Authored by Rich Simerson 01-Mar-2004 Modified by Lt Colonel Fred Blundell TX-129 Fort Worth Senior Squadron For Local Training Rev 6.0 02-Jan-2014.

Authored by Rich Simerson 01-Mar-2004 Modified by Lt Colonel Fred Blundell TX-129 Fort Worth Senior Squadron For Local Training Rev Jan-2014

This Training Slide Show is a project undertaken by Lt Colonel Fred Blundell of the TX-129 Fort Worth Senior Squadron, Fort Worth, TX for local use to assist those CAP Members interested in advancing their skills. The information contained herein is for CAP Member’s personal use and is not intended to replace or be a substitute for any of the CAP National Training Programs. Users should review the presentation’s Revision Number at the end of each file name to ensure that they have the most current publication.

Mission Observer Requirements
Trainee Qualified General Emergency Services (GES) Qualified as Mission Scanner At least 18 years of age (minimum; should be mature) 101T-MO familiarization and preparatory training Commanders authorization Qualification 101T-MO requirements Complete Basic Communications User Training and Task L-001 Exercise participation (two separate missions) Unit certification and recommendation From 101T-MO 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

CAPR 60-Series Review

Observer Duties and Responsibilities
Primary Responsibility during searches: Visual Search Report for briefings Assist in planning – may be mission commander Check necessary equipment aboard (checklists) Assist in avoiding obstacles during taxiing Assist in setting up and operating radios Assist in setting up and operating nav equipment Maintain situational awareness Assist in monitoring fuel status 1.2 Objective 1.2 – Demonstrate knowledge of mission observer duties and responsibilities This slide shows the added responsibilities of the observer, for comparison. May be skipped if Scanner is being taught as a stand-alone course.

Observer Duties and Responsibilities (Continued)
Assist enforcing the sterile cockpit rules Assist pilot during searches, particularly ELT Keep mission base/high bird appraised of status Coordinate scanner assignments, schedule breaks, monitor crew for fatigue & dehydration Maintain observer’s log Report for debriefing Assist with all post-mission paperwork Keep track of assigned equipment and supplies 1.1 Objective 1.2 – Demonstrate knowledge of mission observer duties and responsibilities

Inflight Observations
Observers Log Observer Log Aircraft Pilot Observer Mission Date Destination Total Dist ETE Remain Takeoff Time ETA ATA Fuel Inflight Observations Time Observation Departure Pt. Check Points Mag Hdg Dist Ground Speed Ident Freq Provides a record of the flight Preflight calculations Record of observations Basis for debriefing Used to complete CAPF 104 Information is forwarded to mission staff to guide mission management Good logs can be combined from several sorties to give the mission staff a better picture of how the search is going There are many forms of log sheets. Ask others what they use. A log can record check points, headings, distance, speed, ETE, ETA, ATA, fuel, time, observations, conditions. Can be purchased from the CAP Supply Depot (Scanner/Observer Log)

Forms CAPF 100 CAPF 101 CAPF 101Ts CAPF 104 CAPF 108

CAPF 104 Mission Flight Plan/Briefing Form Page 1
Covered in detail in Chapter 13, Step Through a Typical Mission

Covered in detail in Chapter 13, Step Through a Typical Mission

CAPF 104 Mission Flight Plan/Briefing Form

FAA Flight Plan FAA Form 7233-1 FLIGHT PLAN CPF 4239
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 CPF 4239 CAPR g requires this be filed for any cross-country flight over 50 NM except where CAPF 104 or CAPF 84 flight plan forms are used. 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. N99545, CAP Flight

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 CAPR 60-4 MOUs The job’s not done until the paperwork is complete.

Records For Your Aircrew File (Optional But Recommended)
Current CAP Membership card Current CAP 101 card Current CPR, Basic Care, Bloodborne Pathogens cards CAP Communications certificate (CAPF 76, if held) Award of Aeronautical Rating (CAPF 2a) Emergency Notification Data (CAPF 60) Total Scanner/Observer hours (photocopy from your logbook) Highly recommended

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

Communications

Objectives Throughout these slides, each objective is followed by:
The mission specialty rating to which the objective applies (S = Scanner; O = Observer; P = Pilot) The section in the Aircrew Reference Text where the answer to the objective may be found

Objectives (Continued)
Describe how to use the Audio Panel and FM radio. {O & P; & 4.1.3} Describe how to recognize a stuck mike, and corrective actions. {O; 4.1.5} Discuss CAP FM radio reports {O & P; 4.1.6} List the minimum required reports Discuss in-flight services {O; 4.3} Flight Service Station (FSS) purpose and how to contact ATIS information and how to obtain it AWOS/ASOS information and how to obtain it The importance of PIREP’s

Using the Audio Panel On/Off, Volume control
4.1.2 (Aircrew Reference Text section) Objective 4.2 – Describe how to use the Audio Panel and FM Radio. Cover basic operations. On/Off, Volume control Mic Selector switch and receiver switches Split mode Swap mode Intercom mode

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) 4.1.3 Objective 4.2 – 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 (Continued)
Volume controls (Guard is receive only) Main usually set to ‘004’ (Air-to-Ground) Normally G1 (Air-to-Ground) [G2 is Primary] If base wants to call you, you will hear them no matter what (Main) frequency you’re on Just take MN/GD switch to GD, answer, then back to MN 4.1.2 (Aircrew Reference Text section) Objective 4.2 – Describe how to use the Audio Panel and FM Radio. Cover basic operations.

Stuck Mike Can block transmissions Indications:
The ‘T’ symbol or TX LED remains illuminated You don’t receive a reply to your transmission Difference in radio background noise Try re-keying the microphone or turning the radio off and then back on 4.1.7 Objective 4.7 – Describe how to recognize a stuck mike, and corrective actions.

FM Radio Reports Radio check (initial flight of the day)
Minimum required reports: Take-off (wheels up) Entering search area Exiting search area Landing (wheels down) Operations normal (Ops Normal) reports Defined during briefing, usually every one-half hour 4.1.8 Objective 4.8 – Discuss CAP FM radio reports, and list the minimum required reports.

