CASARA Training Manual

CASARA

TRAINING MANUAL

(Rev. JAN 03)

CASARA Training Manual Rev. Jan 03 i

FORWARD The basic mandate for SAR stems from international agreements among members of such SAR using as far as possible, existing resources of the military air/sea rescue service which operated on an ad hoc basis in the coastal regions of Canada during WW II. The recommendation was accepted by Cabinet in June 1947. The RCAF mandate was two-fold. First, it was to coordinate and conduct SAR operations for missing or distressed aircraft. Second, it was to coordinate SAR operations for marine craft. There was no responsibility for the RCAF to establish or provide resources for marine SAR. These were to be provided by the Canadian Marine Service, which later became the Canadian Coast Guard. The RCAF divided the country into six areas, each with a rescue flight and a military Joint Rescue Coordination Centre (JRCC). Both the rescue flight and the JRCC were under the operational command of the commander of that geographic region. In the early 1970’s changes were implemented primarily for financial reasons. The six SAR regions were reduced to four and primary units went from eight to five. Further Cabinet direction was received following an interdepartmental Task Force on SAR in 1978. The Minister of National Defence was identified as the lead Minister and government spokesman for SAR. Of more significance, over the long term, was the formation of an Interdepartmental Committee on Search and Rescue – referred to as ICSAR. This committee is presently co-chaired by DND and Coast Guard with members appointed from the departments of Transport Canada; Fisheries and Oceans; Environment Canada; Heritage Canada (Parks) NSS; and Solicitor General (RCMP). Additionally, DND was assigned responsibility for provision of air resources for marine SAR. In December 1982, Cabinet approved the Cross-Report, which recommended a new SAR management structure. The essence of this interdepartmental management process provides for the line departments to propose what should be done and for the Minister of National Defence, or lead Minister, on the advice of ICSAR, to decide what should be recommended to the Cabinet, through the Cabinet Committee on Foreign Defence Policy. Cabinet would then review the proposals and expenditures in competition with other government priorities and provide the necessary direction and funding allotments for the line departments to execute the approved SAR program. In 1994, the four SAR regions were reduced to three with each region having it’s own JRCC and dedicated SAR resources. The Deputy Chief of the Defence Staff is the operational agency within National Defence Headquarters (NDHQ), and three field commanders share the operational responsibility for

CASARA Training Manual Rev. Jan 03 ii

Forward (Continued) SAR. The Commander of 1 Canadian Air Division (1 CAD) controls and provides the dedicated air resources which are placed under the operational control of the respective Regional Commanders for SAR purposes. The Commander of MARCOM commands the Halifax region with the JRCC in Halifax; the Commander of 1 CAD commands the Trenton region with the JRCC in Trenton; and the Commander of the Maritime Forces Pacific commands the Victoria region with the JRCC in Victoria. The whole operational response is coordinated by the JRCCs. They are manned 24 hours a day, with the minimum staff consisting of an air controller, who is a Canadian Forces SAR trained aircrew; a marine controller, who is a qualified Coast Guard mariner; and an assistant controller, usually a Canadian Forces NCM. The controllers are the focal point of the operational system. They have considerable authority, and coordinate, task and control SAR resources either directly or through an on-scene commander, in the case of marine SAR, or a search master, in the case of air SAR. Civil aviators have often demonstrated their willingness to help their fellows in times of distress. Although the responsibility for organizing, coordinating and conducting air searches for downed or missing aircraft in Canada has been assigned to the Canadian Forces, there is often a need for supplemental aircraft and personnel to assist the CF in carrying out a search. There is also frequently a need for airborne assistance in searches for lost of missing person as well as coastal or inland waterway searches for marine vessels. In 1986, the Civil Air Search and Rescue Association (CASARA) was developed to provide the means for civil aviation to assist the CF in a safe and efficient manner. This manual has been prepared to help foster the cooperation and coordination necessary to bring about optimal effectiveness and efficiency of the Canadian CASARA organization in time of an emergency. The purpose of the CASARA Search and Rescue Training Manual is to provide a basic training reference for members of the CASARA organization. Contents of this manual have been extracted from search and rescue publications of the Canadian Forces and from Provincial Emergency Organization manuals, and compiled using, in part, the techniques of modular mapping. Suggested amendments should be submitted to: The CASARA National Office P.O. Box 183 Westwin MPO Winnipeg Manitoba R3J 3Y5

Attention: VP Ops and Training

CASARA Training Manual Rev. Jan 03 iii

RECORD OF CHANGES

CHANGE NO. CHANGE DATE DATE ENTERED SIGNATURE

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TABLE OF CONTENTS FORWARD..................................................................................................................................................................... II

RECORD OF CHANGES ............................................................................................................................................ IV

TABLE OF CONTENTS................................................................................................................................................V

GLOSSARY................................................................................................................................................................... XI

CANADIAN SAR ORGANIZATION – STRUCTURE............................................................................................... 1

JOINT RESCUE COORDINATION CENTRES, SAR RESPONSIBILITY AREAS – MAP ................................ 2

CASARA TRAINING – OVERVIEW .......................................................................................................................... 3

CASARA TRAINING LEVELS.................................................................................................................................. 4

CASARA CERTIFICATION REQUIREMENTS ....................................................................................................... 5

CASARA CERTIFICATION REQUIREMENTS CONTINUED .............................................................................. 6

JOINT RESCUE COORDINATION CENTRE - PREVIEW..................................................................................... 7

JOINT RESCUE COORDINATION CENTRE – ORGANIZATION......................................................................... 8 JOINT RESCUE COORDINATION CENTRE OPERATIONS – UNCERTAINTY PHASE ................................... 9 JOINT RESCUE COORDINATION CENTRE OPERATIONS – ALERT PHASE................................................. 10 JOINT RESCUE COORDINATION CENTRE OPERATIONS – DISTRESS PHASE ........................................... 11 JOINT RESCUE COORDINATION CENTRE OPERATIONS – RESCUE PHASE .............................................. 12 JOINT RESCUE COORDINATION CENTRE – SUMMARY ................................................................................ 13

OVERHEAD MANAGEMENT TEAM...................................................................................................................... 14

ALERTING PROCEDURES – PREVIEW ................................................................................................................ 15

DEFINITION OF A SEARCH AND RESCUE INCIDENT ..................................................................................... 16 RECEIPT AND ASSESSMENT OF INFORMATION ............................................................................................. 17 UNCERTAINTY PHASE – DEFINITION AND ACTIONS.................................................................................... 18 ALERT PHASE – DEFINITION AND ACTIONS ................................................................................................... 19 DISTRESS PHASE – DEFINITIONS AND ACTIONS............................................................................................ 20 JRCC BRIEFING OF STANDBY AIRCRAFT FORM............................................................................................. 21 MISSING AIRCRAFT NOTICE (MANOT)FORM .................................................................................................. 22 ALERTING PROCEDURES – SUMMARY............................................................................................................. 23

SEARCH OPERATIONS – PREVIEW...................................................................................................................... 24

SEARCH OPERATIONS – OVERVIEW.................................................................................................................. 25 INITIAL SEARCH – PLANNING AND PROCEDURES ........................................................................................ 26 ESTABLISHMENT OF SEARCH HEADQUARTERS AND ADVANCE BASES ................................................ 27 ROLE OF CASARA .................................................................................................................................................. 28

SEARCH HEADQUARTERS – PREVIEW............................................................................................................... 29

SEARCH HEADQUARTERS – OVERVIEW .......................................................................................................... 30 SEARCH COORDINATOR DUTIES AND RESPONSIBILITIES – OVERVIEW................................................. 31 CASARA AIRCRAFT – EMPLOYMENT DURING SAR OPERATIONS............................................................. 32 SURVIVORS LEAVING AIRCRAFT – CLARIFICATION OF RESPONSIBILITY ............................................. 33 THE SEARCH HEADQUARTERS – SUMMARY .................................................................................................. 34

SEARCH HEADQUARTERS OPERATION – COMMUNICATIONS.................................................................. 35

SEARCH HEADQUARTERS OPERATION – PLANNING.................................................................................... 36 SEARCH HEADQUARTERS OPERATION – RESOURCE ALLOCATION......................................................... 37 SEARCH HEADQUARTERS OPERATION – ADMINISTRATION...................................................................... 38 RESCUE OPERATIONS ........................................................................................................................................... 39

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SEARCH OPERATIONS – SUMMARY .................................................................................................................. 40

NOTICE OF CRASH LOCATION (NOCL) MESSAGE FORMAT....................................................................... 41

LOCATION OF SEARCH OBJECT – CASARA AIRCRAFT (WITH CF AIRCRAFT) .............................................. 43 LOCATION OF SEARCH OBJECT – CASARA AIRCRAFT (ALONE)................................................................ 44

PLANNING PROCEDURES – PREVIEW ................................................................................................................ 45

PLANNING SEQUENCE.......................................................................................................................................... 46 SAR INCIDENT LOCATION ................................................................................................................................... 47 MANUAL PLANNING METHODS – OVERVIEW................................................................................................ 48

MARINE SEARCH OPERATIONS – COMPUTERIZED PLANNING - OVERVIEW....................................... 49

INLAND SEARCH OPERATIONS – PREDETERMINED SEARCH AREAS ..................................................... 50

CANADIAN SEARCH AREA DEFINITION (CSAD) METHOD........................................................................... 51 CSAD METHOD – SQUARE MILEAGE GRAPH .................................................................................................. 54 MOUNTAIN VISUAL FLIGHT RULES (MVFR) METHOD ................................................................................. 55 CSAD AND MVFR METHODS – DESCRIBING SEARCH AREAS..................................................................... 58 GENERAL SEARCH CRITERIA.............................................................................................................................. 59 SEARCH AREA EXPANSION................................................................................................................................. 60 INLAND PLANNING PROCEDURES – SUMMARY ............................................................................................ 61

ELECTRONIC SEARCHING – PREVIEW .............................................................................................................. 62

ELT – DEFINITION AND TYPES............................................................................................................................ 63 ELT – ENSURING PRESCRIBED OPERATION .................................................................................................... 64 ELT SIGNAL DETECTION – ACTIONS................................................................................................................. 65 SEARCH AND RESCUE SATELLITE – AIDED TRACKING (SARSAT)............................................................ 66 ELECTRONIC SEARCHES – OVERVIEW............................................................................................................. 67 ELECTRONIC SEARCHES – ELT SIGNAL ONLY ............................................................................................... 68 ELT HOMINGS – GENERAL CONSIDERATIONS ............................................................................................... 69 ELT HOMINGS – PROCEDURE A (AURAL NULL)............................................................................................. 70 ELT HOMINGS – PROCEDURE B (AURAL NULL) ............................................................................................. 72 ELECTRONIC SEARCHING – SUMMARY ........................................................................................................... 74

VISUAL SEARCHES – PREVIEW ............................................................................................................................ 75

VISUAL SEARCHES – TRACK CRAWL ............................................................................................................... 76 VISUAL SEARCHES – TRACK CRAWL CONTINUED ....................................................................................... 77 VISUAL SEARCHES – CREEPING-LINE-AHEAD (CLA).................................................................................... 78 VISUAL SEARCHES – CREEPING LINE AHEAD (CLA) (CONTINUED).............................................................. 79 VISUAL SEARCHES – EXPANDING SQUARE .................................................................................................... 80 VISUAL SEARCHES – PARALLEL TRACK SEARCH......................................................................................... 81 VISUAL SEARCHES – SECTOR SEARCH ............................................................................................................ 82 VISUAL SEARCHES – CONTOUR SEARCH ........................................................................................................ 84 VISUAL SEARCHES – SUMMARY........................................................................................................................ 88

