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CAP Mission Aircrew Mission Pilot Course CAP Mission Aircrew Mission Pilot Course Slide 2 Introduction Administrative Items Slide 3 Mission Pilot Requirements m Trainee Qualified General Emergency Services (GES) Qualified as Mission Scanner Current and qualified CAP pilot IAW CAPR 60-1, with at least 175 hours PIC including 50 hours cross-country. At least 18 years of age (minimum; should be mature) 101T-MP familiarization and preparatory training Commanders authorization m Qualification 101T-MP requirements and CAPF 91 Complete Basic Communications User Training and Task L-001 Current and qualified CAP pilot IAW CAPR 60-1, with at least 200 hours PIC including 50 hours cross-country. Exercise participation (two separate missions) Unit certification and recommendation Slide 4 CAPR 60-series Review Slide 5 m Primary Responsibility: Pilot the aircraft in a safe and proficient manner, following all CAP and FAA rules and regulations. m Second: Remember that you are a pilot, not a scanner. m In addition to these duties, the pilot must perform all the duties of the observer if no qualified observer is on board. MP Duties & Responsibilities Slide 6 m In addition to the duties of Pilot-in-Command: m Responsible for obtaining complete briefings and for planning sorties m Thoroughly brief the aircrew before flight, including a briefing on their responsibilities during all phases of the upcoming flight m Obtain a proper flight release m Enforce sterile cockpit rules m Utilize CRM techniques and procedures MP Duties & Responsibilities Slide 7 m Fly search patterns as completely and precisely as possible; report any deviations from the prescribed patterns during debriefing. m Monitor the observer and ensure all events, sightings and reports are recorded and reported. m Fill out all forms accurately, completely and legibly. MP Duties & Responsibilities Slide 8 Forms m CAPF 100 m CAPF 101 m CAPF 101Ts m CAPF 104 m CAPF 108 Slide 9 Forms 104 and 108 m CAPF 104 Mission Flight Plan / Briefing / Debriefing Form CAPR 60-3 Requirement Completed for each mission sortie Clear and legible m CAPF 108 CAP Payment / Reimbursement Document for Aviation / Automotive / Miscellaneous Expenses CAPR 173-3 Use current form (Previous editions are obsolete) Completed for each mission File within 30 days after mission completion Complete, accurate and legible Slide 10 CAPF 104 Mission Briefing/Debriefing (Front) Slide 11 CAPF 104 (Reverse) Slide 12 FAA Flight Plan m FAA Form 7233-1 FAA Form 7233-1 (8-82) CLOSE VFR FLIGHT PLAN WITH ________________FSS ON ARRIVAL U. S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION FLIGHT PLAN TIME STARTEDSPECIALIST 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 HOURSMINUTES 12. FUEL ON BOARD HOURS MINUTES 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 N99545, CAP Flight Slide 13 Flight Plans and Forms Summary m Forms are important! m Complete, accurate and legible m Label attachments m You implement the CAP mission m Know the source regulations CAPR 60-1 (flying operations) CAPR 60-3 CAPR 60-4 MOUs Slide 14 Communications (Chapter 4) Slide 15 Throughout these slides, each objective is followed by : The mission specialty rating to which the objective applies (S = Scanner; O = Observer; P = Pilot) m The section in the Aircrew Reference Text where the answer to the objective may be found Objectives Slide 16 m Describe how to use the Audio Panel and FM radio. {O & P; 4.1.2 & 4.1.3} m Discuss CAP FM radio reports {O & P; 4.1.6} List the minimum required reports Objectives Slide 17 Using the Audio Panel m On/Off, Volume control m Mic Selector switch and receiver switches m Split mode m Swap mode m Intercom mode Slide 18 Audio Panel Transmitter combinations Intercom modes Slide 19 Using the FM Radio m Main and Guard (squelch is automatic) m Normal settings: MN G1 HI 4 or 6 to scroll through frequencies 5 Scan (if enabled) 2 (increase brightness) and 8 (decrease brightness) Slide 20 Using the FM Radio m Volume controls (Guard is receive only) m Main usually set to 004 (Air-to-Ground 149.5375 MHz) m Normally G1 (Air-to-Ground) [G2 is Primary 148.15 MHz] m If base wants to call you, you will hear them no matter what (Main) frequency youre on Just take MN/GD switch to GD, answer, then back to MN Slide 21 FM Radio Reports m Radio check (initial flight of the day) m Minimum required reports: Take-off time (wheels up) Time entering search area Time exiting search area Landing time (wheels down) m Operations normal (Ops Normal) reports Defined during briefing, usually every one-half hour Slide 22 CAP Aircraft Callsigns m CAP has the FAA authorized callsignCAP Flight m FAA callsigns are stated in group form m CPF 4239 is stated as CAP Flight Forty-Two Thirty-Nine m AIM 4-2-4.a.5 and FAA 7110.65 Slide 23 CAP AIRCRAFT CALLSIGNS m CAP aircraft should only use the word Rescue in their callsign when priority handling is critical m CAP Flight Forty-Two Thirty-Nine Rescue m DO NOT abuse this! Slide 24 High Altitude and Terrain Considerations (Chapter 7) Slide 25 OPTIONAL m Review the effects of high altitude on aircraft performance Objectives Slide 26 m Concerning atmospheric pressure: State the pressure at sea level, and describe how to compensate for other-than-sea level pressures when setting the altimeter Discuss the three factors that affect the density of an air mass. Define density altitude, and compute DA for a given situation using a chart and flight calculator m State the phases of flight affected by a decrease in atmospheric pressure, and how aircraft performance is affected. Objectives Slide 27 m Discuss strategies to compensate for high DA during searches. m Discuss mountainous terrain precautions and strategies. Objectives Slide 28 m A barometer is used to register changes in pressure; measured in inches of mercury m Standard sea-level pressure and temperature: 29.92 inches of mercury 59 degrees F (15 degrees C) m A change of 1000 feet in elevation makes a change of about one inch m To correct for local elevation, set