ELT is in Front of you! SOLVING AMBIGUITY

N S E W 45 135 225 315 Step 6: Shoot Use your DG to determine a bearing to the target & follow it You may need to fly through a zone of signal dropout Be watchful for signs of signal passage If you get signal passage, consider using the “pinpointing the target” techniques listed in this presentation Frequently repeat the full six steps to ensure you are heading in the right direction and that you didn’t inadvertently over fly the ELT ©2000 Scott E. Lanis

How A DF Unit Works: Summary
Two Main Modes of Operation RECeive DF RECeive Mode is a Strength Meter Left is low, right is high DF Mode Centers on Signal Always points to the signal Use a Turn to Tell when solving ambiguity Aircraft and ground units work the same way

QUESTIONS?

Reflections Reflections of an ELT signal work just like a flashlight off of a mirror Any flat, hard, or wet object can cause signal reflections Mountains, especially cliff faces Hangars and other metal structures Wet grass or snow Large bodies of water or ice Power lines can also have a large effect on a low-powered signal such as an ELT Discuss signal reflection and interference. ©2000 Scott E. Lanis

Beating Reflections Check your sensitivity at half-scale or lower
But ensure that its high enough to receive adequate signal Reflections will generally be weaker than the most direct path to the target Following reflections will generally take your closer to the target If sensitivity is set to minimum, try DFing on a different frequency For example, if you are trying to locate an actual ELT on MHz, try locating it on or MHz when you get close When all else fails, fly somewhere else to get a good DF bearing-or try that at the first sign of problems! Practice this by setting up practice beacon beside a tower, fence or inside a hanger ©2000 Scott E. Lanis

Carrier-Only Signals You don’t always need to hear the ELT or EPIRB to find it A carrier-only signal may be broadcasting with no audible sweep This is especially true with low or old batteries, damaged ELTs, or spurious transmissions You can identify a carrier-only signal by DEFLECTION Good needle deflection generally indicates a signal that is strong enough to DF Compare your deflection to another frequency If you are using MHz, try it on MHz If deflection is the same in both frequencies, you DON’T have a signal, just random noise (or your DF unit may be malfunctioning) If deflection is different, keep at it! You have the signal If a signal is only received on 243 MHz, it may be a malfunctioning antenna (e.g., an FAA tower). If you DF to the location (particularly on or near an airport) and you keep ending up at an antenna, investigate. Find out who owns the antenna and its purpose. Inform the IC and let the controlling agency troubleshoot the problem. ©2000 Scott E. Lanis

Vertical Reflections & Signal Dropout
The transmission pattern (similar to the reception pattern of the DF antennas, only for transmission) of an ELT is not a perfect circle or sphere It has lobes, or, stronger and weaker points This is accentuated when the ELT is transmitting from a location above the surrounding ground When you get a good DF heading and the signal fades or drops out completely you may just be outside of one of the signal lobes When you reacquire the signal, it should be stronger than when you lost it ©2000 Scott E. Lanis

Signal Dropout NO SIGNAL SIGNAL HEARD
If you encounter a signal dropout, continue to fly on your last good DF heading You should reacquire the signal in a few minutes Actual time will depend upon your distance to the target If you are unable to reacquire, return to where you last heard the signal and re-DF NO SIGNAL SIGNAL HEARD ©2000 Scott E. Lanis

Signal Strength The rate of change in signal strength increases as you get closer to the transmitter, and RECeive mode or the STRENGTH window measures signal strength This is due to Maxwell’s inverse square law: When you double the distance from an object, the energy you receive from it is 1/4 of what you originally received, or the inverse square: 1/(22) = 1/4 After Scottish Physicist James Clerk Maxwell, You will therefore need to turn down the sensitivity to keep the unit at half scale in the RECeive mode or STRENGTH window much more often as you get close to the source of the signal This should let you know that you’re getting close ©2000 Scott E. Lanis

Signal Strength Rate of Change
SENSITIVITY KNOB DECREASES EXPONENTIALLY AS DISTANCE DECREASES 1 2 3 4 5 6 7 ©2000 Scott E. Lanis

Cone of Confusion Cone of Confusion Antennas receive best when the pole is perpendicular to the signal When you approach the directly overhead position on an ELT, your DF will become unreliable It may swing left and right It may center regardless of your heading You should practice to see what this “station passage” reading looks like It is similar to crossing a VOR ©2000 Scott E. Lanis

Reception in the “Cone of Silence”
You may also get a significant drop in ELT signal since the antennas don’t receive well directly off of their tips Although called a cone of silence, you will probably only see & hear a large decrease in signal instead of complete silence antenna signal GOOD POOR ©2000 Scott E. Lanis

Pinpointing the ELT If you get a station passage indication, make an approximate 180 degree turn and DF back to the target Repeat this process using different approach angles each time, remembering that your path may be curved due to wind (like uncorrected NDB holding) The point where station passage is received several times should be the location of the target 1 2 3 ©2000 Scott E. Lanis

Pinpointing the ELT After you think you have the target located:
Make a low pass over the suspected location and visually scan If signal strength decreases significantly or drops out, climb back and try again This is not the target: sometimes false targets will appear due to reflections or other interference If you hear the ELT at low altitude, you probably have the right place A low pass down a runway might be a good idea if you suspect a particular airport Discuss signal offset method as another way to pinpoint the signal. ©2000 Scott E. Lanis

QUESTIONS? NOTE: The newest CAP Direction Finder, the SAR-DF 517, is in very limited use and so is not covered here. Information on this unit can be found at

DOPPLER DF UNITS

406/121.5 MHz DF Units Becker SAR-DF 517 or RhoTheta RT-600
Theory of operation is Pseudo Doppler Shift, covered in the Advanced ELT presentation (separate) Easy to use Displays a delayed average heading to the beacon Monitors 121.5, 156.8, or the 406 MHz frequencies Able to process newest ELTs, EPIRBs, & PLBs NOTE: All 406 MHz Distress Beacons used in the United States transmit MHz Homing Signal at a power level that is significantly reduced from the old analog-only beacons

406/121.5 MHz DF Units Natural and man-made obstructions (e.g. ravines, crevasses, buildings, or fuselage) may prevent a 406 MHz Distress Beacon from obtaining a GPS signal While these obstructions may impede the beacon’s ability to provide an accurate fix, the 406 MHz encoded data burst, transmitted every 50 seconds at 5 Watts, should punch through any tree canopy, crevasses and other formations In the case of a missing aircraft with a 406 MHz ELT, the lack of any 406 MHz COSPAS-SARSAT detection implies that the ELT may be damaged and unable to transmit its data burst In these cases, as well as where an older technology MHz analog-signal distress beacon is suspected, aircrews and ground teams should be especially vigilant for the significantly weaker MHz Homing Signal

Becker SAR-DF 517 Monitors 121.5, 156.8, 243.0, or 406 MHz in the SAR Mode The radio frequency spectrum band for 406 MHz Distress Beacons comprises 19 channels between MHz and MHz The Becker 517 only monitors three of these channels (Channels 1, 2 & 3, with Ch. 1 being a reference channel)

RT-600 CAP is currently modernizing its fleet of Becker SAR-DF 517 equipped aircraft with the RhoTheta RT-600 Unlike the Becker 517, the RT-600 monitors all of the 406 MHz distress beacon channels

