CAP Mission Aircrew SAR/DR Mission Pilot Course Revision April 2010 CAP Mission Aircrew SAR/DR...

CAP Mission Aircrew

SAR/DR Mission Pilot Course

Revision April 2010

Introduction

Administrative ItemsAdministrative Items

CAPR 60-series Review (see

Aircrew CAPR 60-series review

slides)

Mission Pilot Requirements

Trainee• Qualified CAP VFR or IFR Pilot, with at least 175 hours

PIC that includes 50 hours cross-country• Qualified as Mission Scanner• Qualified as Transport Mission Pilot• At least 18 years of age (minimum: should be mature)• SQTR-MP Familiarization and Preparatory training• Commanders authorization

Qualification• SQTR-MP Advanced training requirements and CAPF

91• At least 200 hours PIC• FEMA IS-200a course• Exercise participation (two missions; see 60-3)• Unit certification and recommendation• Aircraft Ground Handling

Primary Responsibility: Pilot the aircraft in a safe and proficient manner, following all CAP and FAA rules and regulations.

Second: Remember that you are a pilot, not a scanner.

In addition to these duties, the pilot must perform all the duties of the Observer if no qualified observer is on board

MP Duties & Responsibilities

In addition to the duties of Pilot-in-Command:

Responsible for obtaining complete briefings and for planning sorties

Thoroughly brief the aircrew before flight, including a briefing on their responsibilities during all phases of the upcoming flight

Obtain a proper flight release Enforce sterile cockpit rules Utilize CRM techniques and procedures


Fly search patterns as completely and precisely as possible; report any deviations from the prescribed patterns during debriefing

Monitor the observer and ensure all events, sightings and reports are recorded and reported

Fill out all forms accurately, completely and legibly


Forms

CAPF 101 CAP SQTRs CAPF 104 CAPF 108 FAA Form 7233-

1 ICS forms

Forms 104 and 108

CAPF 104 Mission Flight Plan / Briefing / Debriefing Form

• CAPR 60-3 Requirement• Completed for each mission sortie (WMIRS)

CAPF 108 CAP Payment / Reimbursement Document for Aviation / Automotive / Miscellaneous Expenses

• CAPR 173-3• Completed for each mission• File within 30 days after mission completion• Normally generated in WMIRS for missions

Flight Plans and Forms Summary

Forms are important! Complete, accurate and legible Label attachments You implement the CAP mission Know the source regulations

• CAPR 60-1 (flying operations)• CAPR 60-3 (training and operational

missions)• MOUs

Communications

(Chapter 2)

Throughout these slides, each objective is followed by:

The mission specialty rating to which the objective applies (O = Observer and P = Pilot)

The section in the MO/MP Reference Text where the answer to the objective may be found

Objectives

Describe how to use the Audio Panel and FM radio {O & P; 2.1.2 & 2.1.3}

Discuss CAP FM radio reports {O & P; 2.1.5}• List the minimum required reports

Objectives (con’t)

Using the Audio Panel

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)

Using the FM Radio

Volume controls National and wing communications officers

program the radios (Guard 1 and Guard 2 are preset), so all you have to know is how to use the radio

Guard is set to G1; if base wants to call you, you will hear them no matter what (MN) frequency you’re on• Just take MN/GD switch to GD, answer, then back to

MN G2 isn’t to be used for conversations; after

making contact switch to a different (MN) channel

FM Radio Reports

Radio check (initial flight of the day) Minimum required reports:

• Takeoff time• Time entering search area (may be more than

once)• Time exiting search area (may be more than

once)• Landing time

Operations normal (Ops Normal) reports• Defined during briefing, usually every one-half

hour

CAP Aircraft Callsigns

CAP has the FAA authorized callsign “CAP”

FAA callsigns are stated in ‘group’ form

CPF 4239 is stated as “CAP Forty-Two Thirty-Nine”

CAP Aircraft Callsigns

CAP aircraft should only use the word “Rescue” in their callsign when priority handling is critical

“CAP Forty-Two Thirty-Nine Rescue”

DO NOT abuse this!

High Altitude and Terrain

Considerations

(Chapter 4)

OPTIONAL

Review the effects of high altitude on aircraft performance

Objectives

Concerning atmospheric pressure:• State the pressure at sea level, and describe how to

compensate for ‘other-than-sea level pressures’ when setting the altimeter

• Discuss the three factors that affect the density of an air mass.

• Define density altitude, and compute DA for a given situation using a chart and flight calculator

State the phases of flight affected by a decrease in atmospheric pressure, and how aircraft performance is affected

Objectives

Discuss strategies to compensate for high DA during searches

Discuss mountainous terrain precautions and strategies


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

Atmospheric Pressure

Three factors:• Pressure• Temperature• Humidity

Altitude and pressure combined to determine pressure altitude

Add non-standard temperature to get density altitude

Remember: Drag, lift, power available and true airspeed are all affected by density altitude

Density Altitude

TAS vs. DA

Density Altitude

Flight Computer

Circular slide rule• Density altitude• Nautical to statute

miles• True airspeed• Other stuff

Density altitude and aircraft weight have a tremendous effect on aircraft performance

Both must be accurately calculated, especially for mountain flying missions

Aircraft 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

Pressure vs. Performance

DA & ROC

Reduced Performance

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

Strategies

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


Wind

Flight Path

2000 ft.

QUESTIONS?

Navigation and Position

Determination

(Chapter 5)

Given coordinates and a sectional, use the Standardized Latitude and Longitude Grid System to draw a 7.5° x 7.5° search grid.{O & P; 5.10.1}

Given a grid and Attachment E of the U.S. National SAR Supplement to the International Aeronautical and Maritime SAR Manual, use the CAP Grid System to draw a 7.5° x 7.5° search grid. {O & P; 5.10.2 and Attachment 1}

Objectives

Sectional Aeronautical Charts

1 to 500,000 Medium to slow speed aircraft Types of Information: Legend, Aeronautical,

Topographical

Standardized Lat/Long Grid

System

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

103-00 W

103-00 W

102-00 W

102-00 W

36-00 N

37-00 N

A B

CB

C D

36/102 AA

36-30 N102-45 W

102-30 W

A B

C D

36/102 ADB

Search Planning and

Coverage

(Chapter 6)

In basic terms, discuss how search planners determine the Maximum Area of Probability and then the Probability Area {O & P; 6.2.1 & 6.2.2}

Given a POD table, discuss the advantages and disadvantages of various search altitudes and speeds over the three major types of terrain {O & P; 6.2.3}

Discuss the importance of proper execution of search patterns {P; 6.2.4}

Optional – Review POD Example

Objectives

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

Search Altitudes & Airspeed

Altitudes• Per CAPR 60-1, sustained flight below an altitude or

lateral distance from any object of 1,000 ft during the day or 2,000 ft at night is prohibited except for takeoff and landing or in compliance with ATC procedures (such as IFR flight). At no time will the pilot allow the aircraft to come within 500 feet of terrain or obstructions unless taking off or landing.

• So, pilots may descend below the designated search altitude to attempt to positively identify the target, but never below 500' AGL; once the target has been identified the pilot will return to 1000' AGL or higher. [Refer to CAPR 60-1 for special restrictions for over-water missions.]

Airspeed• Should never be lower than Vx

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)

Determining the Maximum Possibility

Area

LKP

Corrected for wind

Wind vector

No wind endurance

Maximum possibility area

Flight level winds: 330/20

Aircraft Speed: 100 Kts

Endurance: 2 Hours

200 NM

40NM

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

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

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

Probability of Detection

POD expressed as a “percent” search object was detected

Four interrelated factors used to calculate:

• Track Spacing• Search Visibility• Search Altitude (Note: Normal is 1000’ AGL)• Type of Terrain

Cumulative POD calculated using a chart

“Effectiveness” must also be considered

POD Table(104a, SAR Results)

POD Chart - detail

500 Feet

0.5 nm 35% 60% 75% 75%

1.0 20 35 50

1.5 15 25 35 40

700 Feet

0.5 nm 40% 60% 75% 80%

1.0 20 35 50 55

1.5 15 25 40 40

1,000 Feet

0.5 nm 40% 65% 80% 85%

1.0 25 40 55

1.5 15 30 40 45

OPEN, FLAT TERRAIN

SEARCH ALTITUDE (AGL) Track Spacing

SEARCH VISIBILITY 1 mi 2 mi 3 mi 4 mi

50

2.0 10 20 30 30

2.0 10 20 30 35

60

2.0 15 20 30 35

Cumulative POD Chart

5-10% 1511-20% 20 2521-30% 30 35 4531-40% 40 45 50 6041-50% 50 55 60 65 7051-60% 60 65 65 70 75

8061-70% 70 70 75 80 80

85 9071-80% 80 80 80 85 85

90 90 9580+% 85 85 90 90 90 95

95 95 95+5-10% 11-20% 21-30% 31-40% 41-50% 51-60%

61-70% 71-80% 80+%

POD For This Search

PreviousPOD

QUESTIONS?