altimeter to latest reading (ATIS/AWOS/ASOS/FSS) or enter field elevation Atmospheric Pressure Slide 29 m Three factors: Pressure Temperature Humidity m Altitude and pressure combined to determine pressure altitude m Add non-standard temperature to get density altitude Density Altitude Slide 30 TAS vs. DA Slide 31 Density Altitude Slide 32 Flight Computer m Circular slide rule Density altitude Nautical to statute miles True airspeed Other stuff Slide 33 m Density altitude and aircraft weight have a tremendous effect on aircraft performance m Both must be accurately calculated, especially for mountain flying missions Aircraft Performance Slide 34 m 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 m Take off distance almost doubles with a 5000 foot elevation increase m Rate of climb slows with higher elevation m Landing distance increases with higher elevation m Higher Humidity, Heat or Height result in reduced aircraft performance Pressure vs. Performance Slide 35 DA & ROC Slide 36 Reduced Performance Slide 37 m Dont fly at high elevation during the hottest part of the day m Carefully calculate DA and weight m Reduce load: Less fuel Crew of three instead of four Less baggage m Remember High to Low, Look out Below (update altimeter setting hourly) m If you fly in the mountains, take the Mountain Fury Course Strategies Slide 38 Flight Near Mountainous Terrain m 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. m If you fly in the mountains, take the Mountain Fury Course Slide 39 Flight Near Mountainous Terrain Slide 40 Slide 41 Slide 42 QUESTIONS? Slide 43 Navigation and Position Determination (Chapter 8) Slide 44 m Given Attachment E of the U.S. National SAR Supplement to the International Aeronautical and Maritime SAR Manual, grid a sectional. {O & P; 8.10.1 and Attachment 1} m Given coordinates and a sectional, use the Standardized Latitude and Longitude Gird System to draw a search grid. {O & P; 8.11} Objectives (Cont) Slide 45 Startup m Aircraft checklists: Always use them (habit) and keep them close at hand Seat belts, and shoulder harness at or below 1000 AGL m Startup: Ensure DF, FM radio & Audio Panel properly set up Rotating Beacon ON and signal marshaller Lean the engine after starting (> 3000 DA) Set up radio and navigation instruments Slide 112 Taxi Mishaps m Becoming a bigger problem each year (#1 trend in CAP) m 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 Slide 113 Taxi Mishaps m Strategies: Thorough planning and preparation eliminates distractions Crew assignments for taxi If within ten feet of an obstacle, stop, and then taxi at a pace not to exceed a slow walk until clear Do not follow other taxiing aircraft too closely (e.g., 50 feet behind light aircraft; 100 feet behind small multi-engine and jet aircraft; 500 feet behind helicopters and heavies) Use proper tailwind/headwind/crosswind control inputs Treat taxiing with the seriousness it deserves Sterile cockpit rules Slide 114 Taxi m Collision avoidance! Follow CAPR 60-1 requirements for taxi operations. Read back taxi/hold-short. m Review crew assignments for taxi, takeoff, & departure m Sterile cockpit rules are now in effect m Remind crew that most midair collisions occur: Daylight VFR Within five miles of an airport (especially un-controlled) At or below 3000 AGL m Signal marshaller before taxi, test brakes Slide 115 Takeoff, Climb and Departure m Takeoff: Collision avoidance! Check for landing traffic. Cross-wind limits (POH or 15 knots, whichever is less) High density altitude lean for full power before takeoff m Climb: Collision avoidance! Lean (burn gas; not valves) Use shallow S-turns and lift wing before turns to check traffic m Departure: Collision avoidance! Keep crew apprised of conflicts. Sterile cockpit rules can be relaxed when clear Organize the cockpit, review assignments, set up for next task Check fuel status and altimeter setting hourly Slide 116 The Search Area m Transit: In none assigned, use odd altitudes during transit to minimize chance for midair collision Cross military training routes perpendicular. If you see one fighter, look for the wingman Double-check settings and review methods to reduce crew fatigue or high altitude effects Update weather, file PIREP, review procedures m Approaching the search area: Review assignments Check navigational instruments against each other Stabilize aircraft at least two miles out Exterior lights on Slide 117 The Search Area m In the search area: Log and report In the Search Area Log deviations from assigned search parameters Hourly updates of altimeter (closest source) and fuel status Limit time spent below 800 AGL (no lower than 500 AGL during daylight; 2000 AGL at night) Airspeed > Vx Monitor yourself and crew for fatigue and high altitude effects m Departing the search area: Log and report Leaving the Search Area; reorganize cockpit Double-check heading and altitude assigned to transit to next search area or return to base Reorganize the cockpit Slide 118 Approach, Decent and Landing m Approach: Get ATIS/AWOS, review airport/airspace diagram, taxi plan Sterile cockpit rules are now in effect Collision avoidance! Lights on within 10 miles of airport. m Decent: Collision avoidance! Shallow S-turns and lift wings before turns Richen mixture as you reduce power m Landing: Read back all clearances and hold-short instructions Defer after-landing check until off the active Remember to fly the plane till you shut off the engine Taxi back per taxi plan, watch for Marshallers At engine shutdown, show Marshaller the keys, install chocks Slide 119 Shutdown and Post-Flight m Shutdown: Fill out logs Enter any discrepancies (be specific and complete) Secure aircraft m Post-flight. If this was the last flight of the day: Install chocks, tie-downs, avionics/control lock, Pitot cover and engine plugs Check Master Switch and Parking Brake OFF Remove trash, personal equipment, and special equipment Lock windows, doors and baggage compartment Inspect aircraft; check oil and refuel Clean the aircraft (at least the windshield and windows) m