121.5 MHz Homing Signal - Reduced Detectability
Since GPS-equipped 406 Distress Beacons have an accuracy of better than 100 yards (1-3 NM when GPS data is not available), the signal strength of the MHz Homing Signal is significantly reduced from the dedicated MHz-only beacons. This is done to minimize the impact on the aviation use of this frequency for emergency communications. A greater impact to the detectability of the signal is that the newer beacon’s shorter 7-inch antenna is optimized for its 406 MHz component’s 5 Watt transmitter The combined result is that the Homing Signal’s effective radiated signal strength may be less than 1/10th of the older dedicated MHz Beacons with antennas that are over 24 inches long The lower radiated power results in situations where air, ground and maritime SAR assets may not detect the MHz Homing Signal until within a few hundred yards or less of the beacon

Interim Procedures for 406 MHz Missions
The IC must inform the aircrew of the specific detected frequency. If the detected 406 MHz frequency is not Ch. 2 or Ch. 3, the aircrew will not be capable of detecting the signal using the Becker 517 in SAR Mode: In this case, the aircrew should initially focus on the reported fix location to reduce their search area The aircrew must then depend solely on their ability to detect and prosecute the significantly reduced-power MHz Homing Signal Ground Teams must be clearly advised that these devices radiate a significantly reduced MHz Homing Signal: Typically, this is less than 100 yards of the 406 MHz beacon This is much less that the signal from the higher-power MHz beacons they are used to working with

SAR-DF 517 Operation Power Mode Page Tune Squelch DF Locate

Power POWER: Press the ON/OFF button—unit should power up and illuminate Be prepared to execute the next steps… …If you’re not fast enough, you may need to recycle power (turn it off and back on)

Mode MODE: Using the PAGE knob (upper right knob), select:
EMERGENCY for an actual SAR or TRAINING for a training mission This setting can only be changed on power up Recycle power to change the Mode After setting EMERGENCY or TRAINING, just WAIT until the unit automatically goes to the next page The “wait time” is about 15 seconds Don’t push any buttons or turn any knobs during this period

Page Use the PAGE knob to cycle to desired page
Page 1 is most like an ADF Page 2 is good for forward quarter only Page 3 is most easily read by the entire crew, but only in relative bearing

Tune The lower-right +/- knob changes the frequency
You want 121,500 for an actual SAR or 121,775 for training You can alternately use 243,000 or 243,550 respectively You will only be able to select training frequencies while in the training mode Similarly, you can only select actual SAR frequencies in the emergency mode 156,800 is for Marine Band Channel 16 EPIRBs Notice the commas: the Becker is made in Europe; the commas replace a decimal point

Squelch Setting Triangle
Adjust the Squelch knob on the upper left of the unit The Squelch knob may be marked SQL or DIM (depending when your Becker was made) Adjust the small triangle arrow until it is pointing barely above the solid bar The solid bar represents static or ambient noise, but you will want to listen and make sure that the “static” is not actually a signal When trying to acquire a signal, you may want the Squelch all the way down You may also want to do this to make sure you can hear audio from the Becker Turn the lower left knob to adjust the volume to a comfortable listening level Squelch Knob Squelch Setting Triangle Ambient Noise Level

DF (Direction Find) Follow the relative bearings to the ELT
Use homing procedures like an ADF Correct for strong winds, if known Remember that these are RELATIVE bearings with the nose of the aircraft being 360°/ 000° !!! If you are showing a >006> that means turn right 6° If the unit shows <354<, then turn LEFT 6° This is similar to a fixed-card ADF RB + TH = TB (“RuB THe TuB”) Relative Bearing + True Heading = True Bearing This is also true if we replace magnetic bearing and heading instead of the trues: RB + MH = MB Therefore, if the Becker DF indicates >010> and you are flying a 270° heading, the magnetic bearing of the ELT is 280°. Add right, subtract left.

Becker Direction Finding Notes
The clear marbles indicate when the Becker first and last receives the ELT signal in its circle Watching the clear marbles will give you an indication of how coherent your DF solution is: The marbles will always jump around; if they jump around a LOT you don’t have a good DF You can test this by seeing what your indications are when you reduce the squelch enough to “DF” static The clear marbles will jump all over the place Static can sometimes look like a carrier-only signal The dark marble should be fairly stable on an actual signal because of signal-averaging software >020> DARK MARBLE CLEAR MARBLES

Locate After flying over the ELT, you should get a “station passage” indication Turn around and re-DF to locate the target This is similar to locating with the L-Tronics DF If you keep the signal at 090 or 270, you can fly a “turn around a point” using the DF If the target isn’t visually significant, this will give your Scanner(s) the opportunity to put eyes on the target

Bearing on More than One Transmitter
If bearing from a long distance, the DF will be pointing at the middle of the two transmitters This is because the Becker averages the signals it gets Exactly in the middle between two transmitters, the DF will display an unusable bearing value The clear marbles will swing WIDE (180 degrees or more) when in the middle of 2 averaged signals Exactly over one transmitter the DF will be pointing to another (garbling cone) Tactic for this situation: don’t fly the approach exactly following the indicated averaged bearing: fly about 20 degrees left or right

RhoTheta RT-600 Differences
Power up lets you know which version you have Frequency Selection is different Excellent instructional video: Suggested reading if you operate this equipment: RhoTheta Home Page (download the manual):

SAR-DF 517 / RT-600 Conclusions
The Becker unit is not as sensitive as the L-Tronics DF, so you must be significantly closer to the ELT to get initial signal Because it uses averaging functions, it will not instantaneously point to an ELT like the L-Tronics unit -- there is definitely a delayed reaction The displays on the Becker lead you to believe that it is a pseudo-RMI or ADF-type pointer. This is not the case. Even when the complete circle (page 1) is displayed, the arrow only indicates left or right, NOT how much (such as an ADF). The same is true for the “pie” display (page 2). Look to the “dark marble” to indicate the relative direction of the signal; this acts as an ADF-type pointer

Thoughts Look to the “dark marble” to indicate the relative direction of the signal; this acts as an ADF-type pointer If you do not have an operable training beacon to practice with, pick an AWOS, ASOS, or other continuously-transmitting source that is within the training frequency range. If you tune it in (see the manual, training mode only) you can DF it. A caution with this method, however, is that an AWOS transmits at least 250 times the power level of an ELT. This makes DFing an AWOS much easier than an ELT Be careful with the unit as it costs roughly $10,000. MAKE SURE THE UNIT IS OFF DURING ENGINE START/SHUTDOWN. Most installations have the DF independent of the avionics master (often on a Mission Master bus) and the unit is sensitive to surges from start/shutdown.

Ground DF

Locating the ELT on the Ground
After finding the approximate ELT location, coordinate with ground teams to bring them on-scene Use radio communication and relay GPS coordinates Pick up the ground team at a predetermined location and lead them to the target Alternately, coordinate a pick up point on the radio Practice your air-to-ground coordination skills often try it both with and without radio communication Air-to-ground is CAP’s best unique ES skill! ©2000 Scott E. Lanis

DF upon Landing Many times the ELT is located at an airfield where it is easier for you to land and locate the ELT than it is to get a ground team to the scene You can use a hand-held radio or hand-held DF unit Note: The signal strength of a 406 MHz ELT’s homing signal is significantly weaker than the old MHz-only beacons; you have to be closer to the beacon to detect it and this makes them more difficult to find (especially if it’s coming from inside a hanger) The most commonly used in CAP is the Little L-Per Practice with the Ground/Urban DF teams.