Communications The radio is the primary link to the ATC system
The most important part of pilot-controller communications is understanding Brevity is important Professionalism is important; it enhances safety and brings you better service

Technique Check for proper frequency Check volume
Mentally compose message before transmitting Listen before transmitting Key mike, pause briefly before talking This takes practice, practice, practice!

Message Format Who *Who you are calling *Who you are
Where *Your location What *Your request

CAP Aircraft Call Signs
CAP has the FAA authorized callsign “CAP” FAA call signs are stated in ‘group’ form CPF 4239 is stated as “CAP Forty-Two Thirty-Nine” AIM a.5 and FAA 4.1.1 Objective 4.1.d – Pronouncing the CAP callsign (group format). Emphasize! Important to sound professional to ATC

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

In-Flight Services - FSS
Flight Service Stations (FSS) provide weather information before and after takeoff Some FSS provide transcribed weather briefings FSS can provide assistance to a pilot who has temporarily misplaced himself (i.e., he’s lost) FSS having voice services on VOR or NDB broadcast at 15 minutes after the hour Weather reports and advisories Pilot and radar reports Alerts and Notices to Airmen (NOTAM) 4.3 Objective 4.11 – Discuss in-flight services: FSS purpose and how to contact; ATIS information and how to obtain it; AWOS/ASOS information and how to obtain it; the importance of PIREPS.

In-Flight Services - ATIS
Broadcast continuously (taped) Actual weather information, updated hourly or when special conditions warrant Frequency found on sectional or in A/FD ATIS can be up to one hour old; if windy, visibility is low, etc. ask Tower for current conditions.

In-Flight Services AWOS
Automated Weather Observation System On sectional by airport name Transmitted UHF or on navaid Real time information includes: Location and time Wind speed, direction and gusts Temperature and dew point Altimeter setting Density altitude when it exceeds field elevation by 1000’ Can go to or call 800-any-awos

In-Flight Services - ASOS
Automated Surface Observing System On sectional by airport name Transmitted VHF or on navaid; also telephone Real time information may include: Location and time Wind speed, direction and gusts Visibility and cloud height Temperature and dew point Altimeter setting Density altitude when it exceeds field elevation by 1000’

In-Flight Services PIREP’s
Pilot Weather Reports Very useful to other pilots Information should include: Type of aircraft (Cessna 172) Location (usually in relation to a VOR) Cloud bases, tops and layers Flight visibility Precipitation Visibility restrictions (e.g., smoke, haze and dust) Temperature and wind

Weather VMC = Visual Meteorological Conditions
VFR = Visual Flight Rules IMC = Instrument Meteorological Conditions IFR = Instrument Flight Rules

Objectives Discuss how convection currents affect aircraft glide path. (O) Discuss wind patterns around high- and low-pressure areas. (O) Define “freezing level” and “lapse rate” (O) Discuss airframe icing and its affect on aircraft performance. (O) Discuss carburetor icing and its affect on aircraft performance. (O)

Discuss the characteristics of cold, unstable air masses and warm, stable air masses. (O) Concerning reduced visibility conditions, state the minimums for: (O) VFR visibility Cloud bases when they cover one-half the sky How far aircraft must remain below cloud cover Discuss the dangers of windshear. (O) Describe the ‘stages’ of a typical thunderstorm and discuss the dangers of flying too close. (O)

Weather The most important aspect of weather is its impact on flight conditions Safety is paramount Navigation — Visual verses Instruments Effects on Search Prevailing visibility Search visibility Search patterns and altitudes Information — National Weather Service, Flight Service Stations, Flight Watch, PIREP’s

Weather — Circulation Air circulation is caused by uneven heating of the earth's surface. The earth receives more heat at the equator than at the poles. Heated air rises from the equator and moves towards the poles. Colder, denser air at the poles moves towards the equator, establishing a constant circulation that might consist of two circular paths. This theoretical pattern is modified by many forces, a very important one being the rotation of the earth. This slide shows how air would circulate if the earth did not rotate.

Weather — Circulation (Continued)
The earth rotates Air moving north is pulled toward the east This builds a high pressure belt about 30 degrees latitude The northerly air flow cools and starts southward These large circulations are responsible for mixing the air and most weather In the Northern Hemisphere, the earth's rotation, or Coriolis Force, causes the air to deflect to the right. As heated air rises from the equator and moves north towards the pole, it deflects to the east, and by the time it has traveled a third of the way to the pole, it is no longer moving northward, but eastward. This causes the air to accumulate in a belt at about 30° north latitude, creating an area of high pressure. A portion of the air aloft continues northward, being cooled en route and finally settles down near the pole and begins a return trip to the equator. Further complications in the general circulation of the air are brought about by the irregular distribution of oceans and continents, the daily variation in temperature and many other factors. These large circulations are responsible for mixing the air and most of our weather. The southwest region is at approximately 30 degrees, so this area can experience extremely dangerous weather

Circulation Around a High
6.1.5 Objective 6.2 – Discuss wind patterns around high- and low-pressure areas. Pressure is the force exerted per unit area on a surface by the weight of air above it. Aircraft take advantage of known wind patterns to minimize flight times. Circulation patterns are reversed in the southern hemisphere.

Circulation Around a Low
Imagine the wind pattern in your area as one of these pressure systems approach, pass over, and pass on.

Upward Convection Currents
Terrain which heats up creates updrafts Updrafts tend to keep you from descending Normally where there are updrafts there are also downdrafts 6.1.3 Objective 6.1 – Discuss how convection currents affect aircraft glide path. Caused by the heating and cooling of different surfaces. Rocky terrain, plowed fields, pavement, and barren areas radiate a great deal of heat and cause upward convection currents. Convection currents explain the bumpiness sometimes encountered at low altitudes. Pilots can invariably find smoother air above the cloud layer. EFFECT OF CONVECTION CURRENTS NORMAL GLIDE PATH ROCKY TERRAIN PLOUGHED GROUND PAVED ROAD

Downward Convection Currents
Terrain which remains cool up creates downdrafts Downdrafts cause you to descend RIVER GROWING FIELDS LANDING FIELD NORMAL GLIDE PATH GLIDE PATH DUE TO CONVECTION CURRENTS Water and vegetation (planted fields, golf courses) tend to absorb and retain heat, causing downward convection currents. Terrain which remains cool up creates downdrafts ? Should “up” be removed ?