Sign off any 101T tasks that were accomplished Slide 120 QUESTIONS? Slide 121 How can I improve POD? m Pay attention and ask questions during briefings m Plan thoroughly so you can concentrate on the mission at hand m Hit your numbers! Altitude, airspeed, position m Use the GPS very accurate, especially with no landmarks m Be mindful of your crew no unnecessary steep turns; look for less turbulence or cooler air if possible; ensure sufficient breaks; ensure sufficient fluid consumption; watch for the crewmember whos obviously not feeling well but doesnt want to complain. m Give a thorough debriefing and be totally honest m Stay proficient! Slide 122 Flying the Mission m Mechanics of planning and executing search patterns are covered in Chapters 10 and 11 m Number of scanners: Most planning (and tables) assume there are at least two scanners on board, one looking out each side of the aircraft Remember you (the pilot) are not a scanner! m If there is only one scanner: Will only be scanning out one side, usually the right You must plan and fly so as to keep the right side of the aircraft facing the search area at all times, on each leg Increases the time needed to search a given area Reduces search effectiveness (less double coverage) Parallel track or creeping line patterns not recommended Slide 123 Flying a Search Pattern m Your primary contribution to the success of the mission is to fly assigned search patterns completely and precisely m This must be done while fulfilling the duties of a PIC; primarily see and avoid obstacles and other aircraft m Must consider the possibility of engine trouble or failure at low altitudes; always have an out Low and slow and the engine quits. Where do you land? m Always be honest and forthright with yourself and crew: Not at the right airspeed or altitude when you enter the pattern? Exit and re-enter when youre set up. Made the last turn a tad wide? Redo the leg, if necessary. Scanner complaining that he cant see anything? Slow to something less than 120 knots. Slide 124 To Go or Not to Go? That is the Question m Lets see..been briefed, planned the sortie, got my releases, preflight is done and the crew is briefed m A mission pilot may accomplish all of this and still not be safe to fly the mission m How can this be? Slide 125 To Go or Not to Go? That is the Question It all comes down to the individual and the circumstances: How long has it been since youve taken off with a 14 knot cross-wind? Have you ever taken off and landed on an icy runway? When did you last fly cross-country at night? When was the last time you flew in actual IMC? m Two primary stupid (mission) pilot traits: Overconfidence (Who? Me?? No!!!) The need to accomplish the mission no matter what Slide 126 To Go or Not to Go? That is the Question m The most effective way to prevent you from becoming the weak link in an accident chain: Be brutally honest about your abilities, given the present (or predicted) circumstances m A mission pilot must have the courage and integrity to decline a mission you dont feel comfortable doing Always remember that others are putting their lives in your hands! m DISCUSS SOME SITUATIONS from the text and from the pilots Slide 127 QUESTIONS? Slide 128 Electronic Search Patterns (Chapter 10) Slide 129 m Discuss the various types of ELTs {P; 10.1.1} m Describe how an ELT can be detected {P; 10.2} m Describe how the aircraft DF works in both the Alarm and DF modes {P; 10.3.1} m Discuss using the DF during a typical ELT search {P; 10.3.2} Response during initial phase, including signal fade Response when getting close Response as you pass over the beacon Objectives Slide 130 m Describe the following ELT search methods: {P; 10.4 10.7} Homing Wing null Aural Signal m Discuss signal reflection and interference {P; 10.9} m Describe how to silence an ELT and the legal issues involved. {P; 10.10} Objectives Slide 131 2000 Scott E. Lanis131 Emergency Locator Transmitter Direction Finding for Aircrews: use of equipment commonly found in CAP aircraft N98987 Slide 132 2000 Scott E. Lanis132 Objective: The Elusive ELT m Automatic radio beacon (100 milliwatts) Roughly equal to that of a regular flashlight m Can be heard on a line-of-sight basis. m Remember that the ELT may be attached to an aircraft or vessel in distress! Click Icon to Hear an ELT Slide 133 m Activated by g-force (when armed) Some can be activated by the pilot in the cockpit m Three frequencies: 121.5 MHz (VHF emergency) 243 MHz (UHF emergency military guard) 406.025 MHz (third generation advanced ELT/EPIRB/PLB) m General types: General aviation aircraft Military (beepers or beacons) Marine EPIRB Test station (training practice beacon) Advanced (406) The ELT Slide 134 ELT Antenna Slide 135 Most aircraft have ELTs installed But they dont always survive a crash Slide 136 Most aircraft have ELTs installed But they dont always survive a crash Slide 137 m Most common type is the URT-33/C m Personnel ejecting/parachuting will have a 243 MHz beacon m 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 Military beacons Slide 138 m Personal Locator Beacon (PLB) or Personal Emergency Transmitter (PET): Intended for hikers and other remote wilderness travelers Use a 406 MHz transmitter and a 121.5 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] Personal beacons Slide 139 m Emergency Position Indicating Radio Beacon m Similar to an ELT, an EPIRB is used on ships and boats m Mandatory on certain commercial vessels m Some activate automatically and others are manually activated Marine EPIRB Slide 140 m Designed to operate with SARSAT/COSPAS 406.025 MHz beacons have data burst encoding that identifies each (registered) individual beacon Also produces a 121.5 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) 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 121.5 MHz ELT) Advanced ELTs Slide 141 m Training Practice Beacons Includes ones used by CAP m All should be converted from 121.6 to 121.775 MHz by now (if it isnt, dont use it) m During practice searches, avoid calling the practice beacon an