Little L-Per Six Steps Receive Half DF Center Turn Shoot

OK, which of these planes is it in?
You land at an airport with multiple hangars and each hangar is full of aircraft This can make it difficult to find the ELT Two methods can help: Signal-offset Using a hand-held radio without its antenna If the suspect aircraft has an external DF antenna and you can’t get inside to turn the ELT off, try placing an aluminum foil ‘sleeve’ over the antenna to see if the signal strength decreases significantly Don’t forget to use your eyes. Some aircraft have remote indicating lights that flash (usually red) when the ELT is activated. Look for obvious signs that someone has been working near the ELT. Ask the FBO personnel if someone landed sometime before the first ELT report.

Signal-offset: reflected signals are generally weaker so by tuning your radio further away from the primary frequency you can isolate the signal: Assume ELT transmitting on 121.5; set to As you home in set in (you may even work up to 121.7) As you get further away from the area where the signal will break through the squelch becomes smaller and smaller (you can even turn up the squelch to get further isolation)

Using a hand-held radio without its antenna: Once you’ve narrowed the suspects down to one or two aircraft (usually side-by-side), remove the radio’s antenna and hold it next to one of the ELT antennas Turn the volume down until you just hear the signal Don’t key the radio’s transmitter with the antenna removed! Move to the other aircraft’s ELT antenna If the signal is stronger you probably have it; if weaker, its probably the other aircraft May also put an aluminum foil ‘sleeve’ over the antenna Can also combine this with the signal-offset method

OK, where is the thing? ELTs are usually located in or near the rear of the aircraft. Also look for remote switches. Single-engine Cessna: right side of the upper baggage area immediately aft of the baggage door Multi-engine Cessna: left side of the fuselage just forward of the horizontal stabilizer. Accessed through a small push-plate on the side of the fuselage. Single- and multi-engine Piper: in the aft fuselage. Accessed through a small access plate on the right side of the fuselage. Single- and multi-engine Bonanza: in the aft fuselage. Accessed through a small access plate on the right side of the fuselage. Large piston twins (e.g., King Air) and small jets: if installed its probably in the rear section. No visible antenna. May have a small round push-plate that lets you manipulate the ELT switch. Keep a record for future use.

OK, where is the thing? Some aircraft have remote indicating lights (usually red; below) that flash when the ELT has activated; also look for obvious signs of disturbance near an ELT Most 406 MHz ELTs also have a siren-type aural monitor

Silencing the ELT The preferred method is to have the owner (or someone designated by the owner) turn it off and disconnect the battery Second best is to just turn it off The owner may take the switch to ‘Off’ and then back to ‘Armed’ If this is done, stick around awhile and monitor to ensure it doesn’t go off again If you can’t find the owner, you may have to build a foil ‘tent’ (refer to CAPP-2) Describe how to silence an ELT and the legal issues involved.

Silencing the ELT WARNING!
Some new aircraft have a ballistic (rocket-propelled) parachute mounted on top of the fuselage Warning signs on either side If aircraft is damaged, avoid this area Be very careful not to damage the antenna or the paint (assume the owner won’t find it for awhile)

Silencing the ELT Foil Tent 1’ x 5’ Encloses antenna
Flaps at least 18” beyond antenna on fuselage Securely taped (masking tape preferred) Be very careful not to damage the antenna or the paint (assume the owner won’t find it for awhile)

YOUR ELT/EPIRB HAS BEEN DEACTIVATED!
Silencing the ELT Ensure that the owner is notified that the ELT was disabled If you can’t get a phone number, you can place a note on the aircraft (not the window) ®® WARNING! ¬¬ To prevent interference with a bona fide emergency and with the Search and Rescue Satellite System YOUR ELT/EPIRB HAS BEEN DEACTIVATED! by: CAP Search & Rescue Team For Further Information, Contact: name, phone # Can make your own.

Legal Issues Per CAPR 60-3 Chapter 1, CAP members will not enter private property and should not do anything that could cause harm or damage to the distress beacon or aircraft/boat Entry to the ELT should be made by the owner or operator or law enforcement A transmitting ELT is under the legal authority of the FCC, and federal law requires that it be deactivated ASAP (a crashed aircraft is under the authority of the NTSB) Don’t let all this legal stuff intimidate you; its your job to find it and silence it.

Legal Issues CAP members do not have the authority to trespass onto private property, either to gain access to the aircraft or to enter the aircraft to gain access to the ELT Besides the owner/operator, some owners give FBO personnel permission to enter their aircraft

Legal Issues While entry upon private property may be justified if such an act is for the purpose of saving life, every effort should be made to obtain the controlling agency's and/or the property owner's consent If you need entry onto private property in order to search for an ELT, law enforcement authorities such as local police, the county sheriff's office or game wardens may be contacted for assistance.

Legal Issues Normally, local law enforcement officials are happy to assist you; if they are not familiar with CAP and your responsibilities, a simple explanation often suffices If this doesn't work, try calling AFRCC and have them explain the situation

Legal Issues The most important aspect is the manner in which you approach the matter The local civil authorities are in charge, but if the AFRCC tasks you to search, you go search and offer assistance to the civil authorities when the opportunity presents itself If they tell you go home, then phone the IC and/or AFRCC and close the mission Friendliness, courtesy and respect go a long way.

QUESTIONS? Good Hunting!
Be sure to submit paperwork for “Find” and “Save” awards (CAPF 2a) for yourself and your crew. ©2000 Scott E. Lanis

Visual Search Patterns and Procedures (Chapter 8)

Objectives Plan and describe how to fly:
Route (track crawl) search. {O & P; 8.2} Parallel track (sweep) search. {O & P; 8.3} Creeping line search. {O & P; 8.4} Point-based (expanding square or sector) search. {O & P; 8.5 & 8.6} Discuss how to plan and fly a basic contour search. {O & P; 8.7}

The “Stupid Check” “Hey! Wait a minute. This is stupid.”
Do my headings, waypoints, lat/long coordinates, and distances look sensible? Perform: After planning When you start your pattern Periodically thereafter Give examples. You’ll be surprised how often this catches mistakes.

Examples The following examples and worksheets are covered to aid in pre-planning a search pattern Designed for non-moving map GPS, but include all the information you need to set up the GX50/55 Even if your aircraft has GPS with SAR functions, planning in this manner will make your search easier and enable you to be more flexible in the air Advantages of pre-planning: Sets the details of the sortie in your mind Makes entering data (correctly) into your GPS easier Allows pilot and observer to concentrate on their primary task by minimizing navaid setup time and reducing confusion Examples taken from the St. Louis sectional, south of Indianapolis.

Latitude, Longitude and Distance (and the GPS)
One minute latitude = nm Fly one minute north or south, cover one nautical mile (a 1-nm leg width) One minute longitude = anywhere from to nm in the continental U.S. Means you’ll have to fly anywhere from 1.1 – 1.4 minutes of longitude (east or west) to cover one nautical mile Not hard to do, but for training we will use one minute = one mile, even though we’ll be flying less than 1-nm leg widths To get the relationship in your area, go to Give examples. You’ll be surprised how often this catches mistakes.

Route search pattern 1/2 S 1/2 S Track of missing aircraft
Track of search aircraft Used when aircraft missing without a trace - also used at night. Rapid and reasonably thorough coverage near the expected track. 1/2 S 1/2 S

Route search example Assume we’re searching for an aircraft along Highway 46, between Columbus and Greensburg: Draw the route on the worksheet Include significant turns in the highway and other identifiers such as towns, airports and major intersections Search two miles either side of the highway Cover and move to next slide.