DETERMINING SEARCH PATTERNS.................................................................................................................... 89

VISUAL SEARCHES – COVERAGES AND PROBLEMS ..................................................................................... 90

VISUAL SEARCHES – SEARCH EFFECTIVENESS............................................................................................. 91 SEARCH HEIGHTS AND VISIBILITY DISTANCES ............................................................................................ 92

GUIDE FOR SPOTTERS – PREVIEW...................................................................................................................... 93

SPOTTER – BASIC REQUIREMENTS ................................................................................................................... 94 PREPARATION FOR SPOTTING............................................................................................................................ 95 SCANNING – INTRODUCTION.............................................................................................................................. 96 SCANNING – INSTRUCTIONS............................................................................................................................... 97 ILLUSTRATION ....................................................................................................................................................... 98 WHAT TO LOOK FOR – SIGNS............................................................................................................................ 100 WHAT TO LOOK FOR – SIGNALS ...................................................................................................................... 101 GROUND – AIR EMERGENCY CODE................................................................................................................. 102 SEARCH FOR MISSING AIRCRAFT.................................................................................................................... 103 SEARCH FOR LOST PERSONS ............................................................................................................................ 104

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SEARCH FOR MARINE VESSELS ....................................................................................................................... 105 REPORTING TO THE CREW ................................................................................................................................ 106 SPOTTING – SUMMARY ...................................................................................................................................... 107

NAVIGATION – OVERVIEW .................................................................................................................................. 108

NAVIGATOR RESPONSIBILITIES....................................................................................................................... 109 LOW LEVEL NAVIGATION – HAZARDS AND DIFFICULTIES...................................................................... 110 SELECTION OF MAPS .......................................................................................................................................... 111 GEOREF SYSTEM.................................................................................................................................................. 112 GEOREF SYSTEM – ILLUSTRATION ................................................................................................................. 113 GEOREF SYSTEM - MAP...................................................................................................................................... 114 SEARCH AREA DEFINITION USING GEOREF ................................................................................................. 115 IDENTIFICATION OF CHECK POINTS............................................................................................................... 116 PRE-FLIGHT PREPARATION............................................................................................................................... 117 NAVIGATION DURING SEARCH OPERATION ................................................................................................ 118 NAVIGATION – SUMMARY ................................................................................................................................ 119

MOUNTAIN FLYING – PREVIEW......................................................................................................................... 120

MOUNTAIN WAVES – OVERVEIW .................................................................................................................... 121 MOUNTAIN FLYING HAZARDS – WIND .......................................................................................................... 122 TURBULENCE........................................................................................................................................................ 123 SPOTTING IN TURBULENCE .............................................................................................................................. 124 EFFECT OF WIND IN THE MOUNTAINS - ILLUSTRATIONS......................................................................... 125 MOUNTAIN FLYING HAZARDS – ISOLATED WEATHER ............................................................................. 126 MOUNTAIN FLYING – AIRCRAFT PERFORMANCE....................................................................................... 127 MOUNTAIN FLYING HAZARDS – WHITE OUT ............................................................................................... 129 MOUNTAIN FLYING HAZARDS – DENSITY ALTITUDE................................................................................ 130 MOUNTAIN FLYING TECHNIQUES – PRE-FLIGHT PLANNING................................................................... 131 MOUNTAIN FLYING TECHNIQUES – PROCEDURES ..................................................................................... 132 MOUNTAIN FLYING – SUMMARY .................................................................................................................... 133

INSTRUCTION MANUAL – LITTLE-L-PER PORTABLE DIRECTION FINDER......................................... 134

INSTRUCTION MANUALS – QUAD ANTENNA SYSTEM ON LITTLE L-PER............................................. 142

I. IDENTIFYING THE ANTENNAS: ..................................................................................................................... 142 II. DIRECTIONS FOR USE: ................................................................................................................................... 145

INSTRUCTION MANUAL – LA SERIES AIRCRAFT DIRECTION FINDER ................................................. 147

INSTRUCTION MANUAL – GARMIN XL95 GPS (SIMPLIFIED VERSION) ................................................. 151

BASIC PAGE GROUPS................................................................................................................................................. 153 A. CHANGING UNITS (E.T. UTM, KILOMETER ETC.) ................................................................................................. 153 B. SIMULATION MODE (IMPORTANT FOR SAVING THE BATTERIES)........................................................................... 154 C. CHOOSING AN EXISTING WAYPOINT FROM MENUS .............................................................................................. 155 D. GOING TO (ACTIVATING) A WAYPOINT WHEN THE NAME IS KNOWN. ................................................................... 156 E. CREATING A WAYPOINT USING COORDINATES..................................................................................................... 156 F. CREATING A WAYPOINT WITH AUTOSTORE (MAN OVERBOARD).......................................................................... 157 G. DELETING A USER WAYPOINT.............................................................................................................................. 157 H. VIEWING THE NEAREST WAYPOINTS (TO CURRENT POSITION) ............................................................................ 158 I. CREATING ROUTES (SERIES OF LINKED WAYPOINTS)............................................................................................ 158 J. STARTING AND TERMINATING A ROUTE ................................................................................................................ 159 K. CHANGING THE CDI SCALE (SO THAT XTK WILL SHOW SOONER ON THE NAV SUMMARY PAGE) ........................ 159 L. CREEPING LINE AHEAD (SIMPLEST METHOD)....................................................................................................... 160

FIRST AID – PREVIEW................................................................................ERROR! BOOKMARK NOT DEFINED.

FIRST AID – GENERAL..................................................................................... ERROR! BOOKMARK NOT DEFINED. SHOCK - SIGNS.................................................................................................. ERROR! BOOKMARK NOT DEFINED. SHOCK – TREATMENT..................................................................................... ERROR! BOOKMARK NOT DEFINED. FRACTURES – GENERAL................................................................................. ERROR! BOOKMARK NOT DEFINED. FRACTURES – TREATMENT FOR SPECIAL FRACTURES ......................... ERROR! BOOKMARK NOT DEFINED. WOUNDS............................................................................................................. ERROR! BOOKMARK NOT DEFINED. BURNS................................................................................................................. ERROR! BOOKMARK NOT DEFINED.

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HEAT STROKE – SUN STROKE....................................................................... ERROR! BOOKMARK NOT DEFINED. FROST BITE........................................................................................................ ERROR! BOOKMARK NOT DEFINED. DISLODGING FOREIGN BODIES.................................................................... ERROR! BOOKMARK NOT DEFINED. ASPHYXIA.......................................................................................................... ERROR! BOOKMARK NOT DEFINED. INSECT BITES .................................................................................................... ERROR! BOOKMARK NOT DEFINED. BANDAGE ILLUSTRATION............................................................................. ERROR! BOOKMARK NOT DEFINED.

FIRE – PREVIEW ..........................................................................................ERROR! BOOKMARK NOT DEFINED.

FIRE BUILDING ................................................................................................. ERROR! BOOKMARK NOT DEFINED. SPARK ................................................................................................................. ERROR! BOOKMARK NOT DEFINED. TINDER – KINDLING - FUEL........................................................................... ERROR! BOOKMARK NOT DEFINED. ARCTIC FUEL .................................................................................................... ERROR! BOOKMARK NOT DEFINED. IMPROVISED FAT LAMP ................................................................................. ERROR! BOOKMARK NOT DEFINED. IMPROVISED GRILL ......................................................................................... ERROR! BOOKMARK NOT DEFINED.

SHELTERS – PREVIEW...............................................................................ERROR! BOOKMARK NOT DEFINED.

LEAN TO SHELTER – FRAMEWORK CONSTRUCTION ............................. ERROR! BOOKMARK NOT DEFINED. LEAN-TO SHELTER – COVERING.................................................................. ERROR! BOOKMARK NOT DEFINED. SUSPENSION TEE PEE...................................................................................... ERROR! BOOKMARK NOT DEFINED. CABIN OR PARACABIN .................................................................................. ERROR! BOOKMARK NOT DEFINED. NATURAL SHELTERS ...................................................................................... ERROR! BOOKMARK NOT DEFINED.

SIGNALS – PREVIEW ..................................................................................ERROR! BOOKMARK NOT DEFINED.

SIGNALS ............................................................................................................. ERROR! BOOKMARK NOT DEFINED. SIGNALS – RADIO............................................................................................. ERROR! BOOKMARK NOT DEFINED. SIGNALS – PYROTECHNICS ........................................................................... ERROR! BOOKMARK NOT DEFINED. SIGNAL FIRES PREPARATION ....................................................................... ERROR! BOOKMARK NOT DEFINED. SIGNAL FIRES CONSTRUCTION.................................................................... ERROR! BOOKMARK NOT DEFINED. SHADOW AND COLOR SIGNALS................................................................... ERROR! BOOKMARK NOT DEFINED. GROUND AIR EMERGENCY CODES ............................................................. ERROR! BOOKMARK NOT DEFINED. SIGNALS – LIGHT SIGNALS............................................................................ ERROR! BOOKMARK NOT DEFINED. SOUND AND INFORMATIVE SIGNALS......................................................... ERROR! BOOKMARK NOT DEFINED.

FOOD AND WATER – PREVIEW...............................................................ERROR! BOOKMARK NOT DEFINED.

WATER................................................................................................................ ERROR! BOOKMARK NOT DEFINED. FOOD – EMERGENCY RATIONS .................................................................... ERROR! BOOKMARK NOT DEFINED. POISONOUS PLANTS – WATER HEMLOCK................................................. ERROR! BOOKMARK NOT DEFINED. POISONOUS PLANTS – DEATH CUP MUSHROOMS................................... ERROR! BOOKMARK NOT DEFINED. POISONOUS PLANTS – BANEBERRY............................................................ ERROR! BOOKMARK NOT DEFINED. EDIBLE PLANTS................................................................................................ ERROR! BOOKMARK NOT DEFINED. EDIBLE PLANTS – ILLUSTRATION ............................................................... ERROR! BOOKMARK NOT DEFINED. EDIBLE SMALL ANIMALS AND INSECTS.................................................... ERROR! BOOKMARK NOT DEFINED. GAME – SKINNING ........................................................................................... ERROR! BOOKMARK NOT DEFINED. GAME – BUTCHERING..................................................................................... ERROR! BOOKMARK NOT DEFINED. COOKING OF MEAT AND FISH ...................................................................... ERROR! BOOKMARK NOT DEFINED. COOKING OF MEAT AND FISH – ILLUSTRATIONS ................................... ERROR! BOOKMARK NOT DEFINED. COOKING FOR ONE.......................................................................................... ERROR! BOOKMARK NOT DEFINED. PRESERVING MEAT AND FISH ...................................................................... ERROR! BOOKMARK NOT DEFINED. HUNTING AND FISHING PREVIEW ............................................................... ERROR! BOOKMARK NOT DEFINED. HUNTING – OVERVIEW................................................................................... ERROR! BOOKMARK NOT DEFINED. BIG GAME OVERVIEW .................................................................................... ERROR! BOOKMARK NOT DEFINED. BIG GAME .......................................................................................................... ERROR! BOOKMARK NOT DEFINED. BIG GAME SNARING........................................................................................ ERROR! BOOKMARK NOT DEFINED. BIRDS – UPLAND GAME BIRDS, WATERFOWL.......................................... ERROR! BOOKMARK NOT DEFINED. SMALL GAME – RABBITS ............................................................................... ERROR! BOOKMARK NOT DEFINED. SMALL GAME - SQUIRRELS........................................................................... ERROR! BOOKMARK NOT DEFINED. SMALL GAME – OTHER................................................................................... ERROR! BOOKMARK NOT DEFINED. SMALL GAME – HUNTING ILLUSTRATIONS.............................................. ERROR! BOOKMARK NOT DEFINED. FISHING .............................................................................................................. ERROR! BOOKMARK NOT DEFINED.