ELT when communicating over the radio May cause confusion m Always use the term Practice Beacon Practice Beacon Slide 142 m Can test the aircrafts ELT within the first five minutes after each hour m Only allowed up to three sweeps m When was the last time you tested the ELT in your aircraft? m Do you regularly monitor 121.5 MHz after you land? Ensure your ELT didnt activate This isnt considered a test, by the way, but you can try this excuse if you like Testing an Aircraft ELT Slide 143 m Excessively hard landings (Welcome aboard, Ensign!) m Inadvertent change of switch position m During removal/installation m Malfunction m Non-ELT source on 121.5 MHz (computers, broadcast stations, even pizza ovens!) m Monsieur Murphy Inadvertent Activation Slide 144 m Approximately 97% of received ELT signals are false alarms For 121.5 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 m Whats the big deal? SARSAT can only monitor 10 ELTs at once Easy to overload the system They block emergency communications on 121.5 and 243 MHz (guarded by towers, ARTCC, and the military) False Alarms Slide 145 Slide 146 QUESTIONS? Slide 147 Detection Timeline Slide 148 m For a regular 121.5 MHz beacon: Said to be a 12-16 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 m For a 406 MHz beacon its a 1-3 nm radius (~ 12.4 square nm) with 45 60 minute detection/alert m For a 406 MHz beacon with GPS its a 0.05 nm radius (within 100 yards) with an average five- minute detection/alert Accuracy of SARSAT/COSPAS Slide 149 m AS AN EMERGENCY! m Its not possible to know whether an ELT signal is a distress signal or a false alarm m Although the statistics are against it, you must act as though it is a distress call m If you take advantage of them, every ELT mission allow you to keep your skills sharp! OK, So How Should I Treat an ELT Mission? Slide 150 m Route or parallel track to pick up the signal m If no SARSAT hits or definitive LKP: 4,000 to 10,000 AGL Large track spacing (start at 60 nm, then do halves) m Once signal is located, DF the signal Locating the ELT Signal Slide 151 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 Slide 152 L-Tronics DF m Normal: Alarm toggle in up position m DF: toggle is down Slide 153 DF Antenna These are mounted on the bottom, but may be on top Slide 154 2000 Scott E. Lanis154 Step 1: Acquire the Signal m To hear the signal you can use your L-Tronics receiver or one of your comm radios m 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 m Proceed at a reasonable altitude to the SARSAT composite hit, or to the point designated by your incident commander Slide 155 2000 Scott E. Lanis155 NO SIGNAL SIGNALHEARD! ELT Beginning The Search: Altitude Selection m Higher altitudes allow for reception of the ELT signal at greater distances m ELTs transmit on 121.5 MHz and 243.0 MHz, both of which limit reception to line of sight m Terrain will block ELT signals m HIGHER is therefore usually BETTER to acquire a signal m Medium altitude is generally better for searching (after signal heard) 3,000 to 5,000 AGL Slide 156 2000 Scott E. Lanis156 Altitude Selection Slide 157 2000 Scott E. Lanis157 Step 2: Track (DF) the Signal m 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 Slide 158 2000 Scott E. Lanis158 Wing Shadowing m 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 m Almost any VHF-AM aircraft communications radio may be used with this method Slide 159 2000 Scott E. Lanis159 Wing Shadowing: Antennas m 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 m Communications radio antennas are usually, but not always, located above the wings Can be above the fuselage, in the tail, etc. m L-Tronics Aircraft DF antennas may be above or below the aircraft Below the aircraft is the preferred installation Slide 160 2000 Scott E. Lanis160 Communications Antennas Above the Wing N98987 Antennas Above the Wing Slide 161 2000 Scott E. Lanis161 DF Antennas Below the Wing N98987 Antennas Below the Wing Slide 162 QUESTIONS? Slide 163 2000 Scott E. Lanis163 How To DF by Wing Shadowing m Fly a constant bank angle 360 turn m the audio will null, m or get significantly quieter, m when your wing blocks the antennas reception of the ELT signal N S E W 45 135 225 315 Slide 164 2000 Scott E. Lanis164 Wing Shadowing: Signal Blocking For Antennas Above the Wings SIGNAL ELT NULL Slide 165 2000 Scott E. Lanis165 Wing Shadowing: Antennas Above the Wing m Turn in a circle until you hear the null (significant decrease in volume) m The ELT is 90 to your LEFT m SUBTRACT 90 from your heading N S E W 45 135 225 315 ELT Slide 166 2000 Scott E. Lanis166 Wing Shadowing: Signal Blocking For Antennas Below the Wings SIGNAL ELT NULL Slide 167 2000 Scott E. Lanis167 Wing Shadowing: Antennas Below the Wing m Turn in a circle until you hear the null (significant decrease in volume) m The ELT is 90 to your RIGHT: ADD 90 to your heading N S E W 45 135 225 315 ELT Slide 168 2000 Scott E. Lanis168 Aural (Hearing) Search Method m 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 m Begin by plotting your position as soon as you receive the ELT signal m Fly that course for a short distance, then turn 90 left or right and proceed until the signal fades m Turn around (180) and mark where the signal fades on the other side of the circle m Plot chord lines similar to that of the diagram m Bisect the chord lines at a perpendicular m Plot a course to the location where the perpendicular lines intersect: this should be the location of the target! Slide 169 2000 Scott E. Lanis169 Aural Search 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 SIGNAL HEARD SIGNAL HEARD SIGNAL HEARD SIGNAL FADES Slide 170 2000 Scott E. Lanis170 Metered Search (Build & Fade) Method m 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. m Note your signal strength when beginning the search. m Fly a straight line until the signal gets lower, then increases to your original level. m Turn 180 and return to the lowest level of signal, then turn 90 left or right. m You should now be headed directly towards or away from the transmitter. m If