Mission Pilot

(Chapter 9)

Objectives

State MP duties & responsibilities {P; 9.1}

Discuss safety matters related to CAP activities {P; 9.2}

Identify where to find the rules on transportation flights {P; 9.3.1}

Discuss special precautions needed for flying CAP missions at night {P; 9.3.2}

Discuss special precautions needed for flying CAP missions in IMC {P; 9.3.3}


Discuss the special considerations for video imaging missions, and discuss the typical video imaging flight profile {P; 9.3.4}

Discuss proficiency {P; 9.3.5} Discuss security and airspace

restrictions {P; 9.4.1 & 9.4.2} Describe the three phases of an

aircraft interception, your actions when intercepted, and discuss visual intercepting/intercepted signals {P; 9.4.3}

Describe the types of items that should be kept in the aircraft glove box {P; 9.5}


Discuss aircraft paperwork, documents and minimum equipment, loading, W&B fuel assumptions and reserve, and pre-start {P; 9.5.1}

Discuss startup checks, leaning the engine, and taxi {P; 9.5.2}

State crosswind limitations and discuss takeoff, climb and departure {P; 9.5.3}

Discuss transit to the search area, in the search area, and departing the search area {P; 9.5.4}

Discuss approach, descent and landing {P; 9.5.5}


Discuss after-landing, shutdown and post-flight {P; 9.5. 6}

Discuss those items you can control to affect POD {P; 9.6}

State the normal, assumed number of aircrew needed for a mission {P; 9.7}

Discuss how you must alter normal search patterns if you only have one scanner onboard {P; 9.7.1}

Discuss special considerations while flying CAP searches {P; 9.7.2}

Discuss "go/no go" decision-making {9.7.3}

Primary Responsibility: Pilot the aircraft in a safe and proficient manner, following all CAP and FAA rules and regulations

Second: Remember that you are a pilot, not a scanner

The mission pilot is responsible for incorporating Operational Risk Management and Crew Resource Management principles and practices into each mission


In addition to these duties, the pilot must perform all the duties of the observer if no qualified observer is on board

In addition to the duties of Pilot-in-Command:• Responsible for obtaining complete briefings and for

planning sorties• Thoroughly brief the aircrew before flight, including

a briefing on their responsibilities during all phases of the upcoming flight

• Obtain a proper flight release• Enforce sterile cockpit rules


Sterile cockpit rules The “Sterile Cockpit” concept recognizes that flight

operations other than routine cruise flight are intrinsically more hazardous and require the undivided and vigilant attention of all crewmembers. Non-essential conversations and activities not directly related to the operation of the aircraft and its mission are inappropriate.

The Pilot in Command (PIC) is responsible to ensure that these non-essential conversations, activities, and otherwise distracting actions do not occur during those portions of the flight that are considered critical. Examples of critical portions of flight would be taxi, takeoff, climb, descent and landing. Operations in high-density traffic areas or heavy ATC periods would also be considered critical.


Sterile cockpit rules The simplest way to ensure that all crewmembers and

passengers are aware of this requirement is to conduct a crew and passenger briefing prior to boarding the aircraft or prior to engine start. The ”Sterile Cockpit” brief can be as simple as a general statement by the PIC indicating that an announcement will be made when the flight is in a critical phase of flight, or possibly, a detailed briefing of the various phases of flight that are considered busiest and critical for the crewmembers to avoid distractions.

It is essential that the PIC include in the “Sterile Cockpit” brief a statement that safety of flight items are always appropriate to be brought to the immediate attention of the PIC. Safety concerns would be such items as potentially conflicting traffic, potential mechanical problems with the aircraft, i.e., electrical smoke or smoke of an unknown origin, leaking fuel, etc.


Fly search patterns as completely and precisely as possible; report any deviations from the prescribed patterns during debriefing

Monitor the observer and ensure all events, sightings and reports are recorded and reported

Fill out all forms accurately, completely and legibly


SAFETY

Flying into and taxiing on unfamiliar airports

Small, non-towered, unlighted airports• Runways• Taxiways• Obstacles• Services• Local NOTAMS

Larger, busy airports• Airspace and obstacles• Taxiways• Local NOTAMS

A/FD or Flight Guide (Airguide Publications, Inc.) Download airport diagrams (AOPA website) Taxiing around a large number of aircraft at

mission base• Taxi plan• Marshallers• If it looks too close or dangerous – STOP!

Flying into and taxiing on unfamiliar airports

AIRPORT RUNWAY SAFETY

AIRPORT

SIGNS

AIRPORT MARKIN

GS

Use the Discrepancy Log, especially in unfamiliar aircraft

Don’t let ‘minor’ squawks linger:• Lights and bulbs• Radios and navaids

Keep aircraft windscreen and windows clean

Squawks

Fuel Management

Plan for a sufficient fuel supply to ensure landing with a minimum of one hour of fuel remaining (computed at normal cruise speed)

If it becomes evident the aircraft will not have that amount of fuel at its intended destination, the PIC will divert the aircraft to an airport that will ensure this reserve is met

Have a plan Accurate Weight & Balance, accurate fuel

levels

Fuel Management (con't)

Note your assumptions and brief crew:• Power setting• Wind direction and speed• Leg and total flight distance

Compare assumptions against actual conditions

Modify plan and refuel, if necessary Check fuel status at least hourly When in doubt – land and refuel!

Unfamiliar aircraft equipment

Audio Panel, FM Radio, DF, GPS – if you don’t know it, don’t fly it!

Even simple differences can matter:• If you’ve never flown an HSI, now isn’t the time to

learn it!• Sit in the aircraft and get up to speed• Get another pilot to tutor you

What does the equipment and gear in the baggage compartment weight? W&B.

Don’t try to bluff

Unfamiliar terrain and weather

Plan for terrain and weather:• Enroute• Area you’ll be operating in

Clothing, equipment and survival gear

Trainees & Inexperienced Crew

Trainees:• Extra time on briefing, duties & responsibilities• When not to interrupt (sterile cockpit)

Inexperienced crew (or not proficient):• Extra time on briefing• May have to assume some duties• Check SQTRs

Flight line marshallers may be cadets or seniors on their first mission• Be alert and have your crew stay alert

Low and Slow

Often at 1000 feet AGL May be less than 90 knots (no less than

Vx)• Include in your proficiency flying• Strictly enforce sterile cockpit rules

May lose radar and communications coverage• Climb to report “ops normal”

Maintain situational awareness• “If the engine quits now, where do I land”

Low and Slow (con’t)

Sustained flight below an altitude or lateral distance from any object of 1,000 ft during the day or 2,000 ft at night is prohibited except for takeoff and landing or in compliance with ATC procedures (such as IFR flight). At no time will the pilot allow the aircraft to come within 500 feet of terrain or obstructions unless taking off or landing.

May descend below the designated search altitude to attempt to verify potential crash sites or the presence of survivors, and to prevent loss of life, property, or human suffering, but never below 500' AGL; once the target has been identified the pilot will return to 1000' AGL or higher. [Refer to CAPR 60-1 for special restrictions for over-water missions.]

Maintain airspeed above Vx

TYPES OF FLIGHTS

Transportation Flights

Always consult CAPR 60-1 (Passenger Requirements) and the chart in FAA Exemptions and non-CAP Passenger Requirements (located under “Special Operations” on the Stan/Eval/Flight Ops webpage) when you need to know who is authorized to fly as passengers in CAP aircraft, and the conditions under which they (and you) are authorized to fly

As a general rule, anyone other than CAP or US government employees need special permission to fly in CAP aircraft

All non-CAP members eligible to fly aboard CAP aircraft must execute a CAPF 9, Release (for non-CAP Members), prior to the flight

Remember to check the credentials of non-CAP passengers

(center)

QUESTIONS?

Night Flight

Per CAPR 60-1, night VFR is permitted; however, if the PIC and aircraft are IFR qualified and current then the flight should be conducted under IFR, if practical

Typically are transport, route searches and ELT searches

CAPR 60-1 requires pilots to maintain a minimum of 2000' AGL at night (unless under ATC control). During night over-water missions, both front-seat crewmembers must be CAP qualified mission pilots and both will be CAP Instrument Pilots and current (the right-seat pilot need not be qualified in the specific aircraft).

Must be night current and its preferable to have an experienced crew aboard

Extra attention to the pre-flight and other preparations

• Weather reports and advisories• Dew point spread (fog predictor)

Night Flight (con’t)

Greatest threat is flying into weather you can’t see Before you launch, ask yourself a few questions: Are you really night proficient, or did you last fly 89

nights ago? How long has it been since you’ve done a night cross-

country? How long has it been since you’ve done a night ELT

search? How long has it been since you’ve done night

approaches? When was the last time you practiced a night landing

without a landing light? How familiar are you with terrain and obstacles along

the route? Did you include all your flashlights in the weight &

balance?

Include night flying (and DF) in your proficiency regimen!