Terms As altitude increases the temperature decreases at a fairly uniform rate of 3.6 degrees F per 1000 feet; this is known as lapse rate Use this on hot days to determine how high you should climb to get to a comfortable temperature At some altitude the air temperature reaches the freezing temperature of water; the freezing level 6.2.1 Objective 6.3 – Define lapse rate and freezing level.

Icing Frost Snow Icing Airframe (lift & weight) Carburetor Lift Drag
Decreases Increases Frost Snow Icing Airframe (lift & weight) Carburetor Rime ice is rougher Glaze ice is clearer 6.2.2 & 6.2.3 Objective 6.4 – Discuss airframe icing and its affects on aircraft performance. Objective Discuss carburetor icing and its affects on aircraft performance. Ice is a major problem in aviation. It is difficult to forecast because under seemingly identical situations the icing intensity on the aircraft can vary considerably. Experiments have shown that as little as one half-inch of ice accumulation on the leading edge of some airfoils in use today can reduce their lift by about 50%. There are two requirements for ice to form: 1) the aircraft must be flying through visible water in the form of rain or cloud droplet, 2) when the liquid water droplets strike, their temperature, or the temperature of the airfoil surface must be at or below 32° Types of ice - Clear ice (glaze), is a transparent coating of ice which has a glassy appearance and looks similar to ice that forms on trees and other surfaces after a freezing rain has fallen. Rime ice is a white or milky, opaque, granular deposit which forms on aircraft surfaces. The net result of either type of ice is increased weight and drag and decreased lift and thrust. Carburetor ice can form in clear air, in the areas of low pressure inside a carburetor. In the summer this can occur at altitudes below 10,000 ft. while flying in air which is above 32° F. Good Operating Practices Plan flights to avoid area of icing or minimize time in these areas. Caution should be exercised when flying through rain or wet snow with temperature levels at flight levels near freezing. Maintain 4,000 to 5,000ft clearance above the crest of ridges or mountains if flying into clouds at freezing temperatures. Watch for ice when flying through cumulus clouds with the temperature level near freezing. When ice forms on the aircraft, avoid maneuvers that will increase the wing loading. Remember that fuel consumption will increase due to increased drag and additional power required. Consult the latest forecasts for expected icing conditions. FAR’s state there should be no frost, ice or snow on the aircraft prior to flight Lapse rate is 2 degrees Celsius or 3.6 degrees Fahrenheit. Significant weight added: 1/4” = 150 lbs., ½” = 300 lbs., 1” = 600 lbs. Thrust W eight Decreases Increases

Causes of Frontal Activity
COLD POLAR AIR Large, high pressure systems frequently stagnate over large areas of land or water with relatively uniform surface conditions. They take on the characteristics of these source regions, cold polar air, moisture of the oceans, heat of the tropics and dryness of continents. If the air is colder than the surface, it will be warmed from below, causing convection currents, which rise and take with them dust, smoke and other atmospheric pollutants, improving visibility at the surface. These air masses are 'unstable'. If the air is warmer than the surface, there is no tendency for convection currents to form, trapping dust, and other pollutants near the surface, resulting in poor visibility. These air masses are considered 'stable'. Boundaries between air masses are called “frontal zones” or “fronts” where the mixing air generates active weather conditions. DRY AIR TROPICAL MOIST AIR

Warm Front St Louis Indianapolis Columbus Pittsburgh Nimbostratus
Altostratus Cirrostratus Cirrus WARM AIR COLD AIR 6.3 Objective 6.6 – Discuss the characteristics of cold, unstable cold air masses and warm, stable air masses. Warm air slides up over colder air. As the warm, moist air advances over the colder air ahead of it, it is lifted and cooled causing the formation of stratus clouds. As the lifting process continues, rain and drizzle develop. These conditions extend for hundreds of miles ahead of the front. Warm fronts are generally slow moving, mph. Flying towards the front, lowering ceilings and visibility would be encountered. If flying west, the ceiling will decrease and rain will intensify. Nimbo = rain Status = layer Alto = high Cirro = ice

Cold Front St Louis Indianapolis Columbus Pittsburgh COLD AIR WARM AIR
Cumulonimbus Cold air plows underneath the warmer air ahead of it. As it advances, the warm moist air rises quickly, producing cloud types that depend on the stability of the air. With a fast moving cold front, friction retards the front near the ground, causing a steep frontal surface. The results in a narrower band of weather concentrated along the forward edge of the front. If the warm air is stable, an overcast sky may occur for some distance ahead of the front, accompanied by general rain. If the air is conditionally unstable, scattered thunderstorms and showers may form in the warm air. Behind the fast moving cold front there is usually rapid clearing , with gusty and turbulent surface winds and colder temperatures. Cumulo = towering Flying across a cold front with thunderstorms is often possible at very high altitudes because the pilot can see them. At lower altitudes, the thunderstorm may be embedded in other clouds.

Occluded Front St Louis Indianapolis Columbus Pittsburgh COLD AIR
WARM AIR Cumulonimbus Nimbostratus Altostratus Cirrostratus Cirrus Occluded Front occurs when an air mass is caught between two colder air masses. The warmer air is forced aloft to higher and higher levels until if finally spreads out and loses its identity. As far as the pilot is concerned, the weather encountered with an occlusion is a combination of warm front and cold front conditions. Initially, warm front conditions prevail, with lowering ceilings, visibility and precipitation, followed almost immediately by cold front conditions with squalls, turbulence and thunderstorms.