CARE AND USE OF EQUIPMENT AND CLOTHING – PREVIEW......ERROR! BOOKMARK NOT DEFINED.

SUGGESTED EMERGENCY SURVIVAL KIT ................................................ ERROR! BOOKMARK NOT DEFINED.

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SUGGESTED EMERGENCY RATION KIT...................................................... ERROR! BOOKMARK NOT DEFINED. AX – CARE.......................................................................................................... ERROR! BOOKMARK NOT DEFINED. AX – USE............................................................................................................. ERROR! BOOKMARK NOT DEFINED. FIREARMS .......................................................................................................... ERROR! BOOKMARK NOT DEFINED. CUTTING TOOLS............................................................................................... ERROR! BOOKMARK NOT DEFINED. SLEEPING BAG.................................................................................................. ERROR! BOOKMARK NOT DEFINED. CLOTHING.......................................................................................................... ERROR! BOOKMARK NOT DEFINED. IMPROVISED EQUIPMENT.............................................................................. ERROR! BOOKMARK NOT DEFINED. GENERAL USE OF EQUIPMENT..................................................................... ERROR! BOOKMARK NOT DEFINED.

KNOTS – REQUIREMENTS AND CLASSES............................................ERROR! BOOKMARK NOT DEFINED.

SPLICES – BACKSPLICE .................................................................................. ERROR! BOOKMARK NOT DEFINED. SPLICES – SHORT SPLICE ............................................................................... ERROR! BOOKMARK NOT DEFINED.

ABBREVIATIONS AND ACRONYMS -

ADIZ - Air Defence Identification Zone ARCAL - Aircraft Radio Control of Aerodrome Lighting ASL - Above Sea Level ATC - Air Traffic Control ATF - Aerodrome Traffic Frequency ATIS - Automatic Terminal Information Service AWBS - Aviation Weather Briefing Service AWIS - Aviation Weather Information Service AWOS - Automated Weather Observation System CISD - Critical Incident Stress Debriefing CTA - Control Terminal Area CZ - Control Zone DF - Direction Finding DME - Distance Measuring Equipment ETA - Estimated Time of Arrival ETD - Estimated Time of Departure ETE - Estimated Time Enroute FSS - Flight Service Station GTOW - Gross Take Off Weight HF - High Frequency IFR - Instrument Flight Rules lgtd - Lighted MANOT - Missing Aircraft Notice METAR - Aviation Routine Weather MOCA - Min. Obstruction Clearance Altitude msg - message MSL - Mean Sea Level MTCA - Military Terminal Control Area NAVAID - Navigational Aid NDB - Non-Directional Beacon NM, nm - Nautical Miles NOTAM - Notice to Airmen OCL - Obstacle Clearance Limit PATWAS - Pilots Automatic Telephone Weather Answering Service RCR - Runway Condition Report RIL - Runway Identification Lights RSC - Runway Surface Condition SIGMET - Significant Meteorological Report TAF - Aerodrome Forecast TAS - True Air Speed TAWIS - Telephone Aviation Weather Information Service TCA - Terminal Control Area TCAS - Traffic Alert And Collision TWB - Transcribed Weather Broadcast TWR - Control Tower UNICOM - Private Advisory Station UTC - Universal Time Coordinated VASIS - Visual Approach Slope Indicator System VDF - VHF Direction Finder VFR - Visual Flight Rules vis - visibility/visible VNC - VFR Navigation Chart VOR - VHF omnidirectional Range VORTAC - Combination of VOR and TACAN WAC - World Aeronautical Chart WI - Wind Direction Indicator Z - Coordinated Universal Time (Zulu time)

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GLOSSARY AC Aircraft Commander ACC Air Traffic Control Centre AES Atmospheric Environmental Services AGL Above Ground Level AH Aircraft Heading ASCC Air Standardization Coordinating Committee ASL Above Seal Level ASM Assistant Search Master ATC Air Traffic Control AWL Above Water Level CARES Civil Air Rescue Emergency Services CASARA Civil Air Search and Rescue Association CASP Computer Assisted Search Planning CATA Canadian Air Transport Administration CF Canadian Forces CFAO Canadian Forces Administration Orders CFB Canadian Forces Base CLA Creeping Line Ahead CMCC Canadian Mission Control Centre CP Centre Point CPI Crash Position Indicator CSP Commence Search Point DF Direction Finding DMB Datum Marker Buoy

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GLOSSARY (Continued) DND Department of National Defence ELT Emergency Locator Transmitter EPIRB Emergency Position Indicating Radio Beacon ETA Estimated Time of Arrival FSS Flight Service Station GCI Ground Controlled Intercept HF High Frequency HQ Headquarters ICAO International Civil Aviation Organization ICSAR Interdepartmental Committee for Search and Rescue IMCO International Maritime Consultative Organization IC Industry Canada ISA International Standard Atmosphere JETS Joint En Route Terminal Services JRCC Joint Rescue Coordination Centre Khz Kilohertz Kt IAS Knots Indicated Air Speed Kt Knots LUT Local User Terminal (SARSAT Ground Station) MANOT Missing Aircraft Notification MAP Manitoba Air Patrol Mhz Megahertz MND Minister of National Defence

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GLOSSARY (Continued) MOT Minister of Transport MPP Most Probable Position NDHQ National Defence Headquarters NM Nautical Mile NOCL Notice of Crash Location NOK Next-of-Kin NOTAM Notice to Airmen OPS NORM Operations Normal PEAS Provincial Emergency Air Services PEP Provincial Emergency Program PIO Public Information Officer PLB Personal Locator Beacon POB Personnel on Board POL Petroleum, Oils, and Lubricant PW Probability of Whereabouts RASO Regional Aviation Safety Officer RHP Rated Horsepower RON Remain Overnight SAGE DC Strategic Air Ground Environment Duty Controller SAR OPS Search and Rescue Operation SARP Search and Rescue Planning SARSAT Search and Rescue Satellite Aided Tracking SAR TECH Search and Rescue Technician

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GLOSSARY (Continued) SEMAD Saskatchewan Emergency Measures Air Division SHQ Search Headquarters SITREP Situation Report SKAD Sea Kit Air Dropable SM Searchmaster SQN Squadron TAS True Air Speed TC Transport Canada TCHQ Transport Canada Headquarters TL Team Leader TRACS Terminal Radar and Control System UHF Ultra High Frequency UNSAR Unnecessary SAR Operation VHF Very High Frequency VTS/VTM Vessel Traffic Monitoring System USAF United States Air Force USCG United States Coast Guard VHF/FM Very High Frequency/ Frequency Modulated WAC World Aeronautical Chart W/V Wind Velocity YAP Yukon Air Patrol

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CANADIAN SAR ORGANIZATION – STRUCTURE PURPOSE The following will acquaint the CASARA member with:

• The organization of the Joint Rescue Coordination Centre • The role of the JRCC, and • The functions of the JRCC.

BACKGROUND On July 18,1947, the Cabinet Defence Committee tasked the RCAF to

be responsible for all search and rescue operations in Canada.

To this day, the Canadian Forces is the agency responsible for the Implementation of Canada’s SAR agreements with: • The United States and • other ICAO, NATO, ASCC and IMCO countries.

STRUCTURE The following depicts the organization of the Canadian SAR organization.

JRCC

SRRCOMMANDER

HALIFAX

JRCC

SRRCOMMANDER

TRENTON

JRCC

SRRCOMMANDER

VICTORIA

NATIONAL DEFENCEHEADQUARTERS

COMMENT Each Search and Rescue Region (SRR) has at least one squadron with

aircraft dedicated to Search and Rescue. An officer of General or Admiral rank is responsible for each region. RELATED PAGE Map, Page 2 CASARA Training Manual Rev. Jan 03 1

JOINT RESCUE COORDINATION CENTRES, SAR RESPONSIBILITY AREAS – MAP JOINT RESCUE COORDINATION CENTRES SEARCH AND RESCUE RESPONSIBILITY AREAS

Trenton Region

Halifax Region

Victoria Region

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CASARA TRAINING – OVERVIEW PURPOSE CASARA training has two objectives:

• to fulfill certification requirements to assist the Canadian Forces in Search and Rescue (SAR) operations.

• to create an awareness of flight safety and defensive flying practises, thereby developing and maintaining a professional level of knowledge and expertise among Canadian aviators.

AREAS OF There are four levels of training. TRAINING

AREA DEFINITION Basic • Minimum requirements for CASARA aircrew

certification Continuation • Required training for CASARA aircrew to

maintain certification Advanced • Chief –Spotter-Navigator-Pilot

• CASARA Search Coordinator (CSC) • CASARA Instructor

Special • Searchmaster – CASO- Standard First Aid RELATED CASARA Training – Level 2, Page 4 PAGE RELATED CASARA Policy Manual – Training Section PUBLICATION CASARA Training Manual Rev. Jan 03 3

CASARA TRAINING LEVELS INTRODUCTION CASARA Basic Training is comprised of four levels, each level with specific

knowledge levels. LEVELS LEVEL DESCRIPTION RESULT 1 Academic lecture program Basic knowledge of SAR operations required by all CASARA volunteers.

2 Lecture program and flight Sufficient knowledge to training. become a “certified” Spotter.

3 Lecture program and flight Sufficient knowledge to training become a “certified” Navigator.

4 Lecture program and flight Sufficient knowledge and practice. flight practice to become a “certified” pilot.

COMMENT All certification requirements are designed to be taught primarily by the

Provincial CASARA organization with assistance from:

• the Canadian Forces CASARA team, • their respective SAR squadrons • Transport Canada

RELATED CASARA Certification Requirments, Pages 5,6 PAGE RELATED CASARA Policy Manual – Training Section PUBLICATION


CASARA CERTIFICATION REQUIREMENTS INTRODUCTION The knowledge objectives of the four levels of training outllined below are the

minimum required for aircrew certification. The overall objective of CASARA certification is to make available to the

JRCC or Searchmaster, members who can be used effectively on a search. KNOWLEDGE LEVEL COMMON TO ALL CASARA MEMBERS LEVELS

1 Introduction to CASARA and the National SAR System Introduction to JRCC Introduction to the RASO and Safety Briefing. Alerting procedures Visual Searches SARSAT-ELT-EPIRB-PLB Training standards and insurance MOUs – SOP – CAs and Policy Manual Cockpit resource management Check lists SPOTTER

2 Search patterns, Scanning and Signs

Search height and visibility vs. speed Spotting requirments

• CASARA aircraft • Military aircraft

Safety procedures • Aircraft types • Clothing • Operating conditions

Number of flights as per CASARA Policy Manual. Spotter acedemic test Spotter Certification flight and practical test.