Illusions of the Night

Some lead to spatial disorientation while others lead to landing errors

Illusions are the most common (JFK Jr.) The ‘leans’: enter a bank too slowly to stimulate

the motion-sensing system of the inner ear• Coriolis• Graveyard spin or spiral• Inversion• Elevator• False horizon• Autokinesis

Illusions of the Night (con’t)

Surface conditions and atmospheric conditions can create illusions of incorrect height above and distance away from the runway

Prevent these illusions by pre-planning and by flying a standard approach to all landings:

• Runway width• Runway and terrain slopes• Featureless terrain• Atmospheric• Ground lighting

Instrument (IFR) Flight

CAP missions are seldom conducted in IMC

Most likely is a transport flight (not to minimums)

Can do a route search, but ground teams are preferable under these circumstances

Can DF in IMC, but dangerous It is recommended that night flights be

conducted by current and qualified instrument pilots, if practical

IFR Flight (con’t)

Other requirements and recommendations:• The pilot must be a current CAP Instrument Pilot• PIC meets FAA instrument proficiency requirements• PIC is proficient in the type of CAP aircraft she’ll be

flying• For any flight other than a simple transport flight, its

highly recommended that another instrument-proficient pilot fly in the right seat

• Never fly a search in IMC alone• Never fly an instrument search when ground teams

are appropriate and available for the search

Aerial Photography

An increasingly important CAP mission Aerial images are invaluable to

emergency response personnel Primarily:

• Digital still photos (some 35mm)• Video (analog and digital) with or without

audio comments• Satellite Digital Imaging or ARCHER

Aerial Photography (con’t)

The great majority of our imaging missions are “fly back” missions where we take digital photos, return to base, and then transmit the images to our customer

• SDIS requires specialized equipment and training; however, the way we plan and take the photos is the same whether it is a fly back or SDIS mission

Aerial Imaging flight patterns are always flown at 1000' AGL or higher, and never at speeds below Vx

The key to successful imaging mission is preparation, planning, patience and practice!

• Pilots need to practice flying imaging patterns with a Videographer in order to master the patterns and the communications necessary to get the best images

Planning sheets for imaging patterns may be found in the Flight Guide


Essentials for a successful imaging sortie:• Make sure each crewmember knows what the target is and

what types of images are needed. For example, a sortie may require a digital photo of the target area for orientation, followed by close-up photos.

• Ensure the target location is identified so that you can find it. If the customer can’t define the target, plan time for a recon survey after the ID Pass to decide what patterns you’ll need to meet mission objectives.

• Thoroughly brief the route to and from the target, and the flight patterns within the target area. Mark them on the appropriate sectional chart and maps (e.g., road or topographical).

• Ensure minimum altitudes are established, both for the routes to and from the target and in the target area.

• Ensure all communications frequencies are well understood. This is particularly important for SDIS and ARCHER sorties.


Essentials for a successful imaging sortie: (continued)• Pay careful attention to the Audio Panel setup, as good

communications between crewmembers is essential for the success of the sortie.

• Define the duties of the PIC and the Photographer when in the target area. The Airborne Photographer will actually be in command of the mission and will give directions to the pilot, but the PIC retains responsibility for the safe operation of the aircraft.

• Ensure camera and video equipment batteries are fully charged and that extra batteries are available.

• Clean the aircraft windows. If you are shooting through the front right window, remove the window latch screw and put it in a safe place.

• For SDIS or ARCHER sorties make sure the equipment is secured and properly connected. Make a test transmission before you leave the ramp.

Proficiency

CAP Self-Conducted Pilot Proficiency Flight Guidelines and MP Proficiency Profiles

Practice search patterns with and without GPS

Practice at night Simulated emergency procedures are

prohibited during IMC or at night. Exception: partial panel instrument training and in-flight discussion of emergency procedures may be conducted during night VMC conditions.

Simulated forced landings will be discontinued prior to descending below 500’ AGL (unless you intend to land)

Proficiency (con’t)

With the GPS, practice:• Maintaining a constant track over ground• Select/display destinations• Determine heading, time and distance to a waypoint• Save lat/long coordinates as a User Waypoint• Save your present position as a waypoint, call it up

& rename• Enter and use flight plans• Exercise the nearest airport and VOR features• Practice navigating with ‘present position’ (lat/long)

displayed

Take someone with you! Good for them and more fun!

QUESTIONS?

Security Concerns & Airspace Restrictions

Heightened security concerns and the potential for flight restrictions are now part of our world

CAP’s role in Homeland Defense will require greater attention to aircraft, aircrew and airport security

Security Concerns

CAP resources should be considered national security assets

Special security precautions must be taken to protect aircraft and other resources:

• hangar the aircraft whenever possible. May place small pieces of clear tape (that will break) on fuel caps, the cowling and/or doors to detect tampering.

• Pay extra attention during pre-flight inspections and look for signs of fuel contamination

• Be as “low-key” as possible; don’t draw unnecessary attention to yourself or discuss CAP business in public

• Be aware of your surroundings at all times

Airspace Restrictions

FAA may issue Temporary Flight Restrictions (TFRs) at any time. May establish an ADIZ (see AIM Section 6)

Ask for FDC NOTAMS before each flight; if security is heightened, check them before each leg

Even without heightened security, avoid loitering or circling sensitive areas:

• Power plants (especially nuclear)• Reservoirs and dams• Government installations• Large stadiums or gatherings of people, air shows

If you need to circle one of these structures for training, coordinate with the facility and ATC first

Monitor 121.5 MHz

In-flight Interception

Know how to respond (AIM 5-6-2 or ASA SA) An intercept has three phases:

• Approach• Identification• Post-intercept

If intercepted you should immediately:• Follow the instructions of the intercepting aircraft• Notify ATC, if possible• Attempt to communicate (121.5 MHz)• Squawk 7700 unless told otherwise

Phases of FlightMission Pilot Perspective

Checklist in Attachment 2, Flight Guide Always follow the aircraft checklists; right-seat

should read each item and you acknowledge First, an often overlooked asset – the glove box:

• Small laminated sheets for crew and passenger briefings, crosswind chart, PA card (like CD), FM frequencies and callsigns, ELT deactivation stickers, and GPS cheat sheet

• Small cleaning cloth (like for glasses) to clean instrument faces

• Pencil/pen/grease pencil• Backup flashlight• Check periodically and purge non-essential stuff

Prior to Startup

Familiarize yourself with the aircraft paperwork:• Engine, prop, airframe, and avionics logbooks• Can you tell when the oil change is due? Next 100

hour/Annual? When the 24-month instrument certifications are due?

Other checks:• Due date on CO monitor and Fire Extinguisher

inspection• ELT battery due date• Last VOR check (within 30 days of instrument flight)

Fill out the Flight Log; double-check Hobbs & Tach times

Check the Discrepancy Log and make sure none of the entries make the aircraft unsafe for flight or reduce mission readiness

ORM

Documents andMinimum

Equipment Certificates and documents:

• Airworthiness and Registration certificates• Operating limitations• Passengers’ credentials

Minimum Operable Equipment (FAR 91 Subpart C):• VFR Day, VFR Night, IFR• FAR 91.213 to determine if you can take off with

inoperable equipment Other CAP requirements (CAPR 66-1 & CAPF 71):

• Review of logbooks, W&B data• Restrictive placards• Pulselite, Avionics/Control Lock, Fire extinguisher,

CO detector, cargo net, chocks and tie-downs, survival kit

W&B, Loading and Pre-start

Weight & Balance:• Use accurate weights of passengers and all equipment• Note all fuel assumptions (fuel burn, winds aloft, etc.)• Ensure adequate fuel reserve (plan for one hour at normal

cruise) Loading:

• Ensure equipment, crew weights and supplies correspond to your W&B assumptions

• Charts and maps• Windows clean (modify for video imaging mission)• Check and test special equipment• Parking area clear of obstacles

Pre-start• Passenger briefing, sterile cockpit rules, emergency egress

procedure• Brief fuel management and taxi plan/diagram• Enter settings into GPS

Startup

Aircraft checklists:• Always use them (habit) and keep them close at

hand• Seat belts and shoulder harnesses

Startup:• Ensure DF, FM radio & Audio Panel properly set up• Rotating Beacon ON and signal marshaller• Lean the engine after starting (engine

manufacturer)• Set up radio and navigation instruments

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

Taxi Mishaps

Strategies:• Thorough planning and preparation eliminates

distractions• Crew assignments for taxi• If within ten feet of an obstacle, stop, and then taxi

at a pace not to exceed a “slow walk” until clear• Do not follow other taxiing aircraft too closely (e.g.,

50 feet behind light aircraft; 100 feet behind light multi-engine or jet aircraft; 500 feet behind helicopters and heavies)

• Use proper tailwind/headwind/crosswind control inputs

• Treat taxiing with the seriousness it deserves• Use exterior lights (be considerate of others)• Read back all clearances and hold-short instructions• Sterile cockpit rules

Taxi

Collision avoidance! Follow CAPR 60-1 requirements for taxi operations. Read back all taxi/hold-short instructions.