Route search worksheet example
Demonstrate knowledge of planning and flying a route search. Refer back to BAK South, as necessary. Explain all information on the worksheet and ask questions to make sure the students understand completely. GX55: “Parallel Track Offset" function allows you to create a parallel course that is offset to the left or right from your current flight plan by up to 20 nm.

Parallel Track search pattern
Used for large and fairly level search areas. Grid search uses this pattern. Can be done East/West or North/South. NOTE: This pattern is included in the GX-50/55 and G1000 SAR packages.

Grid search example Assume we’re searching STL #104-D for a missing aircraft: Quarter-grid, 7.5' x 7.5' Enter the northeast corner One nm track spacing North/South legs No aircraft assigned to adjacent grids Cover and move to next slide.

Grid search worksheet example
GX50/55 Data Type Grid & Sectional: US , STL Pattern: Parallel Line Grid: 104D2 Spacing: 1 nm Direction of Travel: N/S Demonstrate knowledge of planning and flying a parallel (grid) search. Explain all information on the worksheet and ask questions to make sure the students understand completely. GX55: Type of Grid and Sectional (US grid, STL); Type of pattern (Parallel Line); Grid (104D2, where '2' indicates entering the northeast corner of D quadrant *); Spacing (1 nm); Direction of Travel (N/S) The GX55 identifies the corners of quadrants by numbers: 1 = enter the NW corner; 2 = NE corner; 3 = SE corner; and 4 = SW corner. In our example you would enter "104D2.“ Note: If you wish, record this data separately (e.g., a list or table) to make it even easier to enter into the GX55. The example, above, and the other examples that follow are listed in the sequence that you enter them into the GX55.

Creeping Line search pattern
Direction of Search s s s s s Used when fairly sure of the area. Extended line of the intended airport runways. Also specific sections of highways or victor airways. NOTE: This pattern is included in the GX-50/55 SAR package. Used when search area is long, narrow, fairly level and target is thought to be on either side of the expected track.

Creeping Line search example
Assume we’re searching for an aircraft along Highway 31: Draw the route on the worksheet Start at the intersection of Hwys 31/9 (southeast of Columbus) Stop at the intersection of Hwys 31/50 (east of Seymour) Search three miles either side of Hwy 31 1-nm track spacing Cover and move to next slide.

Creeping Line search worksheet example
Demonstrate knowledge of planning and flying a creeping line search. Refer back to BAK South, as necessary. Explain all information on the worksheet and ask questions to make sure the students understand completely.

Creeping Line search example (CDI method)
Assume we’re searching for an aircraft along the extended runway centerline of BMG runway 06: Draw the route on the worksheet Search 10 nm beyond the end of runway 06 (southwest) Search three miles either side of the extended centerline 1-nm track spacing Cover and move to next slide.

Creeping Line search worksheet example
(CDI) GX50/55 Data Type Grid & Sectional: US , STL Pattern: Creeping Line Starting Waypoint: BMG Spacing: 1 nm Direction of Travel: 060º Leg Length: 3 nm Start Side: Right Demonstrate knowledge of planning and flying a creeping line search. Explain all information on the worksheet and ask questions to make sure the students understand completely. GX55: Type of Grid and Sectional (US grid, STL); Type of pattern (Creeping Line); Starting Waypoint (the airport, BMG); Spacing (1 nm); Direction of Travel (the runway heading, 060º); Leg Length (3 nm *); Start Side (Right) * 9.9 nm is the longest leg length you can select on the GX55.

Expanding Square (second pass rotated 45°)
Used when the approximate location of target is known. Difficult to fly accurately without a GPS. Use cardinal headings whenever possible to reduce confusion during turns. Gradually will cover a larger and larger area. NOTE: This pattern is included in the GX-50/55 and G1000 SAR packages.

Expanding Square search example
Assume we’re searching for a missing ultra-light: Draw the route on the worksheet Center is a 483 AGL tower approximately 8 nm west of Seymour Use cardinal headings, starting to the north Cover and move to next slide.

Expanding Square search worksheet example
GX50/55 Data Type Grid & Sectional: US , STL Pattern: Expanding Square Starting Waypoint: N 38º 59´ W 86º 10´ Spacing: 1 nm Direction of Travel: 000º Demonstrate knowledge of planning and flying a point-based (expanding square) search. Explain all information on the worksheet and ask questions to make sure the students understand completely. GX55: Type of Grid and Sectional (US grid, STL); Type of pattern (Expanding Square); Starting Waypoint (483´ AGL tower approximately eight nm west of Seymour, N 38º 59´ W 86º 10´); Spacing (1 nm); Direction of Travel (due north, 000º)

Point-based (Sector) search pattern
S max The pattern and headings are planned in advance S mean Sector search is easier to fly than expanding square This pattern is used when an electronic search has led the crew to a general area to find the exact location visually Demonstrate knowledge of planning and flying a point-based (sector) search. Easier to fly than expanding square. Provides excellent coverage over the central point. Used when the position of the distress incident is known to be within close limits (i.e. there was a MAYDAY call with definite location). The pattern provides concentrated coverage near the center of the area

Point-based (Sector) search pattern (G1000)
The G1000® pattern consists of three equilateral triangles (i.e., all leg lengths are equal) Default initial track is 360°, initial turn is to the left, and leg length is 5 nm Pattern included in the G1000® SAR package.

Contour search pattern
This is a difficult and dangerous pattern to fly. Requires special training such as the Mountain Flying course. Demonstrate knowledge of planning and flying a basic contour search. Density altitude and aircraft performance limitations can cause you to get into a situation that you can’t get out of. Mountain Fury course.

QUESTIONS?

Step Through a Typical Mission
(Chapter 10)

Objectives Discuss the items you should check before leaving on a mission: {O & P; 10.1} Personal and aircraft items CAPF 71 State the flight time and crew duty limitations (per the current CAPR 60-1) State the three unique entries made by a CAP pilot on a FAA Flight Plan and where they go on the flight plan “IMSAFE” and flight release Preflight & loading Departure Discuss the approach and your actions upon arrival at mission base, including the general briefing {O & P; 10.2 & 10.4}

Objectives (con’t) Discuss the six steps of ORM and the four principles involved, and the ORM Worksheet {O & P; 10.3} Discuss the aircrew briefing {O & P; 10.5} Describe the information contained in and how to fill out the flight planning and briefing sections of the CAPF 104 {O & P; 10.6} Discuss the items checked and actions taken before leaving on a sortie: {O & P; 10.7} Release and preparation Preflight and Departure State when the ‘sterile cockpit’ rules starts and ends Discuss duties during the sortie, including: {O & P; 10.8} Preparations prior to entering the search area Required radio reports

Objectives (con’t) Discuss your actions upon arrival back at mission base {O & P; 10.9} Describe the information contained in and how to fill out the debriefing section of the CAPF 104 {O & P; 10.10} Discuss the aircrew debriefing {P; 13.11} Discuss your actions upon arrival back home, including: {P; 13.12} What to do with the aircraft What to do if you observe signs of post-traumatic stress When the mission is officially over for you and your crew

What’s the Rush? Why do we go to so much trouble to train mission aircrew members and encourage members to spend the time it takes to stay proficient? Time is such a critical factor in missing person or aircraft crash searches Treat every minute after you been alerted as critical to the survival chances of the victims

Survival Rates Of the 29% who survive a crash, 60% will be injured:
81% will die if not located within 24 hours 94% will die if not located within 48 hours Of those 40% uninjured in the crash: 50% will die if not located within 72 hours Survival chances diminish rapidly after 72 hours All percentages are approximate; all times are average times (i.e., 50% are faster and 50% slower).