the signal increases in strength, you are headed directly for the ELT. m If the signal decreases in strength, turn 180 Slide 171 2000 Scott E. Lanis171 FADE MAXIMUM SIGNAL MAXIMUM SIGNAL THEN DROP FIRST SIGNAL 1 2 3 4 5 6 ELT 8.0 6.0 4.0 3.0 2.0 3.0 2.0 1.0 5.0 Metered Search Slide 172 2000 Scott E. Lanis172 Left-Right DF Homing m Most CAP corporate aircraft have L-Tronics LA-Series Left-Right Homing DF units m These units operate virtually the same, but there are two major varieties: Single Meter Models Dual Meter Models Slide 173 2000 Scott E. Lanis173 L-Tronics DF Types m Single Meter Model m Dual Meter Model L-Tronics ALARM OFF 243 121.6 121.775 AUX 121.5 SENS VOL VHF DF DF STRENGTH L-Tronics ALARM OFF SENS VOL VHF-DF 243 121.6 121.775 AUX 121.5 DF REC Slide 174 2000 Scott E. Lanis174 Frequency Switch m Selects frequency to be used m Use 121.5 MHz for actual ELTs/EPIRBs m 243.0 MHz may also be used for all actual electronic searches m Use 121.775 MHz for training m Refer to owners manual for use of the AUX position L-Tronics ALARM OFF SENS VOL VHF-DF 243 121.6 121.775 AUX 121.5 DF REC Slide 175 2000 Scott E. Lanis175 Mode Switch m Only Single-meter units have this switch Dual-meter units use two displays, so both REC and DF operate continuously and simultaneously m REC is short for RECeive mode REC makes the units dial work as a strength meter m DF is short for Direction Find DF gives left-right homing to the ELT/EPIRB signal m 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 SENS VOL VHF-DF 243 121.6 121.775 AUX 121.5 DF REC Slide 176 2000 Scott E. Lanis176 Volume & Sensitivity m Volume controls the audio level to the speaker or headsets m 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 m 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 243 121.6 121.775 AUX 121.5 SENS VOL VHF DF DF STRENGTH Slide 177 2000 Scott E. Lanis177 DF SETTINGS FOR SINGLE METER MODELS m MISSIONS Select 121.5 (or 121.775 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 m NON-MISSION FLIGHTS Select 121.5 Select Alarm Mode Turn Sensitivity To Maximum Slide 178 2000 Scott E. Lanis178 DF SETTINGS FOR DUAL METER MODELS m MISSIONS Select 121.5 (or 121.775 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 m NON-MISSION FLIGHTS Select 121.5 Turn Alarm Toggle On Turn Sensitivity To Maximum Slide 179 2000 Scott E. Lanis179 PRE-FLIGHT FUNCTIONAL CHECK m Just as you pre-flight the rest of the aircraft, you should preflight your DF when going on an ELT electronic search mission m These procedures are covered in the Mission Aircrew Reference Text. Slide 180 QUESTIONS? Slide 181 2000 Scott E. Lanis181 SIX STEPS m Use these 6 steps for locating ELTs and EPIRBs with L-Tronics LA- series airborne DF equipment m Use the full procedure every time for the best results RECeive HALF DF TURN CHECK SHOOT m Each of these steps will be described in detail in the slides to follow Slide 182 2000 Scott E. Lanis182 Step 1: RECeive m Once you have started to receive the ELT or EPIRB signal on the proper frequency m If you have a single-meter unit, turn the mode selector to RECeive and turn the volume to a comfortable level m If you have a dual meter unit, refer to the STRENGTH window (no need to change modes) Slide 183 RECeive Mode/STRENGTH Window m In receive mode or in the strength window, the unit measures signal strength Needle to the left means low; to the right means high m Values are relative depending on the sensitivity you have selected m 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 isnt completely operable, try wing shadowing using one of the aircrafts communications radios and use the DF units strength meter as a backup using the aural/metered methods Slide 184 2000 Scott E. Lanis184 Step 2: HALF m 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 m If you are flying with a dual-meter unit, turn the Sensitivity Knob so the needle reads HALF SCALE in the STRENGTH window m 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 m It is also the optimum for the DF homing antennas Slide 185 2000 Scott E. Lanis185 Step 3: DF m For single-meter units, turn the mode selector knob to DF m In DF mode, you can think of the needle as always pointing D irect to the F lipping target. m For dual-meter models, simply refer to the DF window (no need to change modes) Slide 186 DF Antenna m 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! m 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 Slide 187 2000 Scott E. Lanis187 Antenna Reception Pattern m 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 m The pattern is the same even if the antennas are mounted above the wing Element 123 Slide 188 Direction Finding Mode/Window m 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 m This produces a carotid pattern each time the unit switches one is shown in blue, the other in yellow m By comparing the two patterns, the unit will determine when they are equal m When theyre equal, the needle centers! m When the needle is centered, the target is either directly ahead or behind you! Slide 189 2000 Scott E. Lanis189 Step 4: TURN m Turn at least one FULL circle, noting where the DF needle centers m Under ideal conditions, the needle will center twice When facing directly at the source of the signal When facing 180 away from the target m You will solve this problem (called ambiguity) in the next step Slide 190 DF CENTERS Alternating Antenna Patterns Alternating Antenna Patterns WHEN THE PATTERNS ARE EQUAL, THE DF NEEDLE CENTERS! ELT (Possibility 1) ELT (Possibility 2) Slide 191 2000 Scott E. Lanis191 Step 5: CHECK m Use T urn to T ell m Remembering that in DF mode the needle always points D irect to the F lipping target m When you have the needle centered, turn left or right If you turn left and the needle goes left, the ELT is 180 from your present heading If you turn left and the needle turns right, the ELT is dead ahead Slide 192 AMBIGUITY ELT (Possibility 1) ELT (Possibility 2) m When Needle Centers ELT is Directly Ahead or Behind m This situation is called ambiguity m To Solve ambiguity: m Use