Review crew assignments for taxi, takeoff, & departure

Sterile cockpit rules are now in effect Remind crew that most midair collisions

occur:• Daylight VFR• Within five miles of an airport (especially un-

controlled)• At or below 3000 AGL

Signal marshaller before taxi, test brakes Exterior lights on (be considerate at

night)

Takeoff, Climb and Departure

Takeoff:• Collision avoidance! Check for landing traffic; turn on

Landing light when you begin rolling• Cross-wind limits (POH or 15 knots, whichever is less)• High density altitude – lean for full power before takeoff

Climb:• Collision avoidance!• Lean (burn gas; not valves)• Use shallow S-turns and lift wing before turns to check

traffic Departure:

• Collision avoidance! Keep crew apprised of conflicts.• Sterile cockpit rules can be relaxed when clear• Organize the cockpit, review assignments, set up for next

task• Check fuel status and altimeter setting hourly

The Search Area

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

Approaching the search area:• Review assignments• Check navigational instruments against each other• Stabilize aircraft at least two miles out• Sterile cockpit rules are now in effect• Exterior lights on• Evaluate the scene (situational awareness) for conflicting

traffic

The Search Area

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 1000 AGL (no lower than 500

AGL during daylight; 2000 AGL at night)• Monitor yourself and crew for fatigue and high

altitude effects Departing the search area:

• Log and report “Leaving the Search Area;” reorganize cockpit

• Double-check heading and altitude assigned to transit to next search area or return to base

• Reorganize the cockpit

Approach, Decent and Landing

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. Decent:

• Collision avoidance! Shallow S-turns and lift wings before turns

• Richen mixture as you reduce power Landing:

• Read back all clearances and hold-short instructions• Defer after-landing check until off the active runway• Remember to “fly the plane ‘till you shut off the

engine”• Taxi back per taxi plan, watch for Marshallers• At engine shutdown, show Marshaller the keys,

install chocks

Shutdown and Post-Flight

Shutdown:• Fill out logs• Enter any discrepancies (be specific and complete)• Secure aircraft

Post-flight. If this was the last flight of the day:• Install chocks, tie-downs, avionics/control lock, Pitot

cover and engine plugs• Check Master Switch and Parking Brake OFF• Remove trash, personal equipment, and special

equipment• Lock windows, doors and baggage compartment• Inspect aircraft; check oil and refuel• Clean the aircraft (at least the windshield and

windows) Sign off any SQTR tasks that were accomplished

QUESTIONS?

How can I improve POD?

Pay attention and ask questions during briefings Plan thoroughly so you can concentrate on the

mission at hand Hit your numbers! Altitude, airspeed, position Use the GPS – very accurate, especially with no

landmarks Be mindful of your crew – no unnecessary steep

turns; look for less turbulence or cooler air if possible; ensure sufficient breaks; ensure sufficient fluid consumption; watch for the crewmember who’s obviously not feeling well but doesn’t want to complain.

Give a thorough debriefing and be totally honest Stay proficient!

Flying the Mission

Mechanics of planning and executing search patterns are covered in Chapters 7 and 8

Number of scanners:• Most planning (and tables) assume there are at least

two scanners on board, one looking out each side of the aircraft

• Remember – you (the pilot) are not a scanner! If there is only one scanner:

• Will only be scanning out one side, usually the right• You must plan and fly so as to keep the right side of

the aircraft facing the search area at all times, on each leg

• Increases the time needed to search a given area• Reduces search effectiveness (less double coverage)• Parallel track or creeping line patterns not

recommended

Flying a Search Pattern

Your primary contribution to the success of the mission is to fly assigned search patterns completely and precisely

This must be done while fulfilling the duties of a PIC; primarily “see and avoid” obstacles and other aircraft

Must consider the possibility of engine trouble or failure at low altitudes; always have an ‘out’

• Low and slow and the engine quits. Where do you land?

Always be honest and forthright with yourself and crew:

• Not at the right airspeed or altitude when you enter the pattern? Exit and re-enter when you’re set up.

• Made the last turn a tad wide? Redo the leg, if necessary.

• Scanner complaining that he can’t see anything? Slow to something less than 120 knots.

To Go or Not to Go?

That is the Question

Let’s see…..been briefed, planned the sortie, got my releases, preflight is done and the crew is briefed

A mission pilot may accomplish all of this and still not be safe to fly the mission

How can this be?

To Go or Not to Go?


It all comes down to the individual and the circumstances:

• How long has it been since you’ve taken off with a 14 knot cross-wind?

• Have you ever taken off and landed on an icy runway?

• When did you last fly cross-country at night?• When was the last time you flew in actual IMC?

Two primary stupid (mission) pilot traits:• Overconfidence (Who? Me?? No!!!)• The need to accomplish the mission no matter what

To Go or Not to Go?


The most effective way to prevent you from becoming the weak link in an accident chain:

• Be brutally honest about your abilities, given the present (or predicted) circumstances

A mission pilot must have the courage and integrity to decline a mission you don’t feel comfortable doing

• Always remember that others are putting their lives in your hands!

DISCUSS SOME SITUATIONS from the text and from the pilots

QUESTIONS?

Electronic Search Patterns

(Chapter 7)

Discuss the various types of ELTs {O & P; 7.1.1}

Describe how an ELT can be detected{O & P; 7.2}

Describe how the aircraft DF works in both the Alarm and DF modes {O & P; 7.3.1}

Discuss using the DF during a typical ELT search {O & P; 7.3.2}

• Response during initial phase, including signal fade• Response when getting close• Response as you pass over the beacon

Objectives

Describe the following ELT search methods: {O & P; 7.4 – 7.7}

• Homing• Wing null• Aural• Signal

Discuss signal reflection and interference{O & P; 7.9}

Describe how to silence an ELT and the legal issues involved {O & P; 7.10}


©2000 Scott E. Lanis 128

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!

Wave Sound

Click Icon to Hear an ELT

Activated by g-force (when armed)• Some can be activated by the pilot in the cockpit

Three primary frequencies:• 121.5 MHz (VHF emergency)• 243 MHz (UHF emergency – military guard)• 406.025 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)

The ELT

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

Most GA aircraft have 121.5 MHz ELTs installed

But they don’t

always survive a

crash

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

Military 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 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 in Advanced ELT Course (separate

slides)]

Personal beacons

Emergency Position Indicating Radio Beacon

Similar to an ELT, an EPIRB is used on ships and boats

Mandatory on certain commercial vessels Most have installed the new 406 MHz

EPIRBs Some activate automatically and others

are manually activated

Marine EPIRB

Designed to operate with SARSAT/COSPAS

• 406.025 MHz beacons have data burst encoding every 50 milliseconds that identifies each registered individual beacon

• Also produces 100 milliwatt 121.5/243 MHz homing signals, and may transmit GPS coordinates

• Sends a coded signal that can be used to obtain the owner's name, address, phone numbers and type of aircraft, so AFRCC can call the number to see if the aircraft is really missing (70% resolved)

• Since geostationary satellites process the signal it will be heard more quickly and allow a much faster response (~ 6 hours). If the unit has a GPS receiver, it can transmit lat/long coordinates to further speed the search. The signal can also penetrate dense cover (e.g., trees).

• Still very expensive (~ three times as much as a 121.5 MHz ELT)

406 MHz ELTs

Designed to operate with SARSAT/COSPAS

System accuracy in pinpointing location greatly improved:

• 121.5 MHz ELT accuracy is limited to a 12-15 nm radius (~ 500 square nm)

• 406 MHZ ELTs can be narrowed down to a 1-3 nm radius (~ 25 square nm)

• 406 MHz units interfaced with the aircraft’s GPS can be narrowed to within 100 yards

• Strong (5 watts) power output• 121.5 MHz homing signal facilitates target location

by either the old DF units or using the new Becker (Doppler) units

406 MHz ELTs (con’t)

Training Practice Beacons• Includes ones used by CAP

All should be converted from 121.6 to 121.775 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’

Practice Beacon

Can test the aircraft’s ELT within the first five minutes after each hour

Only allowed up to three sweeps (five seconds for the 406 MHz units)

When was the last time you tested the ELT in your aircraft?

Do you regularly monitor 121.5 MHz after you land (or look at the 406 MHz remote LED)?

• Ensure your ELT didn’t activate• This isn’t considered a test, by the way, but you can

try this excuse if you like

Testing an Aircraft ELT

Excessively hard landings (Welcome aboard, Ensign!)

Inadvertent change of switch position During removal/installation Malfunction Non-ELT source on 121.5 MHz (computers,

broadcast stations, even pizza ovens!) Monsieur Murphy

Inadvertent Activation

Approximately 97% of received 121.5 MHz ELT signals are false alarms

• For 121.5 MHz ELTs about 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?• Waste time and manpower• They block emergency communications on 121.5 and

243 MHz (guarded by towers, overflying aircraft, and the military)

False Alarms

QUESTIONS?