Response Times Average time from the aircraft being reported missing to AFRCC notification: 15.6 hours if no flight plan was filed 3.9 hours if a VFR flight plan was filed 1.1 hours if an IFR flight plan was filed Average time from the aircraft being reported missing (LKP) to CAP locating and recovering: 62.6 hours if no flight plan was filed 18.2 hours if a VFR flight plan was filed 11.5 hours if an IFR flight plan was filed All percentages are approximate; all times are average times (i.e., 50% are faster and 50% slower).

What’s the Rush? What do these statistics tell us?
We must take each mission seriously! Strive to do everything better, smarter and faster! Training, practice and pre-planning help us accomplish these goals Also tells us, as pilots, to always file a flight plan

Leaving Home Base Proper uniforms per CAPM 39-1 Required credentials
NOTE: Mission Pilots may skip the portions that were covered in Chapter 12, Phases of Flight Proper uniforms per CAPM 39-1 Required credentials Check “safety currency” in eServices Current charts for the entire trip (gridded, if you have them) Personal supplies and money Equipment such as cell phone and flashlights (including spare batteries) Other charts and maps (topo, county) Discuss the items you should check before leaving on a mission: personal and aircraft items; CAPF 71; state the crew duty limitations (per the current CAPF 60-1); state the three unique entries made by a CAP pilot on an FAA Flight Plan and where they go on the plan; flight release; preflight and departure.

Leaving Home Base Check the W&B and ORM Worksheet
Check CO monitor & Fire Extinguisher status, fuel reserve and management plan Tie-downs, chocks, Pitot cover and engine plugs Equipment such as fuel tester, survival kit, binoculars, sick sacks, and cleaning supplies Check the Aircraft Discrepancy Log in WMIRS; ensure no discrepancy makes the aircraft unsafe for flight or reduces your ability to accomplish the mission Note: If you cancel, remember to cancel any hotel and automobile reservations.

Leaving Home Base Obtain briefing and file FAA Flight Plan (use Flight Following) Complete “Inbound” 104 and get briefed/released FAA Form (8-82) CLOSE VFR FLIGHT PLAN WITH ________________FSS ON ARRIVAL U. S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION FLIGHT PLAN TIME STARTED SPECIALIST INITIALS 1. TYPE VFR IFR DVFR 2. AIRCRAFT IDENTIFICATION 3. AIRCRAFT TYPE/ SPECIAL EQUIPMENT 4. TRUE AIRSPEED KTS 8. ROUTE OF FLIGHT PROPOSED (Z) ACTUAL (Z) 5. DEPARTURE POINT 6. DEPARTURE TIME 7. CRUISING ALTITUDE 9. DESTINATION (Name of airport and city) 10. EST. TIME ENROUTE HOURS MINUTES 12. FUEL ON BOARD 13. ALTERNATE AIRPORT(S) 11. REMARKS 14. PILOTS NAME, ADDRESS, & TELEPHONE NUMBER & AIRCRAFT HOME BASE 17. DESTINATION CONTACT / TELEPHONE (OPTIONAL) 15. NUMBER ABOARD 16. COLOR OF AIRCRAFT CIVIL AIRCRAFT PILOTS, FAR Part 91 requires you file an IFR flight plan to operate under instrument flight rules in controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the Federal Aviation Act of 1958 as amended (FAA USE ONLY) PILOT BRIEFING STOPOVER VNR CAP 4239 CAPR 60-1 requires this be filed for any cross-country flight over 50 NM except when exempted for a supervised mission. Filed with FAA to record your intended flight and will start a search if you don’t arrive/return. Observer may need to fill this out for some non-mission sorties. BE SURE TO CLOSE YOUR FLIGHT PLAN WITH FAA. N239TX

Leaving Home Base “IMSAFE”
Illness Medication Stress Alcohol Fatigue Emotion

Leaving Home Base -- FRO Checklist
Review CAPF 99, CAP Flight Release Log, reverse, CAP FRO Checklist Questions Are PIC(s) qualified to fly the CAP aircraft for the type of flight proposed (consult the Ops-Qual FRO Report)? Does the PIC(s) possess the appropriate pilot currency for the flight? Are all aircraft occupants CAP members? If not, have applicable procedures been followed for non-CAP members, including CAPF 9 if applicable? Is the correct mission symbol selected? Is the route of flight complete, and does the PIC have permission to fly to destinations outside the wing? Does permission exist for all landings at every airport IAW CAPR 60-1? Will a flight plan be filed (required for over 50 nm)? If not, what is the estimated landing time? Unless an FAA flight plan is filed and activated, the FRO is responsible for initiating missing aircraft procedures two hours after the estimated landing time if not notified the flight was safely concluded.

Pre-flight begins even before you even get to the aircraft

Preflight Check the aircraft: Pre-flight (e.g., CAPF 71, CAP Aircraft Inspection Checklist) Check the date and starting Tach & Hobbs times to ensure you won't exceed: Mid-cycle oil change (40-60 hours, not to exceed six months) 100-hour/Annual 24-month inspections (Transponder, Pitot-Static system and Altimeter calibration), ELT inspection/Battery replacement date 30-day VOR check for IFR flight Check the AD compliance list Fill in the CAP Flight Log Discuss the items you should check before leaving on a mission.

Preflight Verify any outstanding discrepancies during your aircraft preflight. If new discrepancies are discovered, log them and ensure the aircraft is still airworthy and mission ready During loading, ensure that all supplies and equipment correspond to what you used in your Weight & Balance Windshield and windows are clean, and that the chocks, tie-downs, and Pitot tube covers/engine plugs are stowed Check and test special equipment (airborne repeater, SDIS, GIIEP) Check parking area for obstacles, arrange for marshaller or wing-walker Discuss the items you should check before leaving on a mission.

Preflight The mission pilot will perform the passenger briefing, Sterile Cockpit rules, and review the emergency egress procedure. The pilot should also brief the crew on the fuel management plan and assumptions, and assign responsibility for inquiring about fuel status once an hour. The pilot will review the taxi plan and taxiway diagram, and assign crew responsibilities for taxi CAPR 60-1 taxi rules: Taxi no faster than a slow walk when within 10 feet of obstacles Maintain at least 50' behind light single-engine aircraft, 100' behind light multi-engine or jet aircraft, and 500' behind helicopters and heavies Discuss the items you should check before leaving on a mission.

Departure Go over the crew assignments for takeoff and departure and make sure each crewmember knows in which direction they should be looking during each Seat belts and shoulder harnesses (PIC always; crew unless interferes with duties, except for takeoff/landing) Once everyone is settled in, organize the cockpit and review the "Engine Fire on Start" procedure Discuss the items you should check before leaving on a mission.

Departure Collision avoidance! An increasing number of taxi mishaps are the number one trend in CAP. Investigations reveal that pilots are: straying from designated taxi routes, not allowing adequate clearance, not considering the tail and wings during turns, taxiing too fast for conditions, taxiing with obscured visibility, distracted by cockpit duties, and not using other crewmembers to ensure clearance. Use exterior lights! Remind the crew that midair collisions are most likely to occur in daylight VFR conditions within five miles of an airport at or below 3,000’ AGL! This means that most midair collisions occur in or near the traffic pattern. Since the pilot has only one set of eyes, this (and aircraft design) leaves several 'blind spots' that the observer and scanner must cover -- particularly between your 4 and 8 o'clock positions. Discuss the items you should check before leaving on a mission.