Turn to Tell Make a turn left or right The needle always points D irect to the F lipping Target (DF!) Slide 193 DF NEEDLE ELT m Compare the YELLOW (LEFT) and the BLUE (RIGHT) antenna patterns m In this case, the LEFT pattern is stronger than the RIGHT m In DF mode, the needle would then point LEFT The needle always points D irect to the F lipping Target! Slide 194 SOLVING AMBIGUITY m Actual ELT position is unknown to user m Make a small turn left or right As a teaching reminder, Use a TURN to TELL ELT (Possibility 1) ELT (Possibility 2) Slide 195 SOLVING AMBIGUITY m Actual ELT position is unknown to user m Make a small turn left or right As a teaching reminder, Use a TURN to TELL m Example: TURN LEFT needle goes left ELT (Possibility 1) ELT (Possibility 2) Slide 196 SOLVING AMBIGUITY ELT (Possibility 2) m Actual ELT position is unknown to user m Make a small turn left or right As a teaching reminder, Use a TURN to TELL m Example: TURN LEFT If needle goes left ELT is to your left (behind you) ELT (Possibility 2) Slide 197 SOLVING AMBIGUITY m If you turn Left and the needle moves Right m The ELT is in Front of you! ELT (Possibility 1) ELT (Possibility 2) Slide 198 SOLVING AMBIGUITY ELT (Possibility 1) ELT (Possibility 2) m If you turn Left and the needle moves Right m The ELT is in Front of you! m Example: Turn left Needle goes right Slide 199 SOLVING AMBIGUITY ELT (Possibility 1) m Solution: If you turn Left and the needle moves Right The ELT is in Front of you! Slide 200 2000 Scott E. Lanis200 Step 6: SHOOT m Use your DG to determine a bearing to the target & follow it m You may need to fly through a zone of signal dropout m Be watchful for signs of signal passage If you get signal passage, consider using the pinpointing the target techniques listed in this presentation m Frequently repeat the full six steps to ensure you are heading in the right direction and that you didnt inadvertently over fly the ELT N S E W 45 135 225 315 Slide 201 How A DF Unit Works: Summary m Two Main Modes of Operation RECeive DF m RECeive Mode is a Strength Meter Left is low, right is high m DF Mode Centers on Signal Always points to the signal Use a T urn to T ell when solving ambiguity m Aircraft and ground units work the same way Slide 202 QUESTIONS? Slide 203 2000 Scott E. Lanis203 Reflections m Reflections of an ELT signal work just like a flashlight off of a mirror m 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 m Power lines can also have a large effect on a low-powered signal such as an ELT Slide 204 2000 Scott E. Lanis204 Beating Reflections m Check your sensitivity at half-scale or lower But ensure that its high enough to receive adequate signal m Reflections will generally be weaker than the most direct path to the target m Following reflections will generally take your closer to the target m If sensitivity is set to minimum, try DFing on a different frequency For example, if you are trying to locate an actual ELT on 121.5 MHz, try locating it on 121.6 or 121.775 MHz when you get close m When all else fails, fly somewhere else to get a good DF bearing- or try that at the first sign of problems! Slide 205 2000 Scott E. Lanis205 Carrier-Only Signals You dont always need to hear the ELT or EPIRB to find it A carrier-only signal may be broadcasting with no audible sweep This is especially true with low or old batteries, damaged ELTs, or spurious transmissions You can identify a carrier-only signal by DEFLECTION Good needle deflection generally indicates a signal that is strong enough to DF Compare your deflection to another frequency If you are using 121.5 MHz, try it on 121.775 MHz If deflection is the same in both frequencies, you DONT 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. Slide 206 2000 Scott E. Lanis206 Vertical Reflections & Signal Dropout m 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 m It has lobes, or, stronger and weaker points m This is accentuated when the ELT is transmitting from a location above the surrounding ground m 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 m When you reacquire the signal, it should be stronger than when you lost it Slide 207 2000 Scott E. Lanis207 Signal Dropout NO SIGNAL SIGNALHEARD m If you encounter a signal dropout, continue to fly on your last good DF heading m You should reacquire the signal in a few minutes Actual time will depend upon your distance to the target m If you are unable to reacquire, return to where you last heard the signal and re-DF Slide 208 2000 Scott E. Lanis208 Signal Strength m 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 m This is due to Maxwells 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/(2 2 ) = 1/4 After Scottish Physicist James Clerk Maxwell, 1831-1879 m 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 youre getting close Slide 209 2000 Scott E. Lanis209 Signal Strength Rate of Change SENSITIVITY KNOB DEACREASES EXPONENTIALLY AS DISTANCE DECREASES 1 2 345 6 7 Slide 210 2000 Scott E. Lanis210 Cone of Confusion Cone of Confusion m Antennas receive best when the pole is perpendicular to the signal m 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 m You should practice to see what this station passage reading looks like It is similar to crossing a VOR Slide 211 2000 Scott E. Lanis211 Reception in the Cone of Silence antenna signal GOOD POOR m You may also get a significant drop in ELT signal since the antennas dont receive well directly off of their tips m Although called a cone of silence, you will probably only see & hear a large decrease in signal instead of complete silence Slide 212 2000 Scott E. Lanis212 Pinpointing the ELT m If you get a station passage indication, make an approximate 180 degree turn and DF back to the target m Repeat this process using different approach angles each time, remembering that your path may be curved due to wind (like uncorrected NDB holding) m The point where station passage is received several times should be the location of the target 1 2 3 Slide 213 2000 Scott E. Lanis213 Pinpointing the ELT m 