In the event the 406 MHz ELT is activated (such as during a crash) it will transmit the position information to the geostationary satellites that constantly monitor 406.025 MHz transmissions

Once activated it transmits the standard swept tone on 121.5 and 243.0 MHz at 100 milliwatts

Additionally, every 50 seconds for 520 milliseconds the 406.025 MHz 5-watt transmitter turns on; during that time an encoded digital message is sent to the NOAA-SARSAT satellite (part of the COSPAS-SARSAT satellite system). Information includes:• Serial Number of the Transmitter or Aircraft ID• Country Code• I.D. Code• Position Coordinates (Lat/Long), if coupled to the aircraft’s GPS unit

SARSAT/COSPAS Detection

The unique identification code that is transmitted to the satellite helps the Air Force Rescue Coordination Center (AFRCC) determine whether an emergency actually has occurred, as this permits accessing a registration database that contains the:• Owner's Name• Owner's Address• Owner's Telephone Number• Aircraft Type• Aircraft Registration Number• Alternate Contact

This data facilitates inquiries as to the whereabouts of the aircraft (e.g., Flight Plan filed)


For 406 MHz ELTs without the position data, it is necessary for the satellites to pass overhead, using Doppler Shift technology to determine position; this results in position accuracy of 1-3 nm

If the unit is coupled with the aircraft’s GPS position accuracy is within 100 yards!

In a worst-case scenario there could be a 3-4 hour wait for a polar orbiting satellite to pass overhead. [Note: This is still much better than the 121.5 MHz ELT position accuracy of 12-15 nm]


AS AN EMERGENCY! Its not possible to know for sure whether

an ELT signal is a distress signal or a false alarm

Although the statistics are against a 121.5 ELT, you must act as though it is a valid distress call

If you take advantage of them, every ELT mission allow you to keep your skills sharp!

OK, So How Should I Treat an ELT Mission?

The remainder of this chapter (except for Silencing an ELT) deals with searching for a 121.5/243 MHz ELT signal

• If the signals are coming from a 406 MHz ELT the initial search area will be much smaller and so easier to find, even if your aircraft is not equipped with the Becker SAR-DF (Doppler) unit

• You can easily modify the following procedures for this case

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

Locating the ELT Signal

Direction Finder (DF)

• A direction finder compares signal strengths from two antenna patterns to let the user know:

– When you are “centered” on a signal• headed directly towards OR away from the signal source

– Which direction to turn when not centered

– Similar to an ADF needle, but only points left or right, hence the term “left-right homing”

L-Tronics DF(Becker SAR DF is

in the Flight Guide)

Normal: Alarm toggle in ‘up’ position

DF: toggle is ‘down’

DF Antenna (old)

These are mounted on the bottom, but may be on top

The Becker SAR DF antenna looks like a one pound coffee can mounted below the baggage compartment (what a drag!)


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


NO SIGNAL

SIGNALHEARD!

NO SIGNALELT

Beginning The Search: Altitude Selection

Higher altitudes allow for reception of the ELT signal at greater distances

ELTs transmit on 121.5 MHz and 243.0 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


0

5000

10000

15000

20000

25000

30000

35000

40000

45000

AL

TIT

UD

E, F

ee

t AG

L

DISTANCE, Nautical Miles

ELT RECEPTION DISTANCE

Altitude Selection


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


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

N98987

Antennas Abovethe Wing


DF Antennas Below the Wing

N98987

Antennas Belowthe Wing

QUESTIONS?


How To DF by Wing Shadowing

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

N

S

E

W

45

135

225

315


Wing Shadowing:Signal Blocking

For Antennas Above the Wings

SIGNAL

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

45135

225

315

ELT


Wing Shadowing: Signal Blocking

For Antennas Below the Wings

SIGNAL

ELT

NULL

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

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45

135

225

315ELT


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 Equal signal strength circle:

barely audible signal in aircraftreceiver at search altitude

chord 1

chord 2

chord

3

ELTcommence low altitude patterndescending

SIGNALFADES

SIGNALHEARD

SIGNALHEARD

SIGNALHEARD

SIGNALFADES


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


FADE

MAXIMUM

SIGNAL

MAXIMUM SIGNALTHEN DROP

FIRST SIGNAL1

2

3

4

5

6

ELT

8.0

8.0

8.0

6.0

6.0

6.0

4.0

4.0

3.0

2.0

3.0

2.0

1.05.0

5.0

Metered Search


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

L-Tronics

ALARM

OFF

243

121.6

121.775 AUX

121.5

m SENS ®VOL

VHFDF

DF STRENGTH

L-Tronics

ALARM

OFF

m SENS ®VOL

VHF-DF

243

121.6

121.775 AUX

121.5

DF

REC


Frequency Switch

Selects frequency to be used Use 121.5 MHz for actual ELTs/EPIRBs 243.0 MHz may also be used for all actual

electronic searches Use 121.775 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

121.775 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

121.775 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

121.775 AUX

121.5

m SENS ®VOL

VHFDF

DF STRENGTH


DF Settings forSingle-Meter

Models 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

NON-MISSION FLIGHTS• Select 121.5• Select Alarm Mode• Turn Sensitivity To Maximum


DF Settings forDual-Meter

Models MISSIONS

• Select 121.5 (or 121.775 for training missions)• Ensure Alarm Toggle Off (down position)• Turn Sensitivity to Maximum (Full Clockwise)• Turn Volume to About Mid-Scale• DF Should Stay About Centered• Strength Meter Will Move Up-Scale to Right

NON-MISSION FLIGHTS• Select 121.5• Turn Alarm Toggle On• Turn Sensitivity To Maximum


Pre-Flight Functional Check

Just as you pre-flight the rest of the aircraft, you should preflight your DF when going on an ELT electronic search mission

These procedures are covered in the MO/MP Reference Text

QUESTIONS?


Six Steps for DF

Use these 6 steps for locating ELTs and EPIRBs with L-Tronics LA- series airborne DF equipment

Use the full procedure every time for the best results

• RECeive• HALF• DF• TURN• CHECK• SHOOT

Each of these steps will be described in detail in the slides to follow


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)

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

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

DF CENTERS

AlternatingAntennaPatterns

AlternatingAntennaPatterns

WHEN THE PATTERNS

ARE EQUAL, THE DF NEEDLE

CENTERS!

ELT (Possibility 1)

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

ELT (Possibility 1)

ELT (Possibility 2)

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!)

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 thenpoint LEFT

• The needle always points Direct to the Flipping Target!

SOLVING AMBIGUIT

Y

Actual ELT positionis unknown to user

Make a small turn left or right

• As a teachingreminder, “Use aTURN to TELL”

ELT (Possibility 1)

ELT (Possibility 2)

SOLVING AMBIGUITY


Make a small turn left or right

• As a teachingreminder, “Use aTURN to TELL”

Example:• TURN LEFT• needle goes left

ELT (Possibility 1)

ELT (Possibility 2)

SOLVING AMBIGUIT

YELT (Possibility 2)


Make a small turn

left or right• As a teaching

reminder, “Use aTURN to TELL”

Example:• TURN LEFT• If needle goes

left• ELT is to your left

(behind you)ELT (Possibility 2)

SOLVING AMBIGUIT

Y

If you turn Left and theneedle moves Right

The ELT is inFront of you!

ELT (Possibility 1)

ELT (Possibility 2)

SOLVING AMBIGUIT

Y

ELT (Possibility 1)

ELT (Possibility 2)

If you turn Left and theneedle moves Right

The ELT is inFront of you!

Example:• Turn left• Needle goes

right

SOLVING AMBIGUIT

Y

ELT (Possibility 1)

Solution:• If you turn Left

and the needle moves Right

• The ELT is inFront of you!


Step 6: Shoot

Use your DG to determine a bearing to the target & follow it

You may need to fly through a zone of signal dropout

Be watchful for signs of signal passage• If you get signal passage, consider using the

“pinpointing the target” techniques listed in this presentation

Frequently repeat the full six steps to ensure you are heading in the right direction and that you didn’t inadvertently over fly the ELT

N

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How A DF Unit Works: Summary

Two Main Modes of Operation• RECeive• DF

RECeive Mode is a Strength Meter• Left is low, right is high

DF Mode Centers on Signal• Always points to the signal • Use a Turn to Tell when solving ambiguity

Aircraft and ground units work the same way

QUESTIONS?


Reflections

Reflections of an ELT signal work just like a flashlight off of a mirror

Any flat, hard, or wet object can cause signal reflections

• Mountains, especially cliff faces• Hangars and other metal structures• Wet grass or snow• Large bodies of water or ice

Power lines can also have a large effect on a low-powered signal such as an ELT


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 121.5 MHz, try locating it on 121.6 or 121.775 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!