Departure Always use the checklists; use the challenge/response method
Be sure and include the DF unit's self-test in your scan during startup Ensure that the DF, Audio Panel and FM radio are set up properly. If possible, perform an FM radio check. Select your initial VOR radial(s) and GPS setting (e.g., destination or flight plan) Obtain ATIS and Clearance (read back all clearances and hold-short instructions). Then verify the crosswind limitation. Set up the navigational instruments (e.g., VOR radials and GPS destination, entry points and waypoints). Once you begin taxiing, check your brakes Discuss the items you should check before leaving on a mission.

Departure Sterile cockpit rules are now in effect
Keep the checklist close at hand, open to Emergency Procedures Check for landing aircraft before taking the active Good idea to state what you intend to do if you have engine problems on takeoff After takeoff, start the Observer Log with the time and Hobbs for “Takeoff“ The FAA's "operation lights on" encourages pilots to keep aircraft lights on when operating within 10 miles of an airport, or wherever flocks of birds may be expected While departing the airport environs practice collision avoidance and maintain the sterile cockpit until well clear of traffic and obstacles. The pilot should use shallow S-turns and lift a wing before turns to check for traffic. The crew must keep each other appraised of conflicting aircraft and obstacles. Discuss the items you should check before leaving on a mission.

Arrival at Mission Base
Obtain ATIS (or AWOS) as soon as possible. May be able to contact mission base on FM radio. Review taxi plan/airport taxi diagram and make crew assignments for approach, landing and taxi Make sure each crewmember knows in which direction they should be looking during each. Remind the crew that midair collisions are most likely to occur in daylight VFR conditions within five miles of an airport at or below 3,000’ AGL! This means that most midair collisions occur in the traffic pattern, with over half occurring on final approach. Turn on exterior lights when within 10 nm of the airport Sterile cockpit rules are now in effect Discuss the approach and landing, and your actions upon arrival at mission base, including the general briefing.

Practice collision avoidance by turning the aircraft exterior lights on when within 10 miles of the airport. The pilot should use shallow S-turns and lift a wing before turns to check for traffic. Read back all clearances and hold-short instructions. Defer after-landing checks until clear Log and report “Landing" Watch for Marshallers and follow their directions, signal Ignition Switch OFF (hold keys out the window) so they can chock Discuss the approach and landing, and your actions upon arrival at mission base, including the general briefing.

Arriving at Mission Base (with style)

Secure the aircraft: Avionics/Control lock, Master Switch OFF Tie-downs, chocks, Pitot tube cover and engine plugs Close windows, Fuel Selector Switch in 'Right' or 'Left,' and Parking Brake OFF; remove personal items and special equipment; lock the doors and baggage compartment Oil & refuel, clean windows and leading edges Close FAA flight plan, notify FRO Check aircrew and aircraft into the mission Complete “Inbound” 104 and upload fuel receipt (WMIRS) Get sortie assignment Determine food and lodging Discuss the approach and landing, and your actions upon arrival at mission base, including the general briefing.

General Briefing Mission objective and status Safety and hazards
Mission base procedures Weather Frequencies Ask questions during the briefing.

Operational Risk Management
Accomplish the mission with the least possible risk More than common sense, more than just a safety program Educated (informed) risk versus taking a gamble Part of the CAP culture Basic and Intermediate ORM Courses in eService's Safety Management System Discuss the six steps of ORM and the four principles involved.

ORM – Six Steps Identify the hazards Assess the risks
Analyze risk control measures Make control decisions Implement risk controls Supervise and review Discuss the six steps of ORM..

ORM Principles Accept no unnecessary risks
Make risk decisions at the appropriate level Accept risk when the benefits outweigh the costs Integrate ORM into CAP practices, procedures, and planning at all levels Discuss the four principles of ORM.

ORM and the Aircrew Acknowledge risks in order to deal with them
Each crewmember is responsible to look for risks Don’t ignore risks; if you can’t eliminate or reduce the risk, tell someone PIC has ultimate authority and responsibility to deal with risks during the sortie PIC has the responsibility to inform his or her crew of the risks involved, and to listen to and address their concerns Discuss how ORM applies to the aircrew.

ORM and the Aircrew Discuss how ORM applies to the aircrew.

Aircrew Briefing Sortie Objectives CAPF 104 ORM Worksheet Charts
Weather Altitudes Duties If possible, examine your search/target area on Google Earth™ Discuss the aircrew briefing. Understanding all of the conditions of the flight will better prepare you to do your job. Prior to each flight the pilot-in-command will brief the crew and passengers. This briefing will include essential information regarding the flight, such as route, weather, altitudes, and duties, and specific information concerning the aircraft, such as survival equipment, emergency exits and in-flight emergency procedures. Pay attention. Know what your looking for, where you’ll be going, what to expect, what you’ll be doing. When you have an emergency it’s too late to discuss what you’re going to do. If you don’t understand something ask.

FAA Flight Plan FAA Form 7233-1 FLIGHT PLAN CAP 4239 N239TX
CLOSE VFR FLIGHT PLAN WITH ________________FSS ON ARRIVAL U. S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION FLIGHT PLAN TIME STARTED SPECIALIST INITIALS 1. TYPE VFR IFR DVFR 2. AIRCRAFT IDENTIFICATION 3. AIRCRAFT TYPE/ SPECIAL EQUIPMENT 4. TRUE AIRSPEED KTS 8. ROUTE OF FLIGHT PROPOSED (Z) ACTUAL (Z) 5. DEPARTURE POINT 6. DEPARTURE TIME 7. CRUISING ALTITUDE 9. DESTINATION (Name of airport and city) 10. EST. TIME ENROUTE HOURS MINUTES 12. FUEL ON BOARD 13. ALTERNATE AIRPORT(S) 11. REMARKS 14. PILOTS NAME, ADDRESS, & TELEPHONE NUMBER & AIRCRAFT HOME BASE 17. DESTINATION CONTACT / TELEPHONE (OPTIONAL) 15. NUMBER ABOARD 16. COLOR OF AIRCRAFT CIVIL AIRCRAFT PILOTS, FAR Part 91 requires you file an IFR flight plan to operate under instrument flight rules in controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the Federal Aviation Act of 1958 as amended (FAA USE ONLY) PILOT BRIEFING STOPOVER VNR CAP 4239 CAPR 60-1 requires this be filed for any cross-country flight over 50 NM except when exempted for a supervised mission. Filed with FAA to record your intended flight and will start a search if you don’t arrive/return. Observer may need to fill this out for some non-mission sorties. BE SURE TO CLOSE YOUR FLIGHT PLAN WITH FAA. N239TX

CAPF 104 (WMIRS) - Flight Plan - Briefing form
Describe the information contained in and how to fill out the flight planning portions of the F104 in WMIRS. [Go over each block.] Stress “Route of Flight” and “Estimated Time Enroute” versus “Fuel Onboard.”

CAPF 104 (WMIRS) - Flight Plan - Briefing form Upload W&B and ORM Worksheet

CAPF 104 (WMIRS) - Flight Plan - Briefing form

QUESTIONS?