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 m 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 Slide 214 QUESTIONS? Slide 215 2000 Scott E. Lanis215 After Locating The ELT m After location, coordinate with ground teams to bring them on-scene m Use radio communication and relay GPS coordinates m Pick up the ground team at a predetermined location and lead them to the target m Alternately, coordinate a pick up point on the radio m Practice your air-to-ground coordination skills often try it both with and without radio communication m Air-to-ground is CAPs best unique ES skill! Slide 216 m 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 m You can use a hand-held radio or hand-held DF unit m The most commonly used in CAP is the Little L-Per m You did remember to put one of these (with charged batteries) in the aircraft before you left, didnt you? DF upon Landing Slide 217 m Six Steps Receive Half DF Center Turn Shoot Little L-Per Slide 218 m You land at an airport with multiple hangars and each hangar is full of aircraft m This can make it difficult to find the ELT m Two methods can help: Signal-offset Using a hand-held radio without its antenna m If the suspect aircraft has an external DF antenna and you cant get inside to turn the ELT off, try placing an aluminum foil sleeve over the antenna to see if the signal strength decreases significantly OK, which of these planes is it in? Slide 219 m 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 121.55 As you home in set in 121.6 (you may even work up to 121.7) As you get further away from 121.5 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) OK, which of these planes is it in? Slide 220 m Using a hand-held radio without its antenna: Once youve narrowed the suspects down to one or two aircraft (usually side-by-side), remove the radios antenna and hold it next to one of the ELT antennas Turn the volume down until you just hear the signal Dont key the radios transmitter with the antenna removed! Move to the other aircrafts ELT antenna If the signal is stronger you probably have it; if weaker, its probably the other aircraft May also put an aluminum foil sleeve over the antenna Can also combine this with the signal-offset method OK, which of these planes is it in? Slide 221 m 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. OK, where is the thing? Slide 222 m The preferred method is to have the owner (or someone designated by the owner) turn it off and disconnect the battery m 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 121.5 to ensure it doesnt go off again m If you cant find the owner, you may have to build a foil tent (refer to CAPP-2) Silencing the ELT Slide 223 m Foil Tent m 1 x 5 m Encloses antenna m Flaps at least 18 beyond antenna on fuselage m Securely taped (masking tape preferred) Slide 224 m Ensure that the owner is notified that the ELT was disabled m If you cant get a phone number, you can place a note on the aircraft (not the window) Silencing the ELT Slide 225 m 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 m Entry to the ELT should be made by the owner or operator or law enforcement m 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) Legal Issues Slide 226 m 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 m Besides the owner/operator, some owners give FBO personnel permission to enter their aircraft Legal Issues Slide 227 m 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 m 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 Slide 228 m 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 m If this doesn't work, try calling AFRCC and have them explain the situation Legal Issues Slide 229 m The most important aspect is the manner in which you approach the matter m The local civil authorities are in charge, but if the AFRCC tasks you to search, you go search and offer assistance to the civil authorities when the opportunity presents itself m If they tell you go home, then phone the IC and/or AFRCC and close the mission Legal Issues Slide 230 2000 Scott E. Lanis230 QUESTIONS? Good Hunting! Slide 231 Visual Search Patterns and Procedures (Chapter 11) Slide 232 m Plan and describe how to fly: Route (track crawl) search. {P; 11.2} Parallel track (sweep) search. {P; 11.3} Creeping line search. {P; 11.4} Point-based (expanding square or sector) search. {P; 11.5 & 11.6} m Discuss how to plan and fly a basic contour search. {P; 11.7} Objectives Slide 233 m Hey! Wait a minute. This is stupid. m Do my headings, waypoints, lat/long coordinates, and distances look sensible m Perform: After planning When you start your pattern Periodically thereafter The Stupid Check Slide 234 m The following examples and worksheets are covered to aid in pre-planning a search pattern m Designed for non-moving map GPS, but include all the information you need to set up the GX55 m 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 Slide 235 m One minute latitude = 1.0018 nm Fly one minute north or south, cover one nautical mile (a 1-nm leg width) m One minute longitude = anywhere from 0.6572 to 0.9152 nm in the continental U.S. Means youll 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 well be flying less than 1-nm leg widths To get the relationship in your area, go to http://jan.ucc.nau.edu/~cvm/latlongdist.php Latitude, Longitude and Distance (and the GPS) Slide 236 Route search pattern Track of missing aircraft 1/2 S Track of search aircraft Slide 237 m Assume were 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 Route search example Slide 238 Route search worksheet example Slide 239 Parallel Track search pattern Slide 240 m Assume were 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 Grid search example Slide 241 Grid search worksheet example m GX55 Data m Type Grid & Sectional: US, STL m Pattern: Parallel Line m Grid: 104D2 m Spacing: 1 nm m Direction of Travel: N/S Slide 242 Creeping Line search pattern sssss Direction of Search Slide 243 m Assume were searching for an aircraft along Highway 31: Draw the route on the worksheet Start at the intersection of Hwys 31/9 (southeast