Carrier-Only Signals

• You don’t always need to hear the ELT or EPIRB to find it– A carrier-only signal may be broadcasting with no audible

sweep• This is especially true with low or old batteries, damaged

ELTs, or spurious transmissions• You can identify a carrier-only signal by DEFLECTION• Good needle deflection generally indicates a signal that is

strong enough to DF• Compare your deflection to another frequency

– If you are using 121.5 MHz, try it on 121.775 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 &

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

SIGNALHEARD

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


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, 1831-1879 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

0

10

20

30

40

50

60

70

1234567

DIS

TA

NC

E F

RO

M

TR

AN

SM

ITT

ER

(NM

)

SENSITIVITY UNITS

SENSITIVITY KNOBDEACREASES EXPONENTIALLY AS

DISTANCE DECREASES

1

2

3 4 5

6

7


Cone of Confusion

Cone ofConfusion

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”

antenna

signal

GOOD

POOR

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


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 angleseach time, remembering that your path may be curved due to wind (like uncorrected NDB holding)

The point where station passage is received several timesshould 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

QUESTIONS?


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!

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?

DF upon Landing

Six Steps

• Receive

• Half• DF• Center• Turn• Shoot

Little L-Per

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

OK, which of these planes is it in?

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)


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


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?

Some aircraft have remote indicating lights (usually red; below) that flash when the ELT has activated; also look for obvious signs of disturbance near an ELT

Most 406 MHz ELTs also have a siren-type aural monitor

OK, where is the thing?

The preferred method is to have the owner (or someone designated by the owner) turn it off and disconnect the battery

Second best is to just turn it off• The owner may take the switch to ‘Off’ and then

back to ‘Armed’• If this is done, stick around awhile and monitor

121.5 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)

Silencing the ELT

Silencing the ELT

WARNING! Some new

aircraft have a ballistic (rocket-propelled) parachute mounted on top of the fuselage

Warning signs on either side

If aircraft is damaged, avoid this area

Silencing the ELT

Foil Tent 1’ x 5’ Encloses

antenna Flaps at least

18” beyond antenna on fuselage

Securely taped (masking tape preferred)

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)

Silencing the ELT

Per CAPR 60-3 Chapter 1, CAP members will not enter private property and should not do anything that could cause harm or damage to the distress beacon or aircraft/boat

Entry to the ELT should be made by the owner or operator or law enforcement

A transmitting ELT is under the legal authority of the FCC, and federal law requires that it be deactivated ASAP (a crashed aircraft is under the authority of the NTSB)

Legal Issues

CAP members do not have the authority to trespass onto private property, either to gain access to the aircraft or to enter the aircraft to gain access to the ELT

Besides the owner/operator, some owners give FBO personnel permission to enter their aircraft

Legal Issues

While entry upon private property may be justified if such an act is for the purpose of saving life, every effort should be made to obtain the controlling agency's and/or the property owner's consent

If you need entry onto private property in order to search for an ELT, law enforcement authorities such as local police, the county sheriff's office or game wardens may be contacted for assistance.

Legal Issues

Normally, local law enforcement officials are happy to assist you; if they are not familiar with CAP and your responsibilities, a simple explanation often suffices

If this doesn't work, try calling AFRCC and have them explain the situation

Legal Issues

The most important aspect is the manner in which you approach the matter

The local civil authorities are in charge, but if the AFRCC tasks you to search, you go search and offer assistance to the civil authorities when the opportunity presents itself

If they tell you go home, then phone the IC and/or AFRCC and close the mission

Legal Issues


QUESTIONS?

Good Hunting!

Visual Search Patterns and Procedures

(Chapter 8)

Plan and describe how to fly:• Route (track crawl) search. {O & P; 8.2}• Parallel track (sweep) search. {O & P; 8.3}• Creeping line search. {O & P; 8.4}• Point-based (expanding square or sector) search.

{O & P; 8.5 & 8.6}

Discuss how to plan and fly a basic contour search. {O & P; 8.7}

Objectives

“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

The “Stupid Check”

The following examples and worksheets are covered to aid in pre-planning a search pattern

Designed for non-moving map GPS, but include all the information you need to set up the GX50/55

Even if your aircraft has GPS with SAR functions, planning in this manner will make your search easier and enable you to be more flexible in the air

Advantages of pre-planning:• Sets the details of the sortie in your mind• Makes entering data (correctly) into your GPS easier• Allows pilot and observer to concentrate on their primary

task by minimizing navaid setup time and reducing confusion

Examples

One minute latitude = 1.0018 nm• Fly one minute north or south, cover one nautical

mile (a 1-nm leg width)

One minute longitude = anywhere from 0.6572 to 0.9152 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 http://jan.ucc.nau.edu/~cvm/latlongdist.php

Latitude, Longitude and Distance (and the GPS)

Route search pattern

Track of missing aircraft

1/2 S

1/2 S

Track of search aircraft

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

Route search example

Route search

worksheet example

Parallel Track search pattern

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

Grid search example

Grid search

worksheet example

GX50/55 Data Type Grid & Sectional: US

, STL Pattern: Parallel Line Grid: 104D2 Spacing: 1 nm Direction of Travel: N/S

Creeping Line search pattern

s s s s s

Direction of Search

Assume we’re searching for an aircraft along Highway 31:

• Draw the route on the worksheet• Start at the intersection of Hwys 31/9 (southeast of

Columbus)• Stop at the intersection of Hwys 31/50 (east of

Seymour)• Search three miles either side of Hwy 31• 1-nm track spacing

Creeping Line search example

Creeping Line

search worksheet example

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

Creeping Line search example

(CDI method)

Creeping Line

search worksheet example

(CDI) GX50/55 Data Type Grid & Sectional: US

, STL Pattern: Creeping Line Starting Waypoint: BMG Spacing: 1 nm Direction of Travel: 060º Leg Length: 3 nm Start Side: Right

Expanding Square (second pass rotated 45°)

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

Expanding Square search example

Expanding Square search

worksheet example

GX50/55 Data Type Grid & Sectional: US

, STL Pattern: Expanding

Square Starting Waypoint: N 38º 59´

W 86º 10´

Spacing: 1 nm Direction of Travel: 000º

CIRCLING AIRBORN

E IMAGING PROFILE

Note: Diagram designed for imaging from the right seat; reverse when necessary

Shooting from right window, 1 nm away from target at ≥ 1000' AGL

½ nm

ID Pass

Altitude must be ≥ 1000 AGL

4-SQUARE AIRBORN

E IMAGING PROFILE


Enter

½ nm

Exit

Shooting from right window, 1 nm away from target at ≥ 1000' AGL

ID Pass

Altitude must be ≥ 1000 AGL

OVERVIEW

AIRBORNE

IMAGING PROFILE


Factory

Factory

Bird’s Eye (Overview) Imaging Pattern

Shooting from right window at best altitude and direction

Circle target to find the altitude that will permit horizontal framing anddetermine the best direction from which to take the imaging photo

Approximately 75 knots (not ≤ Vx), 10° flaps, 10° bank and full opposite rudder

1

2

45º ANGLE

AIRBORNE

IMAGING PROFILE

45° Angle to Target Imaging Pattern2000' AGL Example

45°

X

ID Pass

2000' AGL

2828' or 0.465 nm

2000'

Height (AGL) NM for 45° Angle10001500200025003000350040004500

0.2330.3490.4650.5820.6980.8150.9311.047

Point-based (Sector) search

pattern

Sector search is easier to flythan expanding square

The pattern provides concentratedcoverage near the center of the area

This pattern is used when an electronic search has led thecrew to a general area to find

the exact location visually

The pattern and headingsare planned in advance

S max

S mean

Contour search pattern

This is a difficult and dangerous pattern to fly.

Requires special training such as the Mountain Flying course.

QUESTIONS?

Step Through a

Typical Mission

(Chapter 10)

Discuss the items you should check before leaving on a mission: {O & P; 10.1}

• Personal and aircraft items• CAPF 71• State the flight time and crew duty limitations (per

the current CAPR 60-1)• State the three unique entries made by a CAP pilot

on a FAA Flight Plan and where they go on the flight plan

• “IMSAFE” and flight release• Preflight & loading• Departure

Discuss the approach and your actions upon arrival at mission base, including the general briefing {O & P; 10.2 & 10.4}

Objectives

Discuss the six steps of ORM and the four principles involved {O & P; 10.3}

Discuss the aircrew briefing {O & P; 10.5} Describe the information contained in and how to

fill out the flight planning and briefing sections of the CAPF 104{O & P; 10.6}

Discuss the items checked and actions taken before leaving on a sortie: {O & P; 10.7}

• Release and preparation• Preflight and Departure• State when the ‘sterile cockpit’ rules starts and ends

Discuss duties during the sortie, including: {O & P; 10.8}

• Preparations prior to entering the search area• Required radio reports• State when the ‘sterile cockpit’ rules starts and ends


Discuss your actions upon arrival back at mission base {O & P; 10.9}

Describe the information contained in and how to fill out the debriefing section of the CAPF 104 {O & P; 10.10}

Discuss the aircrew debriefing {P; 13.11} Discuss your actions upon arrival back

home, including: {P; 13.12}• What to do with the aircraft• What to do if you observe signs of post-traumatic

stress• When the mission is officially over for you and your

crew


What’s the Rush?

Why do we go to so much trouble to train mission aircrew members and encourage members to spend the time it takes to stay proficient?