Preparing to Leave on a Sortie
Briefing Officer checks off your 104 Release Officer will inform you of any changes and checks off your 104 Pilot pre-flights aircraft Observer checks mission equipment and supplies Review flight time and duty limitations Final restroom visit Discuss the items checked and actions taken before leaving on a sortie: release and preparation; preflight and departure; state when the “sterile cockpit” begins and ends.

Pilot’s briefing: Seat belts and shoulder harness (PIC always; crew unless interferes with duties, except takeoff/landing) No smoking Emergency egress procedure Fuel management plan and assumptions Taxi plan/diagram, crew assignments Startup and Taxi emergency procedures When sterile cockpit rules are in effect When more than one flight is accomplished by the same crew during the day, subsequent briefings are not required to be so detailed but must, at a minimum, highlight differences and changes from the original briefing Discuss the items checked and actions taken before leaving on a sortie: release and preparation; preflight and departure; state when the “sterile cockpit” begins and ends.

If this is the first sortie of the day the observer will perform an FM radio check with mission base; you may also perform a DF functional check if this is an ELT search. Other special equipment should also be tested before the first sortie (camera, camcorder, SDIS). Enter sortie settings into the GPS (destination or flight plan, entry points and waypoints) Discuss the items checked and actions taken before leaving on a sortie: release and preparation; preflight and departure; state when the “sterile cockpit” begins and ends.

Taxi Mishaps Becoming a bigger problem each year (#1 trend in CAP)
Pilots are: Straying from designated taxi routes Not allowing adequate clearance and not considering the tail and wings during turns Taxiing too fast for conditions and taxiing with obscured visibility Distracted by cockpit duties Not using other crewmembers to ensure clearance Strategies: Thorough planning and preparation eliminates distractions Crew assignments for taxi Treat taxiing with the seriousness it deserves Use exterior lights (be considerate of others, especially at night) Sterile cockpit rules

Taxi and Departure The sterile cockpit rules begin at this time
Startup, taxi and departure were covered earlier If there are flight line Marshallers, they will expect you to turn on your rotating beacon and signal the impending engine start before starting the engine. You are also expected to signal (e.g., turn on your pulse light or flash your taxi/landing light) before beginning to taxi. Observer begins Observer Log with time and Hobbs, reports “Takeoff” Takeoff, climb and departure were covered earlier Once clear of the airport/controlled airspace environs the crew settles into the transit phase Discuss the items checked and actions taken before leaving on a sortie: release and preparation; preflight and departure; state when the “sterile cockpit” begins and ends.

During the Sortie Depending on circumstances (e.g., the airspace is still congested or multiple obstacles are present) the sterile cockpit rules are normally suspended at this time. The aircrew maintains situational awareness at all times during the flight. Double-check navigational settings that will be used in the search area, review search area terrain and obstacles, review methods to reduce crew fatigue during the search or to combat high altitude effects Update in-flight weather, file PIREPs, periodically check navigational equipment against each other to detect abnormalities or failures Discuss duties during the sortie, including: preparations prior to entering the search area; required radio reports; state when the “sterile cockpit” rules begin and end.

During the Sortie The pilot should stabilize the aircraft at the assigned search heading, altitude and airspeed at least two miles before you enter the search area, and turn sufficient aircraft exterior lights on to maximize visibility (so others can "see and avoid") The sterile cockpit rules begin at this time Observer logs and reports “Entering the Search Area,” primary duty is now Scanner Periodic “Ops Normal” reports, Observer asks about fuel status and altimeter setting at least hourly Scanner and observer logs, sketches Discuss duties during the sortie, including: preparations prior to entering the search area; required radio reports; state when the “sterile cockpit” rules begin and end.

During the Sortie During the actual search or assessment, the aircrew must be completely honest with each other concerning their own condition and other factors affecting search effectiveness. If you missed something, or think you saw something, say so. If you have a question, ask. If target spotted notify mission base immediately; begin recovery ASAP Mission commander monitors for fatigue, ensures crew drinks enough fluids, schedules breaks Discuss duties during the sortie, including: preparations prior to entering the search area; required radio reports; state when the “sterile cockpit” rules begin and end.

Return to Base When the aircraft completes its mission and leaves the search area, the observer notes the time and the Hobbs reading and reports "Leaving the Search Area“ Double-check heading and altitude with what was assigned for transit to the next search area or return to base Reorganize the cockpit in preparation for approach and landing Approach, landing and arrival were covered earlier Discuss your actions upon arrival back at mission base.

Return to Base Check back in and take a break
Complete the sortie information and CAPF 104, and upload your fuel receipt into WMIRS The Debriefing section of the F104 contains your observations and comments regarding your sortie and your assessment of sortie effectiveness Discuss your actions upon arrival back at mission base.

CAPF 104 WMIRS Debrief Upload fuel receipt
Describe the information contained in and how to fill out debriefing section of the CAPF 104. [Go over each block.]

Debriefing Note both Positive and Negative results
Use the Debriefing Information section of the CAPF 104 Used to determine how effective the search was: Weather — shadows, visibility, snow cover Terrain — open, flat, mountainous, rough Ground Cover — barren, forest, scrub, sparse, dense Other information — hazards, changes from plan Used to calculate the “probability of detection” that is used for subsequent search planning Discuss the aircrew debriefing. What you don’t see may be just as important as what you do see. Be sure to report any possible targets spotted that were identified as other things, refrigerators, scrap metal, etc. This will help others who search the same area if they know you’ve already identified the object.

Debriefing Discuss items on the 104 Assemble and label attachments
Report to Debriefer Be TOTALLY HONEST during the debriefing

Debriefing Crew comments about effectiveness
Times (and Hobbs readings) Sketches and attachments Fuel receipt Be TOTALLY HONEST during the debriefing

End of the Mission Turn in equipment and supplies
Settle fuel, food and lodging bills Plan the trip home Fill out “Outbound” CAPF 104 (WMIRS) W&B and ORM Worksheet Check weather and file FAA Flight Plan Check out with mission staff, obtain flight release

The Trip Home Maintain crew discipline and continue to use mission procedures and checklists SAR personnel can experience post-traumatic stress, so look for signs (refer to CAPR 60-5) Once on the ground, secure the aircraft and ready it for its next mission Close FAA Flight Plan Complete the “Outbound” 104 (WMIRS) Complete the sortie information and “Outbound” 104; upload fuel receipt Once everyone is at home, call mission base to close out the mission Discuss your actions upon arrival back home, including: what to do with the aircraft; what to do if you observe signs of post-traumatic stress; when the mission is officially over for you and your crew.

Local Drills and Exercises
Easy Inexpensive Very efficient Very worthwhile Fun Conducting Local Exercises

QUESTIONS?

Crew Resource Management (Chapter 11)
The Aircrew is a TEAM. Each has a job to perform. You must work together to be effective.

Objectives Discuss failures and error chain {O & P; 11.2}
Discuss situational awareness {O & P; 11.3} Discuss how to regain SA once lost {O & P 11.4} Describe barriers to communications {O & P; 11.5} Define/discuss task saturation {O & P; 11.6} Discuss assignments and coordination of duties {O & P; 11.8}

Why CRM? Properly trained aircrew members can collectively perform complex tasks better and make more accurate decisions than the single best performer on the team An untrained team's overall performance can be significantly worse than the performance of its weakest single member We will cover behavior and attitudes of teamwork and communication among team members

Why CRM? CAP compared to General Aviation (per 100,000 hours)
Signal-offset NTSB rate for 2010 is an average for comparison only; the NTSB has not published their prelim 2010 rate yet

Why CRM?