Reduced Visibility Under almost all circumstances, VFR daytime flight requires: At least three miles visibility When clouds cover more than one-half the sky, cloud bases must be no lower than 1,000 ft. AGL Search aircraft must usually remain at least 500 ft. below the cloud deck There are exceptions: ask your PIC 6.4 Objective 6.7 – Concerning reduced visibility conditions, state the minimums for: visibility, under visual flight rules; cloud bases when clouds cover over one-half the sky; how far aircraft must remain below cloud cover.

Reduced Visibility (Continued)
Fog Haze Snow White out Blowing dust Affected by sun angle and direction Aircrew must increase vigilance during these conditions Fog is comprised of water droplets suspended in the air. Expect fog anytime the temperature and dew point are within 2°F of each other in weather observations. Fog can severely reduce visibility and therefore constitute a serious hazard to aircraft. Snow is another form of precipitation that presents unique problems. A whiteout is an optical phenomena that can occur with snow covered ground, and a low level cloud deck in certain low light conditions. As sunlight is diffused through the clouds, it reflects off the snow in various directions. The net result is the loss of any reference to horizon and lack of depth perception.

Turbulence Planning flight around high terrain requires special care
Flight Path Planning flight around high terrain requires special care Wind currents on the downwind side can be very strong Ridges and peaks should be cleared by at least 2000 feet 2000 ft. Wind

Wind Shear Thunderstorms
Fronts - wind shear may advance as far as 15 nm Air flow around obstacles Thunderstorms - any storm accompanied by thunder and lightning. They commonly form along cold fronts. Require warm, moist air that is lifted. Thunderstorms are rarely larger than 10 miles in diameter. Should stay at least 20 miles away from a thunderstorm. Windshear can precede the actual storm up to 15 miles. Downdraft from thunderstorm strikes the ground and moves outward in a radius. These may be visible as dust rings or arcs in dry areas. Wind shear appears to a given location as a sharp, distinct change in wind speed and or direction. Windward

Wind Shear (Continued)
Two potentially hazardous situations, dangerous mainly during landing: Tailwind turns calm or to a headwind Headwind turns calm or to a tailwind Pilot must adjust quickly 6.6 Objective 6.10 – Discuss the dangers of windshear.

Weather Thunderstorms
6.7 Objective 6.11 – Describe the stages of a typical thunderstorm and discuss the dangers of flying too close. Cumulus stage - Characterized by strong updrafts, and cumulus to cumulonimbus cloud formation Mature Stage - Characterized by falling precipitation and mixture of updrafts and downdrafts. Dissipating Stage - Downdrafts dominate, without supply of moisture, cloud evaporates, cloud develops characteristic anvil shape Downwind hazards include clear air hail and turbulence. Cumulus Stage Mature Stage Dissipating Stage

Radio Services Flight Service Station (FSS) Flight Watch (122.0)
Automatic Terminal Information Service(ATIS) Transcribed weather broadcasts (TWEB) Scheduled weather broadcasts Fifteen minutes after the hour Alerts, hourly weather, Advisory, Pilot Reports, Radar Pilot Weather Reports (PIREP) TWEB - Continuous broadcast over VOR and NDB frequencies In the case of severe weather, if a pirep is made, it is broadcast within 150 miles of the affected area.

High Altitude And Terrain Considerations

Objectives Concerning atmospheric pressure: (O)
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 State the phases of flight affected by a decrease in atmospheric pressure, and how aircraft performance is affected. (O)

Discuss strategies to compensate for high DA during searches. (O) Discuss mountainous terrain precautions and strategies. (O)

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 7.1 Objective 7.1 – 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 Pilots calculate (next slides) or can get on ASOS 7.1 Objective 7.1 – 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.

Density Altitude (Continued)
7.1 Objective 7.1 – 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 7.1 Objective 7.1 – 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 7.2 Objective 7.2 – 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

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 7.2.1 Objective 7.3 – 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 7.4 Objective 7.6 – Discuss mountainous terrain precautions and strategies. Approach ridges at a 45 degree angle. Cross at least 2,000 ft. above.

Flight Near Mountainous Terrain (Continued)
7.4 Objective 7.6 – 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.

Navigation and Position Determination

Objectives Discuss considerations for operating near controlled airports, and identify them on a sectional. (O) Discuss the following special use airspaces, and identify them on a sectional: Prohibited and Restricted Areas (O) Military operating areas and training routes (O) Discuss the use and limitations of the following: ADF (O) VOR (O) DME (O) GPS (O)

Given a sectional chart, a plotter, and two airports: (O) Plot the course Identify check points along the route Calculate how long it should take to get from one airport to the other, flying at 100 kts with no wind Given Attachment E of the U.S. National SAR Supplement to the International Aeronautical and Maritime SAR Manual, grid a sectional. (O & P) (and Attachment 1) Given coordinates and a sectional, use the Standardized Latitude and Longitude Gird System to draw a search grid. (O & P)

BAK North 8.4 Objective 8.3 – Discuss considerations for operating near controlled airports, and identify them on a sectional.

BAK South 8.4.1 & 8.4.2 Objective 8.4 – Discuss the following SUA, and identify them on a sectional: prohibited and restricted areas; military operating areas and training routes. Local airports, restricted area and military training routes. Obstructions/towers: Top number is the MSL altitude where you will hit the obstruction, the bottom number is how far you’ll fall.

Electronic Aids to Navigation
Automatic direction finder (ADF) Very High Frequency Omnidirectional Range (VOR) Distance Measuring Equipment (DME) Long Range Navigation (LORAN) Global Positioning System (GPS) 8.5 Objective 8.5 – Discuss the uses and limitations of the following navaids: ADF, VOR, DME and GPS. These systems help you determine and keep track of your position – situational awareness is everyone’s job.