of Columbus) Stop at the intersection of Hwys 31/50 (east of Seymour) Search three miles either side of Hwy 31 1-nm track spacing Creeping Line search example Slide 244 Creeping Line search worksheet example Slide 245 m Assume were 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 Creeping Line search example (CDI method) Slide 246 Creeping Line search worksheet example (CDI) m GX55 Data m Type Grid & Sectional: US, STL m Pattern: Creeping Line m Starting Waypoint: BMG m Spacing: 1 nm m Direction of Travel: 060 m Leg Length: 3 nm m Start Side: Right Slide 247 Expanding Square search pattern (second pass rotated 45) 4SS 2S 3S5S 4S 2S 3S 5S Slide 248 m Assume were 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 Expanding Square search example Slide 249 Expanding Square search worksheet example m GX55 Data m Type Grid & Sectional: US, STL m Pattern: Expanding Square m Starting Waypoint: N 38 59 W 86 10 m Spacing: 1 nm m Direction of Travel: 000 Slide 250 Sector search pattern Sector search is easier to fly than expanding square The pattern provides concentrated coverage near the center of the area This pattern is used when an electronic search has led the crew to a general area to find the exact location visually The pattern and headings are planned in advance S max S mean Slide 251 Contour search pattern This is a difficult and dangerous pattern to fly. Requires special training such as the Mountain Flying course. Slide 252 QUESTIONS? Slide 253 Step Through a Typical Mission (Chapter 13) Slide 254 m Discuss the items you should check before leaving on a mission: {P; 13.1} Personal and aircraft items CAPF 71 State the flight time and crew duty limitations (per the current CAPR 60-1) State the three unique entries made by a CAP pilot on a FAA Flight Plan and where they go on the flight plan IMSAFE and flight release Preflight & loading Departure m Discuss the approach and your actions upon arrival at mission base, including the general briefing. {P; 13.2 & 13.4} Objectives Slide 255 m Discuss the six steps of ORM and the four principles involved. {P; 13.3} m Discuss the aircrew briefing. {P; 13.5} m Describe the information contained in and how to fill out the front of the CAPF 104. {P; 13.6} m Discuss the items checked and actions taken before leaving on a sortie: {P; 13.7} Release and preparation Preflight and Departure State when the sterile cockpit rules starts and ends m Discuss duties during the sortie, including: {P; 13.8} Preparations prior to entering the search area Required radio reports State when the sterile cockpit rules starts and ends Objectives Slide 256 m Discuss your actions upon arrival back at mission base. {P; 13.9} m Describe the information contained in and how to fill out the back of the CAPF 104. {P; 13.10} m Discuss the aircrew debriefing. {P; 13.11} m Discuss your actions upon arrival back home, including: {P; 13.12} What to do with the aircraft What to do if you observe signs of post-traumatic stress When the mission is officially over for you and your crew Objectives Slide 257 Whats the Rush? m 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? m Time is such a critical factor in missing person or aircraft crash searches m Treat every minute after you been alerted as critical to the survival chances of the victims Slide 258 Survival Rates m 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 m Of those 40% uninjured in the crash: 50% will die if not located within 72 hours Survival chances diminish rapidly after 72 hours Slide 259 Response Times m 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 m 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 Slide 260 Whats the Rush? m What do these statistics tell us? We must take each mission seriously! Strive to do everything better, smarter and faster! m Training, practice and pre-planning help us accomplish these goals m Also tells us, as pilots, to always file a flight plan Slide 261 Leaving Home Base m Proper uniforms per CAPM 39-1 m Required credentials m Current charts for the entire trip (gridded, if you have them) m Personal supplies and money m Equipment such as cell phone and flashlights (including spare batteries) m Charts and maps NOTE: Mission Pilots may skip the portions that were covered in Chapter 12, Phases of Flight Slide 262 Leaving Home Base m Check the Weight and balance, CO monitor & Fire Extinguisher status, fuel reserve and management plan, Discrepancy Log m Tie-downs, chocks, Pitot cover and engine plugs m Equipment such as fuel tester, survival kit, binoculars, sick sacks, and cleaning supplies Slide 263 Leaving Home Base m Obtain briefing and file FAA Flight Plan m Complete Inbound 104 and get released by FRO Slide 264 Leaving Home Base IMSAFE m I llness m M edication m S tress m A lcohol m F atigue m E motion Slide 265 FRO Checklist (60-1) Slide 266 Pre-flight begins even before you even get to the aircraft Slide 267 Preflight m Check the aircraft: Pre-flight (e.g., CAPF 71, CAP Aircraft Inspection Checklist ) m 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 m Check the AD compliance list m Fill in the CAP flight log Slide 268 Preflight m Check the Discrepancy Log; ensure no discrepancy makes the aircraft unsafe for flight or reduces your ability to accomplish the mission m 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 m During loading, ensure that all supplies and equipment correspond to what you used in your Weight & Balance m Windshield and windows are clean, and that the chocks, tie- downs, and Pitot tube covers/engine plugs are stowed m Check and test special equipment Slide 269 Preflight m Check parking area for obstacles, arrange for marshaller or wing-walker m 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. m The pilot will review the taxi plan and taxiway diagram, and assign crew responsibilities for taxi m Once everyone is settled in, organize the cockpit and review the "Engine Fire on Start" procedure Slide 270 Departure m Always use the checklists; use the challenge/response method m Seat belts and shoulder harness (always