CASARA CERTIFICATION REQUIREMENTS CONTINUED KNOWLEDGE LEVELS LEVEL NAVIGATOR

3 Duties and responsibilities Introduction to CASARA navigation Advanced search patterns Maps – lat and long – GEOREF and grid system Map preparation ELT homing procedures NOCL messages Equipment – Use and maintenance Safety procedures

• Aircraft types • Clothing • Operations area

Number of flights as per CASARA Policy Manual Certification flight – inlcuding ELT homing

PILOT

4 Duties and resonsibilities

PDM course (unless previously taken) Navigation review Map preparation Search patterns ELT homing procedures MOUs and SOPs Insurance – CAs and Policy Manual Equipment – Use and Maintenance Forms and reports Number of flights as per CASARA Policy Manual Certification flight – including ELT homing

COMMENT In addition, provincial/territorial CASARA organizations may wish to provide

additional formal written examinations to monitor standardization. RELATED CASARA Training, Page 4 PAGE RELATED CASARA Policy Manual – Training Section PUBLICATION


JOINT RESCUE COORDINATION CENTRE - PREVIEW INTRODUCTION This section of the text acquaints the CASARA member with the

organization, role, and functions of the Joint Rescue Coordination Centre.

PREVIEW The major pages deal with:

• Structure of the Canadian SAR Organization • Organization of a Joint Rescue Coordination Centre. • Joint Rescue Coordination Centre Operations during all phases of

an incident.


JOINT RESCUE COORDINATION CENTRE – ORGANIZATION INTRODUCTION Each Joint Rescue Coordination Centre is organized and equipped in

such a way that it can provide instantaneous service to the aviator in distress 24 hours a day.

DESCRIPTION The JRCC is linked through a

• Telephone and message Centre to all VFR and IFR ground stations throughout it’s region.

JRCC FACILITIES The JRCC is equipped with many facilities which allow it to implement a

search operation at a moments notice: • A large wall map of the entire search and rescue region. • A plotting table • A list of all resources within the region that are available for search

and rescue operations • A list of aerodromes suitable for use as advanced search bases. • The location, call signs, hours of operation, and frequencies of all

flight service stations likely to be involved in search and rescue operations.

• A record of objects and aircraft wreckage which might be mistaken, particularily from the air, for the object of the search.

• Telephone numbers of commercial operators normally engaged in flying throughout the region.

RELATED Joint Rescue Coordination Centre Operations, Page 30-33 PAGE


JOINT RESCUE COORDINATION CENTRE OPERATIONS – UNCERTAINTY PHASE INTRODUCTION To illustrate the operations of the JRCC, the phases of operation will be

explained assuming, as a scenario, that an aircraft is reported missing. As the scenario begins, the JRCC has been notifed by the applicable

Air Traffic Control Centre (ACC) that an aircraft has failed to reach it’s destination.

STEPS TO The duty JRCC Controller, because there is not positive evidence that FOLLOW the aircraft has crashed, begins the uncertainty phase by taking the

following steps: STEPS DESCRIPTION

1 Obtains all information recorded on the flight plan of the missing aircraft.

2 Ensures that all airports or possible landing areas:

• along the route of flight, and • within possible range of the aircraft

are checked for signs of the aircraft.

NOTE Most search operations end here because the aircraft has usually landed, but the pilot has forgotten to close the flight plan.

3 Requests all position-fixed agencies to attempt to establish the aircraft’s position, Informs them of: • aircraft’s last known postion • possible radio frequencies that the aircraft was

working.

4 May request air surveillance from the appropriate Stratiegic Air Ground Enviroment Duty Controller (SAGE DC)

5 Notifes RCMP or provincial police that are along the

intended flight route.

6 Requests all ground stations in the area to monitor: • primary frequency of missing aircraft, • distress fequencies.


JOINT RESCUE COORDINATION CENTRE OPERATIONS – ALERT PHASE INTRODUCTION If the uncertainty phase yields no results, the duty controller will initiate

the next phase, called the Alert Phase. PURPOSE The purpose of the alert phase is to:

• mobilize the search and rescue organization in the event that the missing aircraft is in distress.

STEPS TO The duty JRCC controller has progressed to the following steps: FOLLOW STEPS DESCRIPTION

1 Alerts CASARA and/or SAR squadron to prepare for a search mission.

2 Assesses what further facilities are required and notifies

the approporate agencies.

3 Requests the appropriate Air Traffic Control Centre (ATC) to maintain a listening watch for the missing aircraft.

4 Continues to action all incoming reports and consolidate

the information into a

• Comprehensive briefing for SAR crews. RELATED Alert Phase – Definition and Actions, Page 23 PAGE


JOINT RESCUE COORDINATION CENTRE OPERATIONS – DISTRESS PHASE INTRODUCTION If the alert phase also fails to yield any further information, the next

phase becomes the distress phase. PURPOSE The purpose of the distress phase is to mobilize a full search and

rescue operation. STEPS TO During the distress phase, the controller takes the following steps. FOLLOW STEPS DESCRIPTION

1 Tasks the search crew to conduct an initial search.

2 Notifies the appropriate Air Traffic Control Centre as well as National Defence Headquarters and Transport Canada Headquarters in Ottawa, 1 CAD Headquarters in Winnipeg, and the Air Traffic Control Centre responsible for the area in which the search will be conducted.

3 As soon as a search crew is airborne, begins to plan a

long-term search: • plots the planned flight route on the map, • determines probability areas for search, • issues an MANOT.

4 Liaises with the SAR squadron and CASARA to:

• prepare an advance search base, • appoint a searchmaster and assistants, • prepare for further aircraft launches.

RELATED Distress phase – Definitions and Actions – Page 24 PAGE


JOINT RESCUE COORDINATION CENTRE OPERATIONS – RESCUE PHASE INTRODUCTION Assuming that during the distress phase (or prior to it) the coordinator

receives word that the aircraft has been located, and that the requirements for rescue have been identified, the corrdinator would launch the rescue phase.

PURPOSE The purpose of the rescue phase is clearly to:

• mobilize the resouces required for a rescue, and • effect the rescue as rapidly as possible.

STEPS TO During the rescue phase, the controller takes the following steps. FOLLOW STEPS DESCRIPTION

1 Alerts the resources best suited for the rescue (response and capability).

2 Organizes a guard for the aircraft and notifies the

Transportion Safety Board (TSB).

3 Arranges for: • notification of next-of-kin

4 Completes the required paperwork.

COMMENT The scenario described on this and the three previous pages ends

when the intial search effort locates the missing aircraft. Some searches take many days, involving a large number of aircraft (both civilian and military) and many flying hours.


JOINT RESCUE COORDINATION CENTRE – SUMMARY INTRODUCTION There are three Search and Rescue Regions (SRRs) in Canada, each

of which has one Joint Rescue Coordination Centre. JRCC Each JRCC is equipped in such a way that it can provide immediate RESPONSIBILITY support to the aviator in distress 24 hours a day. RESPONSIBILITY In the event of a SAR incident, the duty controller at the Rescue OF CONTROLLER Coordination Centre assumes responsibility for taking all actions related

to:

• uncertainty phase, • alert phase, • distress phase, • rescue phase of a SAR incident.

RELATED JRCC Operations – Uncertainty, Alert, Distress, Rescue Phases, PAGES Pages 30-33


OVERHEAD MANAGEMENT TEAM

JRCC, SM, or PROV. AUTHORITY

OVERHEAD MANAGEMEN TEAM SELECTION/ASSIGNMENT

ASS’T SEARCH COORDINATOR

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ALERTING PROCEDURES – PREVIEW INTRODUCTION This section of the text elaborates on the previous section, in that it

goes into greater detail. It defines a search and rescue incident, and details the three degrees of urgency which may exist as a result of the incident. PREVIEW The major pages in this section deal with:

• Definition of a Search and Rescue incident • Uncertainty phase • Alert phase • Distress phase

COMMENT This section of the text provides an understanding of why three degrees

of urgency exist, and what actions are taken in each situation.


DEFINITION OF A SEARCH AND RESCUE INCIDENT INTRODUCTION A search and rescue (SAR) incident can be considered as existing or

imminent when one or more of the conditions given below exist. CONDITIONS FOR SAR INCIDENT

CATEGORY CONDITION

Aircraft • when the position of an aircraft is sufficiently questionable as to raise doubt about it’s safety

• when an aircraft has made a forced landing or

is about to do so • when the crew abandons the aircraft or is

about to do so. • when a request for assistance has been

received or distress is apparent. Marine Vessels • when a request for assistance has been

received or distress is apparent. • when a vessel is considered overdue at it’s

destination, or a position report is overdue. Persons or Property

• when persons and property are known or suspectd of being in distress.


RECEIPT AND ASSESSMENT OF INFORMATION INTRODUCTION The following describes

• the sources of information in a SAR incident • the type of information received • the evaluation of information received.

FOCAL The focal point for receipt of information in a SAR incident is a POINT Joint Rescue Coordination Centre (JRCC). TYPES OF The JRCC is informed about aircraft, marine craft and missing INFORMATION persons.

TYPE SOURCE INFORMATION Aircraft • Air Traffic Control Units

• Flight Service Station • Next of Kin

• flight plan • last known position • communications • survival equipment • number of persons on

board • weather, etc.

Marine Craft

• Transport Canada (TC) Marine Radio • Marine Agent • Police Agency • Shipping Agency • Next-of-kin

• route • ports of call • size and description of

craft • number of people on

board • weather, etc.

Missing Persons

• District police HQ • Next of Kin

• route or planned area • number of people • other pertinent information

EVALUATION Reports received from other than recognized agencies must be carefully assessed by the JRCC to determine:

• authenticity of information; and • extent and urgency of required assistance.

It is important to obtain particulars on the person reporting the information. Local police are usually reliable in verifying reports.

RELATED Joint Rescue Coordination Centre - Preview , Page 28 PAGE Search Coordinator’s Course


UNCERTAINTY PHASE – DEFINITION AND ACTIONS INTRODUCTION The following defines the uncertainty phase in a SAR incident and describes the actions taken during it. DEFINITIONS The uncertainty phase exists when there is doubt about:

• the safety of a craft, and • it’s occupants,

because of a lack of information about it’s position or because of knowledge of possible difficulties

INDICATORS Indicators of Uncertainty Phase for Air Incidents • no communications for one hour • no arrival report received by ATC or FSS • uncertainty about aircraft or occupants. • Emergency Locator Transmitter (ELT) transmission, but not reason

to suspect distress. STEPS TO During the uncertainty phase the following steps are taken: FOLLOW

STEP INITIATOR DESCRIPTION 1 ATC, or FSS Reports incident to JRCC 2 JRCC Enters information in log. 3 JRCC Attempts to reconstruct flight (if no flight

plan) 4 ATC/FSS

and/or JRCC

Conducts communications check: • attempts to establish contact with

aircraft. • checks of all airports. • requests information from other

aircraft. COMMENT If the communication search indicates that the missing aircraft:

• has landed safely, or • is accounted for otherwise, “Stand Down” action is taken immediately and the incident is closed. If the communication search proves unproductive, the Alert Phase begins.


ALERT PHASE – DEFINITION AND ACTIONS INTRODUCTION The following defines the alert phase in a SAR incident and describes

the actions taken during this phase. DESCRIPTION The alert phase exists when there is apprehension about:

• the safety of a craft, • it’s occupants

because of a continued lack of information concerning postion or progress.