Time is such a critical factor in missing person or aircraft crash searches

Treat every minute after you been alerted as critical to the survival chances of the victims

Survival Rates

Of the 29% who survive a crash, 60% will be injured:

• 81% will die if not located within 24 hours• 94% will die if not located within 48 hours

Of those 40% uninjured in the crash:• 50% will die if not located within 72 hours• Survival chances diminish rapidly after 72 hours

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

What’s the Rush?

What do these statistics tell us?• We must take each mission seriously!• Strive to do everything better, smarter and

faster!

Training, practice and pre-planning help us accomplish these goals

Also tells us, as pilots, to always file a flight plan

Leaving Home Base

Proper uniforms per CAPM 39-1 Required credentials 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

NOTE: Mission Pilots may skip the portions that

were covered in Chapter 12, Phases of Flight

Leaving Home Base

Check the Weight and Balance, ORM, 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

Leaving Home Base

Obtain briefing and file FAA Flight Plan (use Flight Following)

Complete “Inbound” 104 and get released by FRO (may be mission base if AFAM)

Leaving Home Base

“IMSAFE”

IllnessMedicationStressAlcoholFatigueEmotion

Leaving Home Base -- FRO Checklist

Review CAPF 99, CAP Flight Release Log, reverse, CAP FRO Checklist Questions

Are PIC(s) qualified to fly the CAP aircraft for the type of flight proposed (consult the Ops-Qual FRO Report)? Does the PIC(s) possess the appropriate pilot currency for the flight?

Are all aircraft occupants CAP members? If not, have applicable procedures been followed for non-CAP members, including CAPF 9 if applicable?

Is the correct mission symbol selected? Is the route of flight complete, and does the PIC

have permission to fly to destinations outside the wing? Does permission exist for all landings at every airport IAW CAPR 60-1?

Will a flight plan be filed (required for over 50 nm)? If not, what is the estimated landing time? Unless an FAA flight plan is filed and activated, the FRO is responsible for initiating missing aircraft procedures two hours after the estimated landing time if not notified the flight was safely concluded

Pre-flight begins even before you even get to

the aircraft

Preflight

Check the aircraft: Pre-flight (e.g., CAPF 71, CAP Aircraft Inspection Checklist)

Check the date and starting Tach & Hobbs times to ensure you won't exceed:

• Mid-cycle oil change (40-60 hours, not to exceed six months)• 100-hour/Annual• 24-month 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

Preflight

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

Preflight

Check parking area for obstacles, arrange for marshaller or wing-walker

The mission pilot will perform the passenger briefing, Sterile Cockpit rules, and review the emergency egress procedure. The pilot should also brief the crew on the fuel management plan and assumptions, and assign responsibility for inquiring about fuel status once an hour.

The pilot will review the taxi plan and taxiway diagram, and assign crew responsibilities for taxi

Once everyone is settled in, organize the cockpit and review the "Engine Fire on Start" procedure

Departure

Always use the checklists; use the challenge/response method

Seat belts and shoulder harnesses Collision avoidance! An increasing number

of taxi mishaps are the number one trend in CAP. Investigations reveal that pilots are: straying from designated taxi routes, not allowing adequate clearance, not considering the tail and wings during turns, taxiing too fast for conditions, taxiing with obscured visibility, distracted by cockpit duties, and not using other crewmembers to ensure clearance. Use exterior lights!

Departure

CAPR 60-1 taxi rules:• Taxi no faster than a slow walk when within 10 feet of

obstacles• Maintain at least 50' behind light single-engine aircraft, 100'

behind light multi-engine or jet aircraft, and 500' behind helicopters and heavies

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.

Departure

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

Departure

Sterile cockpit rules are now in effect Keep the checklist close at hand, open to

Emergency Procedures Check for landing aircraft before taking the active Good idea to state what you intend to do if you

have engine problems on takeoff After takeoff, start the Observer Log with the time

and Hobbs for “Takeoff“ The FAA's "operation lights on" encourages pilots

to keep aircraft lights on when operating within 10 miles of an airport, or wherever flocks of birds may be expected

While departing the airport environs practice collision avoidance and maintain the sterile cockpit until well clear of traffic and obstacles. The pilot should use shallow S-turns and lift a wing before turns to check for traffic. The crew must keep each other appraised of conflicting aircraft and obstacles

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


Practice collision avoidance by turning the aircraft exterior lights on when within 10 miles of the airport. The pilot should use shallow S-turns and lift a wing before turns to check for traffic. Read back all clearances and hold-short instructions

Defer after-landing checks until clear

Log and report “Landing" Watch for Marshallers and follow

their directions, signal Ignition Switch OFF (hold keys out the window) so they can chock

Arriving at Mission Base

(with style)


Secure the aircraft:• Avionics/Control lock, Master Switch OFF• Tie-downs, chocks, Pitot tube cover and engine plugs• Close windows, Fuel Selector Switch in 'Right' or 'Left,' and

Parking Brake OFF; remove personal items and special equipment; lock the doors and baggage compartment.

Oil & fuel, clean windows and leading edges

Close FAA flight plan, call FRO Check aircrew and aircraft into the mission Complete “Inbound” 104 (WMIRS) Get sortie assignment Determine food and lodging

General Briefing

Mission objective and statusSafety and hazardsMission base proceduresWeatherFrequencies

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

ORM Courses on the National website

ORM – Six Steps

Identify the hazardsAssess the risksAnalyze risk control measuresMake control decisionsImplement risk controlsSupervise and review

ORM Principles

Accept no unnecessary risksMake risk decisions at the

appropriate levelAccept risk when the benefits

outweigh the costsIntegrate ORM into CAP practices,

procedures, and planning at all levels

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

Aircrew Briefing

Sortie Objectives

Weather

Altitudes

Duties

FAA Flight Plan

FAA Form 7233-1

FAA Form 7233-1 (8-82) CLOSE VFR FLIGHT PLAN WITH ________________FSS ON ARRIVAL

U. S. DEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATION

FLIGHT PLAN

TIME STARTED SPECIALISTINITIALS

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

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 theFederal Aviation Act of 1958 as amended

(FAA USE ONLY) PILOT BRIEFING

STOPOVER

VNR

CAP 4239

N239TX

CAPF 104(WMIRS)

- Flight Plan- Briefing form

CAPF104(WMIRS)


CAPF 104(WMIRS)


QUESTIONS?

Preparing to Leave on a Sortie

Check in with Briefing Officer, who will check your 104 and sign

Flight Release Officer will inform you of any changes and release you

Pilot pre-flights aircraftObserver checks mission equipment

and suppliesReview flight time and duty

limitationsFinal restroom visit


Pilot’s briefing:• Seat belts and shoulder harness, no smoking• Emergency egress procedure• Fuel management plan and assumptions• Taxi plan/diagram, crew assignments• Startup and Taxi emergency procedures• When sterile cockpit rules are in effect

When more than one flight is accomplished by the same crew during the day, subsequent briefings are not required to be so detailed but must, at a minimum, highlight differences and changes from the original briefing


If this is the first sortie of the day the observer will perform an FM radio check with mission base; you may also perform a DF functional check if this is an ELT search. Other special equipment should also be tested before the first sortie (camera, camcorder, SDIS).

Enter sortie settings into the GPS (destination or flight plan, entry points and waypoints)

Taxi Mishaps

Becoming a bigger problem each year (#1 trend in CAP) Pilots are:

• Straying from designated taxi routes• Not allowing adequate clearance and not considering the

tail and wings during turns• Taxiing too fast for conditions and taxiing with obscured

visibility• Distracted by cockpit duties• Not using other crewmembers to ensure clearance

Strategies:• Thorough planning and preparation eliminates distractions• Crew assignments for taxi• Treat taxiing with the seriousness it deserves• Use exterior lights (be considerate of others, especially at

night)• Sterile cockpit rules

Taxi and Departure

The sterile cockpit rules begin at this time Startup, taxi and departure were covered earlier If there are flight line Marshallers, they will expect

you to turn on your rotating beacon and signal the impending engine start before starting the engine. You are also expected to signal (e.g., turn on your pulse light or flash your taxi/landing light) before beginning to taxi.

Observer begins Observer Log with time and Hobbs, reports “Takeoff”

Takeoff, climb and departure were covered earlier Once clear of the airport/controlled airspace

environs the crew settles into the transit phase

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

During the Sortie

The pilot should stabilize the aircraft at the assigned search heading, altitude and airspeed at least two miles before you enter the search area, and turn sufficient aircraft exterior lights on to maximize visibility (so others can "see and avoid")

The sterile cockpit rules begin at this time Observer logs and reports “Entering the

Search Area,” primary duty is now Scanner Periodic “Ops Normal” reports, Observer

asks about fuel status and altimeter setting at least hourly

Scanner and observer logs, sketches

During the Sortie

During the actual search or assessment, the aircrew must be completely honest with each other concerning their own condition and other factors affecting search effectiveness. If you missed something, or think you saw something, say so. If you have a question, ask.