ADF Automatic Direction Finding Oldest system Fair accuracy Low cost
Homing only Aircraft headed North Basically a homing station. Indicates direction of the station being received relative to the heading of the aircraft. ADF is a receiver in the aircraft which picks up the NDB (non-directional beacon) signal located on the ground. Needle always points toward the station

Using ADF to Determine Position
Automatic Direction Finding ADF Oldest system Fair accuracy Low cost Homing only If you just follow the signal it will get you there (though not necessarily in a straight line)

VOR provides heading and course deviation indication
Very High Frequency Omnidirectional Ranging VOR Very common Most air routes defined by VORs Good Accuracy Radial VOR provides heading and course deviation indication VOR is a ground transmitter that provides 360 radials aligned to magnetic north. Does not provide distance. Victor airways are built around VOR’s. Without GPS pilots will often fly from VOR to VOR. When tracing the route of a missing aircraft, search airplane may initially fly the same route as the missing plane.

VOR (Continued)

Using the VOR to Determine Position
Turn the OBS knob until the needle centers with a FROM flag Read the bearing from the station directly at the top Plot the bearing on the chart Radials are always given as FROM a VOR (intercept the 270 degree radial).

Keeping Track of Position

DME Distance Measuring Equipment TACAN or VORTAC
Very Accurate when flying directly towards Slant range DME determines range to a station. Distance is read in nautical miles. Only accurate when flying directly towards and within about 20 nm. Due to slant range error, readout is not accurate at close range. Rule of thumb is that DME reading is significantly different from the ground range when it reads fewer miles than the altitude of the aircraft in thousands of feet. In other words, at 8,000 feet, DME ground range will be very different from the slant range below 8 miles. DME can be co-located with a VOR. (VOR/DME -- VORTAC) TACAN - is a combination of DME and azimuth (azimuth used by military). VORTAC -VOR and TACAN that is co-located (civilians use the VOR for azimuth and the DME portion of the TACAN. Ground Range

LORAN Low Frequency Omnidirectional Radio Aided Navigation Accurate
Aircraft & Ships Susceptible to precipitation; western coverage spotty 1/4 mile accuracy. Time/distance calculation among one Master and at least 2 slave stations are used to determine position. Low frequency wavelength gives long range reception LORAN may not be used much longer because of GPS; plans are to keep in the foreseeable future.

GPS Global Positioning System 24 Satellites GPS receiver Very accurate
Polar orbits. Built by the Department of Defense. Uses at least 3 satellites at a time.

Position Determination
Sectional or Map Work from larger to smaller Work from a known location to present location Watch the scale on maps Remain suspicious if all points don’t seem to line up right Use groups of 3 characteristics to verify position 8.8.1 Objective 8.10 – Given a sectional chart, a plotter, and two airports: plot the course; identify check points along the route; calculate how long it should take to get from one airport to the other, flying at 100 knots and no wind. Pilotage is using primarily VISUAL REFERENCES or landmarks along with some computations of time, speed, heading, and wind. Dead Reckoning is navigation using ONLY time, heading, wind and airspeed. No visual references are used.

Sectional Aeronautical Charts
1 to 500,000 Medium to slow speed aircraft Types of Information: Legend, Aeronautical, Topographical 8.10.1 Objective 8.13 – 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 W W 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 37-00 N A B B C A B C D 8.11 Objective 8.14 – 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 CAP grid system. Location given is the southeast corner. 36-30 N W C D 36-00 N W W W

Know Your Chart Symbols

Search Planning and Coverage

Objectives In basic terms, discuss how search planners determine the Maximum Area of Probability and then the Probability Area. (O) Given a POD table, discuss the advantages and disadvantages of various search altitudes and speeds over the three major types of terrain. (O) Discuss the importance of proper execution of search patterns. (O) Optional – Review POD example

Narrowing the Search Search Involves
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 9.2.1 & 9.2.2 Objective 9.2 – 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) CAPR60-3 defines the process in great detail. 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)
POD expressed as a “percent” search object was detected Four interrelated factors used to calculate: Track Spacing Search Visibility Search Altitude Type of Terrain Cumulative POD calculated using a chart “Effectiveness” must also be considered 9.2.4 Objective 9.4 – Discuss the importance of proper execution of search patterns. Crew, training, fatigue also contribute to the POD.

POD Table 9.2.3 Objective 9.3 – 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

Electronic Search Patterns

Objectives Discuss the various types of ELTs. (O)
Describe how an ELT can be detected. (O) Describe how the aircraft DF works in both the Alarm and DF modes. (O) Discuss using the DF during a typical ELT search (O) Response during initial phase, including signal fade Response when getting close Response as you pass over the beacon

Describe the following ELT search methods: (O) Homing Wing null Aural Signal Discuss signal reflection and interference. (O) Describe how to silence an ELT and the legal issues involved. (O)

Emergency Locator Transmitter Direction Finding for Aircrews Use Of Equipment Commonly Found In CAP Aircraft N98987

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!

The ELT Activated by g-force (when armed)
Some can be activated by the pilot in the cockpit Three 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 Test station (training practice beacon) Advanced (406) 10.1.1 Objective 10.1 – Discuss the various types of ELTs.

ELT Aircraft Antenna

Most Aircraft Have ELTs Installed
But they don’t always survive a crash Less than one-third of all crashes have a survivable (operable) ELT.

Military Beacons Most common type is the URT-33/C
Personnel ejecting/parachuting will have a 243 MHz beacon Some downed pilots may be able to communicate via two-way radio on 243 MHz using a PRC-90 or later military survival radio Beacon mode transmits like an ELT on 243 MHz 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) or Personal Emergency Transmitter (PET): Intended for hikers and other remote wilderness travelers Use a 406 MHz transmitter and a MHz homing signal (at only 25 milliwatts) Many are also equipped with a built-in GPS receiver that provides lat/long coordinates Each PLB must be registered [See discussion of Advanced ELTs]

Marine EPIRB Emergency Position Indicating Radio Beacon
Similar to an ELT, an EPIRB is used on ships and boats Mandatory on certain commercial vessels Some activate automatically and others are manually activated Contact the marina operator.