INDICATORS Indicators of Alert Phase for air incidents

• cleared to land but no landing and no communications, • information about impaired operating efficiency, but forced landing

unlikely, • ELT signal that cannot be isolated or accounted for.

STEPS TO FOLLOW STEPS DESCRIPTION

1 Alert of SAR resources (air, sea or land rescue units) to prepare for search and rescue operations.

2 Alert of ground communication and direction-finding

stations with which aircraft may come into contact:

3 Alert of: • Police forces • Forestry departments, • Transport Canada, etc.

COMMENT It is difficult to establish the precise timing of the beginning of the

distress phase. In general terms, it begins as soon as the possibility of distress of a craft and/or people is stongly indicated.

RELATED Joint Rescue Coordination Centre Operations – Alert Phase, Page 31 PAGE Search Coordinator’s Course


DISTRESS PHASE – DEFINITIONS AND ACTIONS INTRODUCTION The following defines the distress phase in a SAR incident and

describes the actions taken during this phase. DESCRIPTION The distress phase exists when

• Immediate assistance is required. Because of definite information to that effect, or because of a continued lack of information about the craft or it’s progress.

INDICATORS Indicators of Distress Phase for air incidents

• Exhausted or inadequate fuel supply • Forced landing is required, • Downed aircraft is located by sighting or ELT homing • ELT transmission, indicated by Search and Rescue Satellite Aided

Tracking (SARSAT) only, has continued for 2 hours and the source has not been located.

STEPS TO If communication checks and other efforts have failed to locate the FOLLOW craft, the JRCC takes the following steps:

STEP DESCRIPTION 1 • Identify probable position

• Estimate degree of error • Determine type of immediate search, and area/track

to be searched. 2 • Select most appropriate SAR resources (CASARA

or SAR Squadron) 3 • Brief SAR units and services 4 • Issue a Missing Aircraft Notice (MANOT) 5 • If warranted, appoint searchmaster and assist with

establishment of advance base. 6 • Fully brief searchmaster. 7 • Notify operating agency and next of kin. 8 • Notify all other agencies, NDHQ, 1 CAD

RELATED Joint Rescue Coordination Centre Operations–Distress Phase, Page 32 PAGES JRCC Briefing Standby Aircraft – Page 25 Missing Aircraft Notice, Page 26


JRCC BRIEFING OF STANDBY AIRCRAFT FORM

JRCC BRIEFING STANDBY AIRCRAFT

AIRCRAFT TYPE IDENT CAPTAIN PROCEED TO CARRY OUT TRACK SEARCH/CLA FROM TO BLOCKS HEIGHT AND SCAN RANGE OTHER SEARCH INSTRUCTIONS SAR TECH SKAD KIT MAINTAIN CONTACT WITH JRCC VIA KNOWN CRASH POSTIONS SAR AIRCRAFT OFF AT ETA SAR AREA

DUTY CONTROLLER Document may be shared with SAR resources via FAX, email or telephone.


MISSING AIRCRAFT NOTICE (MANOT)FORM

MISSING AIRCRAFT NOTICE (MANOT) 1. When an aircraft is reported missing, the appropriate JRCC will issue a Missing

Aircraft Notice to aeradio stations, control towers and area control centres providing service in or near the search area. MANOTS will be made available to pilots planning to overfly the search area by notices posted on flight information boards, orally during the filing of flight plans, or by radio.

2. Pilots receiving notice of a missing aircraft are requested to maintain as thorough a visual and radio watch as practicable, on 121.5 mhz, when operating in the area of the missing aircraft.

INITIAL MANOT MESSAGE

Required Information Example

a. MANOT Number – SAR Operation a. MANOT six – SAR Hefner (pilot’s name)

b. Type of aircraft-registration-color a. Cessna 180-CF-SOX red with white wings and black letters.

c. Number of crew and/or passengers c. Pilot plus 3 d. Route d. Ft. St. John to Abbotsford e. Departure Date/Time (local) e. 1 May 99 – 1000 hours f. Last known point (LKP)/Date, time f. Prince George 1 May 99 – 1131 hours g. Fuel Exhaust time g. 4 hours h. Type and Frequency of ELT h. 121.5 mhz and 243 mhz.

3. On termination of the search, another MANOT, will be issued and designated as final.

This form is primarily used by DND and FSS, but may be shared with SAR resources.


ALERTING PROCEDURES – SUMMARY

INTRODUCTION The following summarizes the three phases of a clearly established

SAR incident. SAR INCIDENT

PHASES STAGE DESCRIPTION

Uncertainty • exists when there is doubt about safety of an aircraft or occupants

• results in a communications check being conducted by the JRCC, ATC

Alert • exists when there are no results from the communications search.

• results in alert of SAR resources to prepare for search and rescue operation

Distress • exists when immediate assistance is required • results in selection and deployment of appropriate

SAR resources.

RELATED Uncertainty, Alert, and Distress Phases. Page 22-24 PAGES


SEARCH OPERATIONS – PREVIEW INTRODUCTION This section of the text is an introduction to search operations. It looks

briefly at all phases of search and rescue operations, highlighting the role of CASARA in these operations.

PREVIEW The major pages deal with:

• Searchmaster responsibilities • Search coordinator responsibilities • Establishment of Search Headquarters and Advance Base(s) • Role of CASARA • Search Headquarters Operations

Planning, from the Search Coordinator’s course Resource allocation Communications Administration

• Rescue Operations COMMENT This section provides a good idea of the sequence of major events in a search and rescue operation. RELATED The Search Headquarters – Preview, Page 35 PAGE


SEARCH OPERATIONS – OVERVIEW INTRODUCTION The following provides an overview of the stages and development of a

search and rescue operation.

SAR OPERATIONS

STEP DESCRIPTION 1 When the Joint Rescue Coordination Centre (JRCC) receives

information regarding an overdue aircraft, it initiates a multi-stage alert: • starting wilth communications check • ending with launch of SAR aircraft

2 CASARA representatives notified 3 SAR aircraft proceed to the last known position (LKP) and begin:

• electronic search and/or track search 4 JRCC initiates actions required for a major SAR operation 5 Canadian Forces searchmaster and assistant searchmaster(s)

are appointed. 6 SAR squadron prepares additional crews and aircraft for a more

extensive search area. 7 If region is far from SAR squadron, advance base(s) of operations

will be chosen (CASARA may participate) RELATED The Search Headquarters – Preview, Page 35 PAGE


INITIAL SEARCH – PLANNING AND PROCEDURES INTRODUCTION The following describes all the steps a search coordinator takes in mapping out the intitial search plan. STEPS TO FOLLOW STEP DESCRIPTION

1 Using 1:500,000 scale maps for the complete region and 1:250,000 maps for the search area, the Search Coordinator: • Draws the intended track of the aircraft • Drafts the primary and secondary areas of

Probability using the Canadian Search Area Definition (CSAD) method, or in mountainous Terrain – Mountain Visual Flight Rules (MVFR) Method, as directed by the search master, or JRCC.

2 Places reported weather for the area on an overleaf.

3 Peruses the topography, looking for areas to be

assigned a high probability of whereabouts.

4 Coordinates available CASARA aircraft for first day’s Search by: • Assigning specific search areas. • Assigning procedures for search patterns as

necessary.

CONDUCT OF INITIAL SEARCH Initial searches will normally be conducted:

• At 1500 feet above ground level (AGL) • With a spotter’s scanning range of 3 NM on either side of the aircraft.

COMMENT The initial search coverage is intended to cover the entire search area with

the intention of locating possible survivors. The assumption is that if:

• there are any fires or large slashes, • the aircraft has forced landed into a clearing • survivors may be capable of signalling.

RELATED GEOREF System, Page 107-109 PAGES Search Coordinator’s Course


ESTABLISHMENT OF SEARCH HEADQUARTERS AND ADVANCE BASES INTRODUCTION With the search aircraft airborne and the operation under way, preparations must be made to establish search headquarters and advance bases. LOCATION The location of the search headquarters and advance bases(s) is CRITERIA based on these criteria:

CRITERIA DESCRIPTION Location • at an IFR aerodrome close to search area Runways • long enough to handle aircraft used for searching. Fuel • fuel type (JP4, Jet A1, and 100LL)

• quantity, each type Hotel Space • hotel accomodation for large influx of search crewsOffice Space • adequate office space for HQ staff (Search HQ

only)

COMMENT Once the searchmaster has narrowed down the choices, the necessary arrangements will be made to establish search HQ and advance bases(s). RELATED Search Headquarters Operation, Page 12-15 PAGES Search Coordinator’s Course


ROLE OF CASARA INTRODUCTION CASARA can be of tremendous value to the entire search and rescue

operation, and particularly to the searchmaster during the establishment of a search headquarters.

DELEGATED One phone call to the CASARA representative in the area should RESPONSIBILITIES allow the searchmaster or JRCC to delegate the responsibility of:

• contacting available CASARA search resources • making hotel reservtions • locating office space • acquiring logistical supplies, and • arranging communications (telephone, fax, data etc.) • operating of satellite headquarters as may be required, and under the direction of a SAR mission coordinator.

to someone who is more aware of the local contacts than the searchmaster can ever be.

COMMENT When the searchmaster arrives at the advance base, ideally many of the arrangements will have already been started, and some completed, by the CASARA representative. The cooperation between JRCC and CASARA will have resulted in a tremendous saving of:

• time, and • effort

in the intitial stages of search operations.

RELATED Search Coordinator’s check list PAGES Search Coordinator’s course CASARA aircraft deployment during SAR, Page 38


SEARCH HEADQUARTERS – PREVIEW INTRODUCTION This section elaborates on the organization, roles and responsibilities of

the search headquarters during a SAR operation. The headquarters, as described here, includes the:

• searchmaster, • assistant searchmaster(s) • CASARA search coordinator • Detachment Commander • public information officer • financial clerk • radio operator/technician

COMMENT This headquarters includes military and CASARA personnel at an

advance base/search headquarters. Not described here, but of crucial importance to the succes of any search and rescue operation, are:

• members of all other agencies involved in the operation (RCMP,

Department of Mines and Forests etc.) PREVIEW For the purpose of this manual, we will only deal with the Duties and

Responsibilities of the CASARA Search Coordinator. RELATED Role of CASARA, Page 11 PAGE


SEARCH HEADQUARTERS – OVERVIEW INTRODUCTION When it becomes evident that:

• a search operation is required • the operation will be conducted away from a rescue unit home base.

a searchmaster is appointed and a search headquarters is assembled.

DESCRIPTION The search headquarters is ideally composed of:

• the searchmaster • the assistance searchmaster(s) • CASARA search coordinator • Detachment Commander • a public information officer (PIO) • a financial clerk • a radio operator/techncian

ORGANIZATION CHART SRR Com

Joint Rescmander throughue Coordination

Centre

S

Operations Search Crews Rescue Crews

Communications Intelligence

CASARA Training M30

Searchmaster Assistant

earchmaster (s)

Public InformationOfficer

Administration Rations Quarters Transport Finance Medical

Discipline

anual Rev. Jan 03

CASARA Search Coordinator

and staff

Detachment Commander

Maintenance Fuel Oil

Spares Repair

Communications

SEARCH COORDINATOR DUTIES AND RESPONSIBILITIES – OVERVIEW INTRODUCTION The search coordinator’s job is at the heart of the entire search and rescue

operation, literally helping to coordinate and control the CASARA facet of the search.

SITUATIONS 1. To provide assistance to a Searchmaster (SM) at the same HQ.