If target spotted notify mission base immediately; begin recovery ASAP

Mission commander monitors for fatigue, ensures crew drinks enough fluids, schedules breaks

Return to Base

When the aircraft completes its mission and leaves the search area, the observer notes the time and the Hobbs reading and reports "Leaving the Search Area“

Double-check heading and altitude with what was assigned for transit to the next search area or return to base

Reorganize the cockpit in preparation for approach and landing

Approach, landing and arrival were covered earlier

Return to Base

Check back in and take a breakComplete the CAPF 104 and prepare

for debriefingThe Debriefing section of the F104

contains your observations and comments regarding your sortie and your assessment of sortie effectiveness

CAPF 104

WMIRS

Debrief

Debriefing

Note both Positive and Negative results

Use the Debriefing Information section of the CAPF 104

Used to determine how effective the search was:

• Weather — shadows, visibility, snow cover• Terrain — open, flat, mountainous, rough• Ground Cover — barren, forest, scrub, sparse,

dense• Other information — hazards, changes from plan

Used to calculate the “probability of detection” that is used for subsequent search planning

Debriefing

Discuss items on the 104Assemble and label attachmentsReport to DebrieferBe TOTALLY HONEST during the

debriefing

Debriefing

Crew comments about effectivenessTimes (and Hobbs readings)Sketches and attachmentsFuel receiptBe TOTALLY HONEST during the

debriefing

End of the Mission

Turn in equipment and suppliesSettle fuel, food and lodging billsPlan the trip homeFill out “Outbound” CAPF 104

(WMIRS)Check weather and file FAA Flight

PlanCheck out with mission staff, obtain

flight release

The Trip Home

Maintain crew discipline and continue to use mission procedures and checklists

SAR personnel can experience post-traumatic stress, so look for signs (refer to CAPR 60-5)

Once on the ground, secure the aircraft and ready it for its next mission

Close FAA Flight Plan Complete the “Outbound” 104 (WMIRS) Once everyone is at home, call mission

base to close out the mission

Local Drills and Exercises

EasyInexpensiveVery efficientVery worthwhileFun

QUESTIONS?

Crew Resource Management

(Chapter 11)

Discuss failures and error chain{O & P; 11.2}

Discuss situational awareness {O & P; 11.3}

Discuss how to regain SA once lost{O & P 11.4}

Describe barriers to communications {O & P; 11.5}

Define/discuss task saturation {O & P; 11.6}

Discuss assignments and coordination of duties {O & P; 11.8}

Objectives

Why CRM?

Properly trained aircrew members can collectively perform complex tasks better and make more accurate decisions than the single best performer on the team

An untrained team's overall performance can be significantly worse than the performance of its weakest single member

We will cover behavior and attitudes of teamwork and communication among team members

Why CRM?

CAP 1996 1997 1998 1999 2000 Aircraft accidents 9 5 6 3 1 Per 100,000 hours 7.79 4.16 4.76 2.34 0.94 A/C flight incidents 28 27 19 12 16

A/C ground incidents 7 8 3 6 8

Fatalities 7 2 3 2 0

Why CRM?

MISHAP 1998 1999 2000

Taxi 9 4 9

Ground 4 6 3

Landing 8 8 10

Other 4 3 2

Failures

Parts and equipment.

• Mechanical failures

People.

• Human failures

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

Situational Awareness (SA)

Know what is going on around you at all times

Requires:• Good mental health• Good physical health• Attentiveness• Inquisitiveness

Loss of SA

Strength of an Idea Hidden agenda Complacency Accommodation Sudden Loss of

Judgement

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”

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

QUESTIONS?

Barriers to Communication

Hearing• The biological function of receiving sounds,

converting them to electrical impulses, and having the brain interpret them

Listening• Correctly identifying what the sender has sent in

their message

Barriers to Communication

Distracters• Physical/Mental: Noise, static,

simultaneous transmissions; fatigue and stress

• Wording: Incomplete or ambiguous message, too complex or uses unfamiliar terminology

• Personal: Boring, lack of rapport or lack of credibility

Task Saturation

Too much information at one time

Too many tasks to accomplish in a given time

Usually occurs when an individual is confronted with a new or unexpected situation and loses SA

Task Saturation

Keep your workload to an acceptable level

If you feel overwhelmed, tell the others before becoming saturated and losing you situational awareness

Watch your team members for signs of saturation

Identification of Resources

External and internal

Identify your resources, know where to find them, and how to use them to accomplish the mission

Assignment of Duties

CAPR 60-3 Flight-related -- aircraft

commander Mission-related -- mission

commander

Crew Coordination

Understand and execute your assignments

Communicate Question

Summary

Pay close attention to all briefings Understand the “big picture” Watch for task overload in yourself

and other crewmembers 67% of air transport accidents occur

during 17% of the flight time - taxi, takeoff, departure, approach and landing. Keep casual conversation and distractions to a minimum during these phases of flight.

Begin critical communications with instructions, then explain

Summary

Successful missions hinge on each and every crewmember

Learn how to use the procedures and tools available to you, and use them correctly

Never stop learning Don’t be afraid to ask questions Never criticize someone for asking questions Anyone can call “Time Out,” “Abort,” or “This

is Stupid” Remember that the Mission Pilot must make

the final decision based on the crew’s input

QUESTIONS?

EXTRA STUFF

Pilot Records and Form 91

Review

Introduction

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

Pilot Records (from 60-1)

All pilot data must be entered into the CAP OPS Quals system by the member or authorized unit Stan/Eval and validated by the unit commander or designee

• Data entered shall include all relevant FAA pilot qualifications, CAPF 5, Aircraft Questionnaire(s), commander written designations, and other items needed to establish CAP aircraft operating privileges

All CAP pilots must sign a one time copy of the CAP Statement of Understanding, which will be maintained on file with the authorized unit Stan/Eval

Optional Records (Personal)

FRO Personal authorization Current CAP Membership card Current CAP 101 card and CAPF 114 (training

record) CAP Communications certificate (CAPF 76, ROA) Award of Aeronautical Rating (CAPF 2a) Documentation of total PIC hours (photocopy of

last page of your logbook) FAA A & P certificate Emergency Notification Data (CAPF 60) FAA Wings certificate (highest level held) Current CPR, Basic Care, Bloodborne Pathogens

cards Keep expired Form 5s at home

CAPF 91Mission Pilot

Checkout This section reviews the CAP Mission Pilot

Checkout CAPF 91 instructions describes what to

expect before, during and after your check ride

Remember, you can use the “Approved Mission Pilot Proficiency Flight Profile #5” to practice for your checkout

Oral Discussion(CAPF 91, I.)

Ensure current CAPF 116 Part 1 Exam Passed

Ensure IS-100, IS-200 and IS-700 completed

Mission Base Procedures Air-to-ground signals Mission safety principles CAP Radio Procedures (as required) Individual & Crew Equipment/Clothing Search Procedures Map and Chart Reading

Oral Discussion

Mission flight planning, including WMIRS, CAPF 104, and uploading documents

Observer/Scanner briefing and utilization (CRM/ORM)

Use of the standardized chart grid system

Debriefing procedures

Pre-Flight Planning (CAPF

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

Visual Search Patterns & Procedures (CAPF 91, III.)

Locate Grid or Area (without electronic aids)

Establish Search Altitudes Grid (parallel track) Search Patterns Creeping Line Search Procedures Expanding Square or Sector Search SDIS procedures, if applicable ARCHER Procedures, if applicable

Electronic SearchPatterns & Procedures

(CAPF 91, IV.)

Locate Starting Point(with & without electronic aids)

Establish Appropriate Search Altitude

VHF-DF Procedures Wing Null Procedures Aural (build-fade) Procedures

Mountainous Terrain Procedures

(CAPF 91, V.)

Locate Grid/Area (with & without electronic nav)

Establish Search Altitude Contour Search Procedures Canyon Search Procedures Ridge Crossing procedures Communications Procedures Wind/Updrafts/Downdrafts Mountain Wave Effect

Emergency Procedures

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

Mission Flight Maneuvers (CAPF 91,

VII.) 720° Steep Turns Turns About a Point Message Drop Procedure (verbal) Airspeed Control Low Speed Maneuvering Low Level Navigation (without electronic

navaids) Judgment

Safety Awareness

(CAPF 91, VIII.) Clearing Turns and Collision

Avoidance Vigilance Cockpit Resource Management Risk Management

Proficiency

CAPR 60-1 gives considerable attention to proficiency:

• Self-Conducted Proficiency Flight Guidelines Mission Pilot Proficiency Profiles (use with B12):

• Profile 1: Visual Search Mission• Profile 2: Video Imaging Mission• Profile 3: Electronic Search Mission• Profile 4: Transportation Mission• Profile 5: CAPF 91 Practice• Profile 6: Mountain Search Mission• Profile 7: Proficiency Flight Mission Profile (with

CFI/CFII)• Profile 8: ARCHER Mission

QUESTIONS?

Review and Test

CAP Mission Aircrew SAR/DR Mission Pilot Course Revision April 2010 CAP Mission Aircrew SAR/DR...

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