Advanced ELTs Designed to operate with SARSAT/COSPAS
MHz beacons have data burst encoding that identifies each (registered) individual beacon Also produces a MHz homing signal and may transmit GPS coordinates Sends a coded signal that can be used to obtain the owner's name, address and type of aircraft, so AFRCC can call the number to see if the aircraft is really missing (70% resolved) Still cost upwards of $1700, so don’t expect large-scale upgrades anytime soon.

Advanced ELTs (Continued)
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)

Practice Beacon Training Practice Beacons Includes ones used by CAP
All should be converted from to 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.

Testing an Aircraft ELT
Can test the aircraft’s ELT within the first five minutes after each hour Only allowed up to three sweeps When was the last time you tested the ELT in your aircraft? Do you regularly monitor MHz after you land? Ensure your ELT didn’t activate This isn’t considered a test, by the way, but you can try this excuse if you like

Inadvertent Activation
Excessively hard landings (Welcome aboard, Ensign!) 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 ELT signals are false alarms For MHz ELTs abut 1 in 1000 are actual emergencies (2 in 100 composite alerts) For 406 MHz ELTs abut 1 in 10 are actual emergencies What’s the big deal? SARSAT can only monitor 10 ELTs at once Easy to overload the system They block emergency communications on and 243 MHz (guarded by towers, ARTCC, and the military)

Detection Timeline

Accuracy of SARSAT/COSPAS
For a regular MHz beacon: Said to be a nautical mile radius (~ 452 square nm) Actually an oval shape with a 50% probability of being 15 nm wide and 7 nm high System is more accurate North to South (latitude) Average six-hour detection/alert For a 406 MHz beacon it’s a 1-3 nm radius (~ 12.4 square nm) with 45 – 60 minute detection/alert For a 406 MHz beacon with GPS it’s a 0.05 nm radius (within 100 yards) with an average five-minute detection/alert

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

Locating the ELT Signal
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 located, DF the signal 10.2 Objective 10.2 – 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 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” 10.3.1 Objective 10.3 – Describe how the aircraft DF works in both the Alarm and DF modes.

L - Tronics DF Normal: Alarm toggle in ‘up’ position
DF: toggle is ‘down’

These are mounted on the bottom, but may be on top.
DF Antenna These are mounted on the bottom, but may be on top.

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

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

Altitude Selection

Intersection Area

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 10.4 – 10.7 Objective 10.5 – Describe the following ELT search methods: homing, wing null (shadowing), aural search and signal search.

Wing Shadowing By flying the airplane 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

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, in the tail, etc. L-Tronics Aircraft DF antennas may be above or below the aircraft Below the aircraft is the preferred installation

Communications Antennas Above the Wing

DF Antennas Below the Wing

How to DF by Wing Shadowing
E W 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 10.5 – 10.7 Objective 10.5 – D

Wing Shadowing-Signal Blocking For Antennas Above the Wings
ELT NULL NULL NULL

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

Wing Shadowing-Signal Blocking For Antennas Below the Wings
ELT NULL

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

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!

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

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

Metered Search ELT 3 2 6 4 5 1 8.0 FADE 4.0 6.0 3.0 2.0 5.0
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 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

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

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

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

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

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

DF Settings For Dual Meter Models
MISSIONS Select (or for training missions) Ensure Alarm Toggle Off 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

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 Mission Aircrew Reference Text. 10.3.1, Normal Operations and Checks

Six Steps 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 10.3.2 Objective 10.4 – 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.

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)

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

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)

A Direction Finding Primer Antenna Theory
Antennas can be more or less directional depending on their design Imagine a car radio antenna: it is unidirectional Its pattern looks like the one on the left A Satellite Dish is highly directional It would have a pattern like the one on the right car radio antenna (monopole) satellite dish (parabolic reflector)

DF Antenna 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

DF Unit Antenna Pattern
REFLECTOR ELEMENTS TOP VIEW DIRECTIONAL ANTENNA PATTERN RECEIVING ELEMENT AIRCRAFT VIEW

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

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

Ambiguity When Needle Centers ELT is Directly Ahead or Behind
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 ELT Compare the YELLOW (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) Solving Ambiguity Actual ELT position is unknown to user Make a small turn left or right As a teaching reminder, “Use a TURN to TELL”

ELT (Possibility 1) ELT (Possibility 2) Solving Ambiguity 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

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) ELT (Possibility 2) ELT (Possibility 2)

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

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 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!

Step 6: Shoot N S E W 45 135 225 315 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

How a L - Tronics 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

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 10.9 Objective 10.6 – Discuss signal reflection and interference.

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!

Beating Reflections 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 If it looks like you’re finding an ELT, even if you can’t hear it, you have good DEFLECTION Good needle deflection generally indicates a signal that is strong enough to DF

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

Carrier-Only Signals 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 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.

Vertical Reflections and 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

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

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 it 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

Signal Strength Rate of Change
m SENS ®VOL 1 2 3 4 5 6 7

“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

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

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

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.

Becker SAR-DF 517 Completely different theory of operation from L-Tronics DF Pseudo Doppler Shift Beyond the scope of this course The advanced ELT course has an explanation Easy to use Displays a delayed average heading to the beacon Can be used on 121.5, 243.0, or MHz Able to process newest ELTs, EPIRBs, & PLBs

Becker 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

Tuning 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

Direction Finding (DF)
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 “Rub The Tub” RB + TH = TB 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

Becker Thoughts 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 defnitely a delayed raction 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

Becker 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. Some installations have the DF independent of the avionics master and the unit is sensitive to surges from start/shutdown. The complete user manual is available at

After Locating the ELT After 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!

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 The most commonly used in CAP is the Little L-Per You did remember to put one of these (with charged batteries) in the aircraft before you left, didn’t you? Practice with the Ground/Urban DF teams.

Little L - Per Six Steps Receive Half DF Center Turn Shoot
The “Tracker” (made in Finland) is much easier to use and more accurate. More expensive, though. Advertises in CAP News.

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.