2. To provide assistance to an JRCC Controller or a Search Master from a remote location.

PRE-SEARCH - Investigate pre-search HQ location COORDINATION - Prepare search HQ back-up kit.

- Establish relationships with: • Airport Authorities • Communication companies • Service providers (car rental companies, catering etc.) • Ground search teams • Police • Media • Critical Incident Stress Debriefing teams • Police victim service teams for next of kin (NOK)

COORDINATION DURING SEARCH

• Start and maintain a search log • Callout CASARA members as requested/required • Liaise with SM or detachment commander to ascertain SHQ

requirements or location selection. • Maintain contact with JRCC until SM arrives and takes over. • Assist in establishment of SHQ setup. • Provide maximum support to SM and detachment commander. • Conduct and organize search based on requirements and information at hand. • Provide and schedule crews for military and CASARA aircraft as tasked by JRCC or SM. • Ensure that all CASARA crews are certified. • Keep CASARA crews informed on all aspects of the search. • Provide all required maps and forms to CASARA crews. • Provide ground support coordinator for CASARA a/c crews. • Keep track of CASARA a/c during the search, in conjunction

with the SM. • Provide traffic separation for CASARA aircraft in conjunction with SM. • Maintain accurate radio logs. • Ensure that all CASARA members are safe, which includes any Critical Incident Stress Debriefing. • Compile a post search report. • Maintain accurate records of CASARA activities.


CASARA AIRCRAFT – EMPLOYMENT DURING SAR OPERATIONS INTRODUCTION The following outlines the nature of involvement of CASARA aircraft in

search and rescue operations. CASARA The key to the involvement of CASARA aircraft is the: INVOLVMENT

• perceived level of necessity • availability of CASARA resources

as determined by the searchmaster or JRCC.

IF THEN CASARA aircraft and crews are available and accept a SAR tasking

JRCC/SM may authorize participation under his/her direction.

CASARA operators use private aircraft

The JRCC/SM shall provide reimbursement at the approved hourly rate.

CASARA operators rent commercially approved aircrart (NOTE)

The JRCC/SM shall provide reimbursement at the commercial rate.

COMMENT Participation in a search and rescue operation is always under the

direct control of the JRCC or the searchmaster. NOTE The use of rental aircraft must receive prior approval from the

JRCC/SM. RELATED Role of CASARA, Page 11 PAGE RELATED CASARA policy Manual – Financial PUBLICATION


SURVIVORS LEAVING AIRCRAFT – CLARIFICATION OF RESPONSIBILITY INTRODUCTION The Canadian Forces are responsible for:

• searching for missing aircraft, and • rescue of survivors.

OBLIGATION The fact that a survivor:

• leaves the scene of a crash or forced landing

does not alter the obligation that the Canadian Forces are under with respect to the rescue of survivors.

RESPONSIBILITY The commander concerned is to retain responsibility for the operation, but may seek the cooperation of the police or other appropriate agencies.


THE SEARCH HEADQUARTERS – SUMMARY INTRODUCTION The searchmaster may be assisted by an assistant searchmaster and

other officers, including a CASARA search coordinator, but will always be the key person in the operation.

SEARCHMASTER RESPONSIBILITIES

The searchmaster bears the responsibility for all aspects of a search and rescue operation including: • planning and control, • search operations, • rescue operations, • operations conclusion.

LIAISON & COORDINATION

Liaison and coordination have to be maintained by the searchmaster with many agencies: • CASARA • air traffic control tower, • police agencies, • media, • Joint Rescue Coordination Centre, • Transport Canada Headquarters, • Others

RELATED Search Headquarters –Preview and Overview, Pages 35,36 PAGES National SAR Manual


SEARCH HEADQUARTERS OPERATION – COMMUNICATIONS INTRODUCTION The efficiency of a search headquarters, like a Rescue Coordination Centre, lies in the ability to communicate quickly. Quick communication can be achieved by ensuring that:

• the necessary equipment is in place, and • contacts are made with all appropriate agencies.

REQUIREMENTS

MEDIUM DESCRIPTION Equipment • at least 4 phone lines

• FAX machine • cell phones

Contacts • CASARA representative – resources and availability • companies that have helicopters – should one

be needed • police departments • coroner (s) • next-of-kin (police Victim Services Units) • news, media, for press releases • CISD personnel

RELATED Joint Rescue Coordination Centre – Preview, Page 28 PAGE Search Coordinator’s course CASARA Training Manual Rev. Jan 03 35

SEARCH HEADQUARTERS OPERATION – PLANNING INTRODUCTION The searchmaster must ensure that the search is properly:

• planned, and • implemented.

The search strategy must be dynamic, requiring the searchmaster to reassess intentions daily – sometimes hourly - as new information is provided.

SOURCES OF The following are some of the sources of new and additional INFORMATION information that will require the searchmaster to adjust the search

strategy.

SOURCE INFORMATION Returning Search Crews

• terrain • conditions

Friends and Relatives

• character information • flight habits • other relevant details

Sighting Reports

• some contradiction • some complimentary

COMMENT The searchmaster must assess all sighting reports:

• what was seen, • when it was seen, • by whom it was seen,

before taking any follow up action.

RELATED Search Coordinator – Duties and Responsibilities, Page 37 PAGES Sighting Report (Nat’l SAR Manual B-GA-209-001/FP-001)


SEARCH HEADQUARTERS OPERATION – RESOURCE ALLOCATION INTRODUCTION If the initial coverage does not produce any results, the searchmaster

must reassess the requirement for aircraft resources. SUBSEQUENT On subsequent searches: SEARCHES

• the spotter’s scanning range will be reduced to a maximum of 1 mile on either side of the aircraft,

• track spacing is thereby reduced from 6 miles to 2 miles or less.

Through these actions, the time taken to cover an area is increased drastically.

While the answer is simple (i.e. use more aircraft) the solution is more complex.

AIRCRAFT The following table illustrates the suitability of various aircraft SUITABILITY (and crews) for search and rescue operations.

TYPE FEATURES Military SAR • blister windows

• spotter seats • electonic homing equipment • sufficient space for relief spotters • fully trained SAR crews

Military Non- SAR

• full-time professional crew, but not SAR trained or skilled

CASARA • highly motivated and SAR trained crews • electronic homing equipment • local area knowledge • slower search speeds • greater numbers

COMMENT The searchmaster must weigh the advantages of more aircraft against

the disadvantages of aircraft limitation and crew expertise.


SEARCH HEADQUARTERS OPERATION – ADMINISTRATION INTRODUCTION The paperwork that accompanies a search operation can be formidable

and while over the years it has been reduced to a minimum, the nature of the work requires certain accountabiltiy.

ADMINISTRATIVE PAPERWORK

TYPE OF PAPERWORK

DESCRIPTION

Running Log • kept by search coordinator/searchmaster

• records all incoming information and decisions

Forms • used for: - reports - aircrew briefings - aircrew debriefings - long-distance calls - sightings - search log - communications log

Situation Report • form of a message • summarizes all information pertinent to

the search: - day’s operation - plans for next day

• for JRCC and other HQ’s SAR Special Report • very comprehensive

• drafted at conclusion of search • makes recommendations for

avoidance of future incidents

COMMENT During extended searches, information from situation reports (SITREPS), sometimes reaches the Federal Cabinet level. RELATED Search Coordinator Duties and Responsibilities, Page 37 PAGE Search Coordinator’s Course CASARA Training Manual Rev. Jan 03 38

RESCUE OPERATIONS INTRODUCTION Once the object of a search has been found, events take place at a very

rapid rate. While most of the time in any operation is consumed by the search, it is

the rescue portion that requires prompt and exact action. RESCUE Even though CASARA personnel may not be directly involved METHOD in the rescue of the object of the search, there may be occasions where

CASARA members will be in a position to suggest a rescue method. In any case, it will be in direct consultation with JRCC, a search master, or a commander of a military SAR aircraft.

IF: THEN:

• Helicopter is available

• immediately call to location (SAR Techs on board)

• No helicopter is available

• Conditions

favorable

• SAR Techs deploy (upon authorization from Searchmaster or JRCC)

• No helicopter is available

• Conditions

Unfavorable

• Arrangments for rescue using alternate means (ground party, boat, etc)

• Remain on scene or mark prominently

INITIAL The searchmaster, having ascertained that: ACTIONS

• on-scene requirements are met, • SAR Techs are at or on their way to the site, • a helicopter or ambulance is en route

paves the way for follow-up action. FOLLOW-UP The searchmaster then: ACTIONS

• contacts hospital • notifies the police detachment closest to the crash site to guard the site, and provide an escort for ambulances, • contacts a coroner if there have been fatalities, • notifies next-of-kin as soon as possible • prepares a press release

RELATED Joint Rescue Coordination Centre Operations. Page 30-33 PAGE Search Coordinator’s Course CASARA Training Manual Rev. Jan 03 39

SEARCH OPERATIONS – SUMMARY INTRODUCTION The following flow chart presents, in a very simplified way, the major

events in a search and rescue operation. FLOW OF EVENTS RELATED Search OperaPAGE Search Coord

CASARA Tra40

Overdue Aircraft

Communications Check

CASARA Notified
Initial Search ELT
Searchmaster Appointed

i

Advance Base
Search Operations
Rescue Operations

tions – Overview, Page 8 nator’s Course

ining Manual Rev. Jan 03

NOTICE OF CRASH LOCATION (NOCL) MESSAGE FORMAT PROCEDURE SEARCHMASTER THIS IS RESCUE – GABC – NOVEMBER OSCAR

CHARLIE LIMA


NOTICE OF CRASH LOCATION MESSAGE – CONTINUED

COMMENT Reference item ALPHA “AFFIRMATIVE”. The only two ways “AFFIRMATIVE” can be

used is when you can either read the ident off the a/c or be in radio communications with the people at the scene.

Reference item CHARLIE – CASARA crews cannot normally report conditions of persons

on the ground. ECHO ONE (1) refers to SARTECH deployment and does not apply to CASARA

operations. Even though CASARA crews cannot directly report CHARLIE and ECHO ONE, they may

be required to relay the information from the ground to searchmaster or JRCC, and therefore should have a complete understanding of what they are transmitting.


LOCATION OF SEARCH OBJECT – CASARA AIRCRAFT (with CF aircraft) PRIORITY If CASARA aircraft spot the wreckage or search object, their first priority

must be:

• to ensure the timely rescue of survivors. This priority can best be accomplished by ensuring that:

• military SAR aircraft are called on the scene immediately because they are appropriately equipped for rescue of survivors.

STEPS TO Upon spotting wreckage, CASARA aircraft should take the following FOLLOW steps.

STEP DESCRIPTION 1 • advise search headquarters.

• if unable, call the nearest military aircraft, and instruct to: • switch to a discreet VHF frequency (provided by

searchmaster in pre-flight briefing 2 Establish two-way contact on discreet frequency. 3 Provide aircraft with following information using the NOCL

format: • your aircraft indentification • nature of the sighting • position of the sighting • information about survivors • how long you can remain on the scene before diverting for

fuel, • any other pertinent information

4 Request an ETA for “on scene”, and transit altitude: • if you can, hold an altitude higher than transiting aircraft to

provide a homing target. 5 Provide whatever assistance you are able to give.