Failures Parts and equipment. People. Mechanical failures
Human failures Discuss failures and the error chain.

The Error Chain A series of event links that, when considered together, cause a mishap Should any one of the links be “broken,” then the mishap probably will not occur It is up to each crewmember to recognize a link and break the error chain Discuss failures and the error chain.

Situational Awareness (SA)
Know what is going on around you at all times Requires: Good mental health Good physical health Attentiveness Inquisitiveness Discuss situational awareness.

Loss of SA Strength of an Idea Hidden agenda Complacency Accommodation
Sudden Loss of Judgement

Symptoms of Loss of SA Ambiguity Complacency Euphoria Confusion
Fixation Ambiguity Complacency Euphoria Confusion Distraction Overload

Hazardous Attitudes Anti-authority Impulsiveness Invulnerability Macho
Resignation Get There It-us

Regaining SA Reduce threats: Remember: “Aviate, Navigate, Communicate”
Reduce workload: Suspend the mission. Reduce threats: Get away from the ground and other obstacles (e.g., climb to a safe altitude) Establish a stable flight profile where you can safely analyze the situation Remember: “Aviate, Navigate, Communicate” Discuss how to regain SA once lost.

How do we get it back? “Time Out,” “Abort,” or “This is Stupid.”
Trust your gut feelings “Time Out,” “Abort,” or “This is Stupid.” Pilot establishes aircraft in a safe and stable configuration, and then discuss the problem Sterile Cockpit Limit talk to the minimum necessary for safety Taxi, takeoff, departure, low-level flying, approach, landing Discuss how to regain SA once lost.

QUESTIONS?

Barriers to Communication
Hearing The biological function of receiving sounds, converting them to electrical impulses, and having the brain interpret them Listening Correctly identifying what the sender has sent in their message Discuss barriers to communication.

Barriers to Communication
Distracters Physical/Mental: Noise, static, simultaneous transmissions; fatigue and stress Wording: Incomplete or ambiguous message, too complex or uses unfamiliar terminology Personal: Boring, lack of rapport or lack of credibility

Task Saturation Too much information at one time
Too many tasks to accomplish in a given time Usually occurs when an individual is confronted with a new or unexpected situation and loses SA Define and discuss task saturation.

Task Saturation Keep your workload to an acceptable level
If you feel overwhelmed, tell the others before becoming saturated and losing you situational awareness Watch your team members for signs of saturation

Identification of Resources
External and internal Identify your resources, know where to find them, and how to use them to accomplish the mission

Assignment of Duties CAPR 60-3 Mission-related Flight-related
Aircraft commander (PIC) Mission-related Mission commander (MO) Discuss assignments and coordination of duties.

Crew Coordination Understand and execute your assignments Communicate
Question

Summary Pay close attention to all briefings
Understand the “big picture” Watch for task overload in yourself and other crewmembers 67% of air transport accidents occur during 17% of the flight time - taxi, takeoff, departure, approach and landing. Keep casual conversation and distractions to a minimum during these phases of flight. Begin critical communications with instructions, then explain

Summary Successful missions hinge on each and every crewmember
Learn how to use the procedures and tools available to you, and use them correctly Never stop learning Don’t be afraid to ask questions Never criticize someone for asking questions Anyone can call “Knock it Off,” “Time Out,” “Abort,” or “This is Stupid” Remember that the Mission Pilot must make the final decision based on the crew’s input

QUESTIONS?

EXTRA STUFF

Pilot Records and Form 91 Review

Introduction The purpose of this section is to review the CAPF 91 (CAP Mission Pilot Checkout)

Pilot Records (from 60-1) All pilot data must be entered into the CAP OPS Quals system by the member or authorized unit Stan/Eval and validated by the unit commander or designee Data entered shall include your FAA certificate, medical and flight review, Initial CAPF 5, annual or abbreviated CAPF 5, aircraft questionnaire(s), and additional endorsements All CAP pilots must sign a one time copy of the CAP Statement of Understanding, which will be maintained on file with the authorized unit Stan/Eval. This is now accomplished in Ops Quals – Pilot – Prerequisites Ensure you have a checklist containing this and the next slide’s records, completed and on top of the referenced records

Optional Records State Drivers License First Aid documents
FAA Wings certificates Highly recommended

Other Requirements New ICUT requirements (members with BCUT must re-qualify no later than 1Sep15; members with ACUT only need to take the first module of the ICUT course and complete the online test) Aircraft Ground Handling Video (every 2 years) Safety Currency in eServices

CAPF 91 Mission Pilot Checkout
This section reviews the CAP Mission Pilot Checkout CAPF 91 instructions describes what to expect before, during and after your check ride Remember, you can use the “Approved Mission Pilot Proficiency Flight Profile #5” to practice for your checkout Failure to meet the standards of performance for any task performed will result in an unsatisfactory evaluation

Oral Discussion (CAPF 91, I.)
Ensure current CAPF 116 Part 1 Exam Passed Mission Base Procedures Air-to-ground signals Mission safety principles CAP Radio Procedures (as required) Individual & Crew Equipment/Clothing Search Procedures Map and Chart Reading

Pre-Flight Planning (CAPF 91, II.)
Determine Performance Limitations Obtain Mission Briefing Gridded Sectional Observer Briefing Fuel Planning & Reserve Ground Team Coordination

Visual Search Patterns & Procedures (CAPF 91, III.)
Locate Grid or Area (without electronic aids) Establish Search Altitudes Grid (parallel track) Search Patterns Creeping Line Search Procedures Expanding Square or Sector Search SDIS procedures, if applicable ARCHER Procedures, if applicable (N/A for initial F91)

Electronic Search Patterns & Procedures (CAPF 91, IV.)
Locate Starting Point (with & without electronic aids) Establish Appropriate Search Altitude VHF-DF Procedures Wing Null Procedures Aural (build-fade) Procedures

Mountainous Terrain Procedures (CAPF 91, V.)
Locate Grid/Area (with & without electronic nav) Establish Search Altitude Contour Search Procedures Canyon Search Procedures Ridge Crossing procedures Communications Procedures Wind/Updrafts/Downdrafts Mountain Wave Effect If applicable

Emergency Procedures (CAPF 91, VI.)
Low Altitude Engine Failure Ditching Landing on Unprepared Surface Deteriorating Weather

Mission Flight Maneuvers (CAPF 91, VII.)
720° Steep Turns Turns Around a Point Message Drop Procedure (verbal) Airspeed Control Low Speed Maneuvering Low Level Navigation (without electronic Navaids) Judgment

Safety Awareness (CAPF 91, VIII.)
Clearing Turns and Collision Avoidance Vigilance Cockpit Resource Management Risk Management

Proficiency CAPR 60-1 gives considerable attention to proficiency:
Self-Conducted Proficiency Flight Guidelines Mission Pilot Proficiency Profiles (use with B12): Profile 1: Visual Search Mission Profile 2: Video Imaging Mission Profile 3: Electronic Search Mission Profile 4: Transportation Mission Profile 5: CAPF 91 Practice Profile 6: Mountain Search Mission Profile 7: Proficiency Flight Mission Profile (with CFI/CFII) Profile 8: ARCHER Mission

QUESTIONS?

Review and Test Review material as appropriate and administer test.

CAP Mission Aircrew SAR/DR Mission Pilot Course Revision June 2013

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CAP Mission Aircrew SAR/DR Mission Pilot Course Revision June 2013

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