Which of these planes is it in? (Continued)
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

Use Little L-Per or… Use Body Shielding With any hand held aviation band radio, you can locate an ELT A Jetstream radio also works great Same concept as wing null method, you are just using your body to block the signal to the antenna When you get very close, there will be too much signal to get a null Use Frequency Offset Method—try instead of 121.5 As you home in, tune in 121.6—you can tune further away the closer you get

How to Body Shield - The Null
SIGNAL No Signal To Your Receiver The Sound Gets Softer! The ELT Is Directly To Your Back Throw your thumb over your shoulder to point to the ELT ELT

Airmobile UDF Team 101 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 frequency-offset method

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.

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 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) 10.10 Objective 10.7 – Describe how to silence an ELT and the legal issues involved.

Silencing the ELT (Continued)
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)

Silencing the ELT (Continued)
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) Can make your own.

Legal Issues Per CAPR 60-1 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) 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 Don’t let all this legal stuff intimidate you; its your job to find it and silence it.

Legal Issues (Continued)
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 (Continued)
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 The most important aspect is the manner in which you approach the matter The local civil authorities are in charge, if they tell you go home, then phone the IC and/or AFRCC and close the mission

Visual Search Patterns and Procedures

Objectives Plan and describe how to fly the following search patterns:
Route (track crawl) (O) Parallel track (sweep) (O) Creeping line (O) Point-based (expanding square and sector) (O) Discuss how to plan and fly a Contour Search Pattern (O)

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 GX55 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 For use with non-moving map (GX55) GPS.

Route Search 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
11.2 Objective 11.1 – Demonstrate knowledge of planning and flying a route search. 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 Used for large and fairly level search areas. Grid search uses this pattern. Can be done East/West or North/South.

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
GX55 Data Type Grid & Sectional: US , STL Pattern: Parallel Line Grid: 104D2 Spacing: 1 nm Direction of Travel: N/S 11.3 Objective 11.2 – 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 s s s s s Direction of Search
Used when fairly sure of the area. Extended line of the intended airport runways. Also specific sections of highways or victor airways. 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 Hwy 31/9 (southeast of Columbus) Stop at the intersection of Hwy 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
11.4 Objective 11.3 – 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.

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) GX55 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 11.4 Objective 11.3 – 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 Search (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. 3S 5S

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
GX55 Data Type Grid & Sectional: US , STL Pattern: Expanding Square Starting Waypoint: N 38º 59´ W 86º 10´ Spacing: 1 nm Direction of Travel: 000º 11.5 Objective 11.4 – 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)

Sector Search S max S mean 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 11.6 Objective 11.4 – Demonstrate knowledge of planning and flying a point-based (sector) search. Provides excellent coverage over the central point and provides the opportunity to view the suspected area from many angles (terrain and lighting problems are minimized). 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

Contour Search This is a difficult and dangerous pattern to fly.
Requires special training such as the Mountain Flying course. 11.7 Objective 11.5 – 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.

Stepping Through a Typical Mission

Objectives Discuss the items you should check before leaving on a mission: (P) 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. (P)

Discuss the six steps of ORM and the four principles involved. (P) Discuss the aircrew briefing. (P) Describe the information contained in and how to fill out the front of the CAPF 104. (P) Discuss the items checked and actions taken before leaving on a sortie: (P) Release and preparation Preflight and Departure State when the ‘sterile cockpit’ rules starts and ends Discuss duties during the sortie, including: (P) Preparations prior to entering the search area Required radio reports

Discuss your actions upon arrival back at mission base. (P) Describe the information contained in and how to fill out the back of the CAPF 104. (P) Discuss the aircrew debriefing. (P) Discuss your actions upon arrival back home, including: (P) 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).

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
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) Charts and maps 13.1 Objective 13.1 – 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 (Continued)
Check the Weight and balance, CO monitor & Fire Extinguisher status, fuel reserve and management plan, Discrepancy Log Tie-downs, chocks, Pitot cover and engine plugs Equipment such as fuel tester, survival kit, binoculars, sick sacks, and cleaning supplies Note: If you cancel, remember to cancel any hotel and automobile reservations.

Leaving Home Base (Continued)
Obtain briefing and file FAA Flight Plan Complete “Inbound” 104 and get released by FRO File an FAA flight plan whenever possible, even when under a CAPF 104 or 84; use flight following.

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

FRO Checklist (60-1) CAPR 60-1 Attachment 8

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 four months) 100-hour/Annual 24-month Transponder inspection, Pitot-Static system inspection, 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 13.1 Objective 13.1 – Discuss the items you should check before leaving on a mission.

Preflight (Continued)
Check the Discrepancy Log; ensure no discrepancy makes the aircraft unsafe for flight or reduces your ability to accomplish the mission 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 13.1 Objective 13.1 – Discuss the items you should check before leaving on a mission.

Preflight (Continued)
Check parking area for obstacles, arrange for marshaller or wing-walker The mission pilot will perform the passenger briefing 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 Once everyone is settled in, organize the cockpit and review the "Engine Fire on Start" procedure 13.1 Objective 13.1 – Discuss the items you should check before leaving on a mission.

Departure Always use the checklists; use the challenge/response method
Seat belts and shoulder harness (always <1000 AGL) 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. 13.1 Objective 13.1 – Discuss the items you should check before leaving on a mission.

Departure (Continued)
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 small multi-engine and jet aircraft, and 500' behind heavies and taxiing helicopters Go over the crew assignments for takeoff and departure and 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 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. 13.1 Objective 13.1 – Discuss the items you should check before leaving on a mission.

Be sure and include the DF unit's Alarm light self-test in your scan during startup. The light should blink for several seconds; if it doesn't your unit may be inoperative. 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 13.1 Objective 13.1 – Discuss the items you should check before leaving on a mission.

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 At takeoff, start the Observer Log with the time and Hobbs for "Wheels Up“ 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 13.1 Objective 13.1 – 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 Sterile cockpit rules are now in effect! 13.2 & 13.4 Objective 13.2 – Discuss the approach and landing, and your actions upon arrival at mission base, including the general briefing.

Return to Base Basic Pattern
Cover the standard pattern, including how to over fly, enter and depart. Discuss radio calls to use and when. Discuss danger of high-wing and low-wing aircraft entering/departing at the same time.