RELATED Location of Search Object – CASARA aircraft (Sole search vehicle) PAGES Page 118 NOCL message Page 115 RELATED CASARA Handbook PUBLICATION CASARA Training Manual Rev. Jan 03 43

LOCATION OF SEARCH OBJECT – CASARA AIRCRAFT (ALONE) PRIORITY If CASARA aircraft spots wreckage or the search object, their first priority

must be:

• to ensure the timely rescue of survivors This priority can best be accomplished by ensuring that:

• military SAR aircraft are called on scene immediately, because they are equipped for rescue of survivors. STEPS TO Upon spotting wreckage, CASARA aircraft should: FOLLOW

STEP DESCRIPTION 1 Contact the nearest military aircraft or searchmaster or JRCC:

• for aircraft, use frequency provided by searchmaster in pre-flight briefing, • for JRCC or searchmaster, use ATC

2 Provide the following information using the NOCL format: • your aircraft identification • nature of sighting • position and time of sighting • available information about survivors • how long you can remain “on scene” before diverting for

fuel • any other pertinent information.

3 Request an ETA for “on scene”, and transit altitude: • if you can, hold an altitude higher than transiting aircraft to

provide a homing target. 4 Provide whatever assistance you are able to give.

COMMENT Upon spotting wreckage, pilots should continue to ensure the safe

operation of their aircraft, leaving the task of keeping the site in view and gathering the required information to the navigator and/or spotters.

RELATED Notice of Crash Location (NOCL) Message System, Page 115 PAGE RELATED CASARA Handbook PUBLICATION CASARA Training Manual Rev. Jan 03 44

PLANNING PROCEDURES – PREVIEW INTRODUCTION Search planning can range from the simple tasking of a SAR unit on a

successful ELT search, to the complicated coordination of a lengthy search using many air and/or marine resouces.

BASIS OF The information in this section is based on: INFORMATION

• the US National SAR Manual (as agreed through international conventions),

• the Canadian Search Area Defintion (CSAD) and the Mountain VFR (MVFR) method of search planning, and

• inshore search planning procedures developed by the Canadian Coast Guard.

SEARCH Search planning may be carried out: PLANNING

• exclusively by the Joint Rescue Coordination Centre controller, or • it may be intiated by the controller and continued by the

searchmaster.

Regardless of who carries out the planning, it is of paramount importance that all participating agencies are included in the communications net and kept advised of the search plan.

PREVIEW The major pages in this section deal with:

• SAR Incident Location • Canadian Search Area Definition (CSAD) • Mountain VFR (MVFR) • Describing Search Areas

RELATED SAR Incident Location, Pages 43 PAGES National SAR Manual


PLANNING SEQUENCE INTRODUCTION There are normally five sequential steps in the development of a search

plan. They are described below. DEVELOPMENT OF A SEARCH PLAN

STEP PROCEDURE DESCRIPTION 1 Estimating datum

or Last Known Position (LKP)

• determining position of emergency:

• if marine, effect of wind and currents

2 Determining size of search area

• allowing for errors and variables.

3 Selecting search patterns

• considering size of area, type of terrain and capabilities of search units.

4 Determining area coverage

• considering probability of detection, track spacing and number of sweeps

5 Developing a search plan

• considering number of search units available and other factors


SAR INCIDENT LOCATION PURPOSE OF The purpose of the first phase of search planning is: FIRST PHASE

• to determine an area which has the greatest chance of including the most probable position (MPP) of the search object.

INFORMATION In the computation of the SAR incident location, the planner must TO BE collect and coordinate information from all practical sources. This COORDINATED might include:

• airfields where an aircraft might have attempted to land, • possible vessel docking areas, • military or civil radar services • aviation or marine authorities along the route, • coastal radio stations and vessel traffic monitoring systems,

(VTS/VTM) Centres • National Defence and Industry Canada high frequency

(HF)/direction finding (DF) nets, • owner/operator/next of kin. • Atmosphere Enviorment Services (AES) offices for weather

information, including satellite data, which might have affected the intended voyage.

TWO TYPES There are two types of area which may be identified as a result of this OF AREA phase, being possibility area, and probability area.

TYPE DESCRIPTION Possibility • a circle around the last known position (LKP), the

radius being expressed in terms of distance based on range of craft.

• suited for air and marine cases • too large for most search operations

Probability • for aircraft along the intended track from LKP to destination, within reasonable distance of track

• not so well defined in marine cases • may need to be redefined as information becomes

available • in marine cases, redefined because of drift

RELATED CSAD and MVFR Methods, Pages 47,51 PAGES


MANUAL PLANNING METHODS – OVERVIEW INTRODUCTION Search planning can be carried out in two ways:

• manually, and • by computer.

The search planner may have to use both methods in either the marine or inland enviorment. The following briefly describes the manual methods.

REQUIREMENTS The manual computation of a search plan requires:

• a knowledge of vectors and simple algebra • the abillity to extract data from tables, graphs and nomographs.

RELATED Forms and worksheets have been devised by various SAR DOCUMENTS coordinators to aid in the manual planning process. THREE MANUAL There are three manual methods of search planning: METHODS

• MINIMAX (Marine Distress Incidents) • based on the US National SAR Manual

• Canadian Search Area Definition (CSAD) • Canadian developed, for use in over-land searches, and

• Mountain VFR (MVFR) Method • based on VFR routes

RELATED CSAD and MVFR Methods. Pages 47,51 PAGES


MARINE SEARCH OPERATIONS – COMPUTERIZED PLANNING - OVERVIEW INTRODUCTION Two computerized marine search planning programs are available

through:

• Canadian JRCC / MRSCs (CANSARP) • United States Coast Guard Marine Rescue Centres (CASP)

For Canadian users, access to either system is achieved through the appropriate Canadian Joint Rescue Coordination Centre

PROGRAMS The two computer based search programs are:

• Canadian Search and Rescue Planning System (CANSARP), and • Computer Assisted Search Planning System (CASP).

PROGRAM DESCRIPTION CANSARP • uses determination methods to provide a single

datum and search area. • used for cases where the incident position can be

readily defined. • sometimes used initially, replaced by CASP when

there are updates CASP • uses simulation methods

• is best for cases where information concerning

incident position is vague. RELATED Search area expansion, Pages 56 PAGE


INLAND SEARCH OPERATIONS – PREDETERMINED SEARCH AREAS PURPOSE The purpose of the CSAD and MVFR method of manual search

planning is to:

• establish two probability areas, in descending order of priority. USE These methods are designed to efficiently search for a missing aircraft

over land. METHOD Areas of probabililty are established along and across the aircraft track. These methods require the following input information:

• last known position (LKP), • intended route, • intended destination.

In each case, two probability areas are defined: Area 1 – first priority, Area 2 – second priority

SEARCH These methods utilize three planning sequences: PLANNING SEQUENCE

I. Initial search to include – Track Crawl – ELT Search and Cooperative survivor.

II. Comprehensive search of Area 1 III. Expanded search to include Area 2

COMMENT For MVFR – if route is not known with certainty all possible routes must

be searched. RELATED CSAD and MVFR Methods, Pages 47 - 54 PAGES CASARA Search Coordinator Course


CANADIAN SEARCH AREA DEFINITION (CSAD) METHOD INTRODUCTION The following shows how to compute the two probability areas for the

intended track. PROBABILITY AREAS

AREA DESCRIPTION 1 A rectangle 10 NM each side of track, beginning 10 NM

before LKP and extending 10 NM beyond destination. 2 A rectangle 15 NM each side of track, beginning at the

LKP and extending 15 NM beyond destination. Area 2 includes that portion of Area 1 where overlapping occurs.

TURNING Where an enroute turning point includes a track direction change of POINT greater than 20 degrees, the outside boundary of each area shall be an

arc, using the turning point as Centre, and a radius of 10 NM for Area 1, and 15 NM for Area 2.

COMMENT Inland search areas may be adjusted when there is a change in any of

the three basic search information criteria. RELATED CSAD Method, Pages 49 PAGES


CANADIAN SEARCH AREA DEFINITION (CSAD) METHOD – CONTINUED INTRODUCTION Searches are conducted in three phases. SEARCH SEQUENCE

PHASE DESCRIPTION 1 Track crawl

ELT search Cooperative Target/Survivor Search

2 4th quarter from track outwards 3rd quarter from track outwards 1st quarter from track outwards 2nd quarter from track outwards Overfly and underfly areas commencing at the destination and LKP respectively

3 Expand search to Area 2 Use same sequence as in Phase 2

SEARCH SEQUENCE AREA 1 & 2 6th 3rd 4th 2nd 1st 5th Track LKP Dest. 10 NM 10 NM 1st Qtr. 2nd Qtr. 3rd Qtr. 4th Qtr. 10 NM Area 1 LKP Dest. 15 NM 15 NM Area 2 CASARA Training Manual Rev. Jan 03 52

CANADIAN SEARCH AREA DEFINITION (CSAD) METHOD CONTINUED Area 1 LKP● Area 2 Example of a 90 degrees turn Legend: AREA 1 AREA 2 ● Dest.

Search object track. Destination

Examples of the two areas are shown in the illustrations above. A graph providing ready reference for determining the square mileages is given on the next page.


CSAD METHOD – SQUARE MILEAGE GRAPH

This graph provides a ready reference for determining the approximate square mileage of search areas for tracks 400 NM or less. Exact square mileages can be obtained by using the listed formulas.


MOUNTAIN VISUAL FLIGHT RULES (MVFR) METHOD INTRODUCTION The following shows how to compute the two probability areas for the

intended track. PROBABILITY AREAS

AREA DESCRIPTION 1 An area 5 NM each side of track beginning 5 NM before

LKP and extending 5 NM beyond destination 2 An area 10 NM each side of track beginning 10 NM

before LKP and extending 10 NM beyond destination. COMMENT If the aircraft’s intended route is not known with certainty, all likely

routes must be covered, or another search planning method used.


MOUNTAIN VISUAL FLIGHT RULES (MVFR) METHOD INTRODUCTION Searches in mountainous areas are conducted in three phases. SEARCH SEQUENCE

PHASE DESCRIPTION 1 Track crawl

ELT search Cooperative survivor search

2 3rd quarter from track outwards 4th quarter from track outwards 2nd quarter from track outwards 1st quarter from track outwards Overly and underfly areas commencing at destination and LKP respectively

3 Expand search to Area 2 Use same sequence as Phase 2

RELATED MVFR Method, Pages 51 PAGES


MOUNTAIN VISUAL FLIGHT RULES (MVFR) METHOD CONTINUED INTRODUCTION MVFR areas are depicted below with the quarterly divisions (Phase 2) 2nd Qtr 3rd. Qtr.

1St. Qtr. 4th Qtr. 5 NM LKP Dest. 5th 3rd 1st. 6th 4th 2nd

Showing Area 1 with quarterly divisions and sequence for searching AREA 2

. 10 NM

LKP 5 NM Dest. AREA 1 Showing Area 2 Legend: AREA 1 - AREA 2 -


CSAD AND MVFR METHODS – DESCRIBING SEARCH AREAS INTRODUCTION When the search area has been determined, it will be necessary to

define it to:

• search units, • others who may need the information

The accurate definition of sub-areas is of the utmost importance to the search planner, since the information will have to be recorded and may be referred to over a period of days, or even weeks.

METHODS A number of possible methods exist. From the US National SAR Manual, Art 28:

• boundary method, • corner method, • Centre-point method, • track line method, • grid method.

In Canada, the normal method is the latitude and longitude system of squares or the GEOREF method based on latitude and longitude.