Arrival at Mission Base
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 "Wheels Down" Watch for Marshallers and follow their directions, signal Ignition Switch OFF (hold keys out the window) so they can chock 13.2 & 13.4 Objective 13.2 – Discuss the approach and landing, and your actions upon arrival at mission base, including the general briefing.

Arrival at Mission Base (Continued)
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 & fuel, clean windows and leading edges Close FAA flight plan, call FRO Check aircrew and aircraft into the mission Complete “Inbound” 104 Get sortie assignment Determine food and lodging 13.2 & 13.4 Objective 13.2 – Discuss the approach and landing, and your actions upon arrival at mission base, including the general briefing.

Arrival at Mission Base (In Style)

General Briefing Mission objective and status Safety and hazards
Mission base procedures Weather Frequencies Code words (Generally No Longer Used) 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. 13.3 Objective 13.3 – 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.

Aircrew Briefing Sortie Objectives Weather Altitudes Duties 13.5
Objective 13.4 – 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.

CAPF 104 Page 1 of 4 - Flight Plan - Briefing form
13.6 Objective 13.5 – Describe the information contained in and how to fill out the front of the CAPF 104. [Go over each block.] Stress “Route of Flight” and “Estimated Time Enroute” versus “Fuel Onboard.”

Preparing to Leave on a Sortie
Check in with briefing officer Check in with air operations Present 104 to flight line supervisor Pilot pre-flights aircraft Observer checks mission equipment and supplies Review flight time and duty limitations Final restroom visit 13.7 Objective 13.6 – 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.

Preparing to Leave on a Sortie (Continued)
Pilot’s briefing: Seat belts and shoulder harness, no smoking Seat belts & shoulder harness, 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 13.7 Objective 13.6 – 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.

Preparing to Leave on a Sortie (Continued)
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. Enter sortie settings into the GPS (destination or flight plan, entry points and waypoints) 13.7 Objective 13.6 – 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 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 “Wheels Up” Takeoff, climb and departure were covered earlier Once clear of the airport/controlled airspace environs the crew settles into the transit phase 13.7 Objective 13.6 – 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 13.8 Objective 13.7 – 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 (Continued)
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") 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 13.8 Objective 13.7 – 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 (Continued)
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 13.8 Objective 13.7 – 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 - RTB 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 13.9 Objective 13.8 – Discuss your actions upon arrival back at mission base.

Return to Base – RTB (Continued)
Check back in and take a break Drawings or markings made on charts or maps should be transferred onto the CAPF 104 or attached to it Make sure everything is clear and legible The two most common entries overlooked when completing the CAP flight plan (front side of the CAPF 104) are "ATD" (actual time of departure) and "Actual LDG Time." 13.9 Objective 13.8 – Discuss your actions upon arrival back at mission base.

CAPF 104 Page 2 of 4 13.10 Objective 13.9 – Describe the information contained in and how to fill out the back of the CAPF 104. [Go over each block.]

CAPF 104 Page 3 of 4

CAPF 104 Page 4 of 4

Debriefing Note both Positive and Negative results
Use the reverse of 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 13.11 Objective – 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 (Continued)
Complete the reverse side of the CAPF 104 Discuss items on the 104 Assemble attachments Report to debriefer Be TOTALLY HONEST during the debriefing

Debriefing (Continued)
Crew comments about effectiveness Crew remarks of SAR effectiveness Times (and Hobbs readings) Sketches and attachments Be TOTALLY HONEST during the debriefing

The End of the Mission Turn in equipment and supplies
Settle fuel, food and lodging bills Plan the trip home Fill out “Outbound” CAPF 104 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 Ensure ability to complete CAPF 108 Once everyone is at home, call mission base with Hobbs from the ‘Outbound’ 104 13.12 Objective – 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 13.13 Conducting Local Exercises

Crew Resource Management
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)
Discuss situational awareness. (O) Discuss how to regain SA once lost. (O) Describe barriers to communications. (O) Define/discuss task saturation. (O) Discuss assignments and coordination of duties. (O)

Why Crew Resource Management?
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? (Continued) CAP 1996 1997 1998 1999 2000
Aircraft accidents Per 100,000 hours A/C flight incidents A/C ground incidents Fatalities

Why CRM? (Continued) MISHAP 1998 1999 2000 Taxi 9 4 9 Ground 4 6 3
Landing Other

Failures Parts and equipment Mechanical failures People Human failures
14.2 Objective 14.1 – 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 14.2 Objective 14.1 – 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 14.3 Objective 14.2 – Discuss situational awareness.

Loss of SA Strength Of An Idea Hidden Agenda Complacency Accommodation
Sudden Loss Of Judgment

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

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

Regaining SA 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” 14.4 Objective Discuss how to regain SA once lost.

How do we get it back? 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 14.4 Objective Discuss how to regain SA once lost.

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 14.5 Objective 14.4 – Discuss barriers to communication.

Barriers to Communication (Continued)
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 14.6 Objective 14.5 – Define and discuss task saturation.

Task Saturation (Continued)
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 Flight Related -- Aircraft Commander
Mission Related -- Incident Commander 14.8 Objective 14.6 – 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 (Continued) 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 “Time Out”, “Abort”, or “This is Stupid” Remember that the Mission Pilot must make the final decision based on the crew’s input.

Questions? Always Think Safety!

Authored by Rich Simerson 01-Mar-2004 Modified by Lt Colonel Fred Blundell TX-129 Fort Worth Senior Squadron For Local Training Rev 6.0 02-Jan-2014.

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Authored by Rich Simerson 01-Mar-2004 Modified by Lt Colonel Fred Blundell TX-129 Fort Worth Senior Squadron For Local Training Rev 6.0 02-Jan-2014.

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Presentation on theme: "Authored by Rich Simerson 01-Mar-2004 Modified by Lt Colonel Fred Blundell TX-129 Fort Worth Senior Squadron For Local Training Rev 6.0 02-Jan-2014."— Presentation transcript:

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