LATITUDE & As the name implies, the latitude and longitude system of squares is LONGITUDE a search area description method based on lines of latitude and SYSTEM OF longitude. SQUARES USE The GEOREFsystem is especially useful for:

• VFR Navigation Chart (VNC), scale 1:500,000, and • Joint Operations Graphic (AIR) scale 1:250,000.

ADVANTAGE An additional advantage of the system is that the GEOREF overlay is

printed on 1:500,000 maps and is available on the 1:250,000 maps. RELATED GEOREF System , Pages 107-110 PAGE


GENERAL SEARCH CRITERIA SEARCH ALTITUDES, VISIBILITY, AND TRACK SPACING Normally, altitudes, visibility and track spacing will vary as does the ground

environment and weather conditions. The following table was prepared for ideal conditioins and variations must be considered.

TERRAIN HEIGHT VISIBILITY SPACING REMARKS Open to lightly wooded

1500 ft. 1000 ft. 500 ft.

3 NM 1 NM ½ NM

6 NM 2 NM 1 NM

Initial coverage Second coverge Third coverage

Moderately Wooded

1500 ft. 1000 ft. 800 ft.

3 NM 1 or 2 NM

½ NM

6 NM 2 or 4 NM

1 NM

Initial coverage Second coverage Third coverage

Night Searches*

3000 ft. 2000 ft.

5 NM 5 NM

10 NM 10 NM

Mountainous Region.

* This means 2000 ft. above highest peak. Contour searches – Altitude at 500 ft. intervals. Electronic Searches: 20,000 ft. visibility 60 NM 10,000 ft. visibility 30 NM 5000 ft. visibility 15 NM 1000 ft. visibility 3 NM Over water: Below 500 ft. Survivor without raft or dye marker 800 - 1500 ft. Survivor in raft without dye marker or signalling device 1000 - 2000 ft. If survirors have dye markers 1000 - 3000 ft. If survivors have signallling device.

NOTE

In most instances searches will be conducted by experienced SAR crews and search heights and visibilities will be used as a guide.


SEARCH AREA EXPANSION INTRODUCTION The procedures for determining search area result in:

• repeated expansion of the area as the search continues

The search planner will be expected to continue a marine search until convinced that either: • the search object is not within the determinable search area, • it cannot be seen by search units. (e.g. below the surface)

EXPANSION PROCEDURES

TYPE OF SEARCH EXPANSION PROCEDURE Inland • Does not usually require expansion

beyond Area 2 of the CSAD or MVFR methods.

Offshore • Data for these is usually obtained by using Computer-Assisted Search Planning System (CASP) or Search and Rescue Planning System (CANSARP)

COMMENT If information is received that indicates the search object may be

outside the defined area, the SM may expand the search or redefine the search area to ensure that all possible areas are searched.

RELATED Marine Search Operations – Computerized Planning Methods, PAGE Overview, Page 45


INLAND PLANNING PROCEDURES – SUMMARY INTRODUCTION Inland search areas are defined using the Canadian-developed

Canadian Search Area Defintion (CSAD) and Mountain VFR (MVFR) methods.

These methods are designed to establish two areas of probability along

across the intended track of a missing aircraft. The areas are calculated differently depending upon the terrain. SEQUENCE The following summarizes, in very broad terms, the sequence of events

in planning, identifying and describing a search area.

Incident Location

LKP Route

Destination Identification

Probability Areas

Identification

Search Area

Description

RELATED CSAD Method, Pages 47 PAGES MVFR Method, Pages 51


ELECTRONIC SEARCHING – PREVIEW INTRODUCTION This section provides an introduction to electronic searches: what they

are and how to conduct them. PREVIEW General information is given on:

• how Emergency Locator Transmitters (ELTs) work.

• how to ensure that you are making the most of your ELT

• what to do if you hear the ELT of another aircraft

• what Search and Rescue Satellite Aided Tracking (SARSAT) is, and how it works.

• how to perform two different types of ELT homings.


ELT – DEFINITION AND TYPES DEFINITION An Emergency Locator Transmitter (ELT) is a compact electronic

device capable of transmitting a siren-like signal on the emergency frequency, 121.5 Mhz, 243.0 Mhz, or 406 Mhz.

USE The ELT is used to facilitate the

• detection, and • location

of downed aircraft.

RULE As of April 1, 1981, most civil aircraft in Canada must have an approved ELT for all flights beyond 25 NM from the aerodrome of departure.

ELT TYPES AND FEATURES

ELT TYPE FEATURES Type A Automatic Ejectable

• Automatically ejects on impact • Activated by inertia sensors

Type F Fixed

• Activated by inertia sensors • Transmitter can be manually activated and

deactivated. • Batteries rechargable from aircraft electrical

supply • Transmitter may be remotely controlled from

cockpit. • Additional antenna available for portable use.

Type P Personal Locator Beacon

• Manually activated transmitter. • No fixed mounting.

Type W Water Activated

• Like Type F • Automatically activated when immersed in

water. • Waterproof’ • No fixed mounting.

RELATED PAGE ELT- Ensuring Prescribed Operation, Page 60


ELT – ENSURING PRESCRIBED OPERATION INTRODUCTION To ensure that your own ELT is operating as intended, you should take

the following steps:

• as part of your preflight check, and • after landing.

PREFLIGHT

STEP DESCRIPTION 1 Inspect ELT to ensure good general condition and also

for security of antenna. 2 Turn ELT on and check to see that is operating

correctly. Ensure that this testing is only done for a few seconds within the first 5 minutes of any hour (UTC).

3 Listen out on 121.5 Mhz to make sure that your ELT is not transmitting.

4 Make sure your ELT is armed POST FLIGHT

STEP DESCRIPTION 1 Listen out on 121.5 Mhz to make sure that your ELT

has not been activated by: hard landing, aerobatics, taxiing on rough ground.

2 If it is operating, switch it off immediately and return it to it’s armed position.

3 Listen out on 121.5 Mhz again to make sure that your ELT is not malfunctioning.

INADVERTENT Promplty report all inadvertent ELT activations to the nearest Air ACTIVATION Traffic Control Unit, or Flight Service Station.


ELT SIGNAL DETECTION – ACTIONS INTRODUCTION The following describes what to do if you are not on a search and

rescue operation, but you pick up an ELT signal from another aircraft. STEPS TO FOLLOW

STEPS DESCRIPTION 1 Before take-off, always check:

• Missing Aircraft Notifications (MANOTS) • Notices to Airmen (NOTAMS)

2 Once airborne, routinely check 121.5 Mhz for an ELT signal.

3 If you hear a signal, immediately report the following to the nearest Air Traffic Control Unit, or flight service station: • position, altitude and time when the signal first heard • ELT signal strength • position, altitude and time when contact lost whether the signal started and stopped abruptly, or slowly built up and then faded.

4 Resist the urge to start your own search. 5 Contact JRCC for authorization or approval to proceed on

search. COMMENT If you cannot contact anyone, continue to transmit your message and

land at the nearest aerodrome or strip where you know there is a telephone.

RELATED ELT Homings, Page 65-69 PAGES


SEARCH AND RESCUE SATELLITE – AIDED TRACKING (SARSAT) DEFINITION SARSAT is a multinational sponsored system of:

• satellites • tracking stations • mission control Centres.

DESCRIPTION The satellites continuously monitor 121.5 Mhz, 243 Mhz, and 406 Mhz,

providing a 24 hours watch over North America and other parts of the world.

HOW SARSAT The following describes how the system works in Canada. WORKS

SEQUENCE DESCRIPTION 1 ELT signals are received by satellite 2 The signals are relayed to the ground station 3 The ground station uses computers to measure:

• frequency shift • doppler shift of the signal, to calculate the position of the ELT

4 The position is passed to the Canadian Mission Control Centre (CMCC) at CFB Trenton, Ontario

5 The CMCC passes the information to the appropriate Joint Rescue Coordination Centre (JRCC).

6 The JRCC takes appropriate action to investigate. SARSAT SIGNAL FACTORS ELT Signal Signal Confidence Strength

1 – 50+ miles 1 – weak 2 – 20-50 miles 2 – 3 – 5-20 miles 3 – 4 – 0 – 5 miles 4 – 5 – 6 – 7 – 8 – 9 – Strong COMMENT The whole procedure can normally be carried out within 20 minutes. RELATED Canadian SAR Organization – Structure Page 1 PAGE


ELECTRONIC SEARCHES – OVERVIEW INTRODUCTION Canadian Forces SAR aircraft and some CASARA aircraft are capable

homing various types of radio/electronic signals. Among them:

• VHF, UHF, and some HF frequencies.

The actual techniques of conducting a homing vary with the type of electronic equipment in use. There are two procedures used to determine the position of a transmitting ELT, without the aid of special homing equipment. These procedures are described further on in this section of the text.

INITIAL ELT DETECTION

STEP DESCRIPTION 1 Upon initial detection, immediately note:

• time • position (of your aircraft) • direction of flight • altitude

2 Note the aircraft’s position on a map as precisely as possible.

COMMENT Initial accurate information about an ELT based on:

• altitude, • position

of the initial reception can greatly reduce the search area for a visual search, should the ELT go off the air.

RELATED ELT – Definitions and Types, Page 59 PAGE


ELECTRONIC SEARCHES – ELT SIGNAL ONLY INTRODUCTION When an ELT signal is detected and reported to an JRCC, an electronic

search will be launched. PURPOSE The purpose of the electronic search is to localize the ELT signal,

identify the source, and ensure that the appropriate action is taken (unnecessary SAR operations (UNSAR), rescue, etc.)

STEPS TO FOLLOW

STEP DESCRIPTION 1 A search aircraft proceeds to the general area of the ELT

signal as identified by SARSAT, overflights, or ground stations.

2 Search aircraft localizes the ELT signal and identifies the source, if possible.

3 JRCC is advised of source identity and location, or inability of search aircraft to successfully pin-point source.

RELATED ELT Homing, Pages 65-69 PAGES


ELT HOMINGS – GENERAL CONSIDERATIONS INTRODUCTION Apart from specific homing procedures, you should be aware of some

general considerations regarding ELT homings. CONSIDERATIONS

CONSIDERATION DESCRIPTION Fuel • based on altitude, wind, procedure, etc.

calculate total flying time • take on sufficient fuel to complete whole

procedure • half a homing is a waste of time

Altitude • start as high as possible (10,000 feet) • low altitude means lower effectiveness • maintain constant during homing.

Cone of Silence • station passage characterized by: • very strong – very weak (or none) – very

strong, signal • processes of strong - weak – strong

signal, occurs in a matter of seconds Blanking Effect of Wings

• provides clue to signal source • VHF antenna placement on aircraft is

key. • if during steep 360 turn, strong signal is

blanked: • take heading you are turning

through. • add or subtract 90 degrees,

depending on antenna position, and distance of turn, e.g. antenna on top, right turn, subtract 90 degrees.

• calculate bearing of ELT • not effective if turn limitations restrict

blanking effect, antenna not in suitable location, or compass has an excessive lag.

Aural Null • homing will only place you in general vicinity

• spotters required to locate source of ELT.

RELATED ELT Homings, Procedures A and B (Aural Null) Pages 66-69 PAGES


ELT HOMINGS – PROCEDURE A (AURAL NULL) INTRODUCTION This is the most frequent form of ELT homings. It is based on the

assumption that an ELT signal is:

• omni – directional, • equi-distant in all quadrants,

provided that the altitude of the search aircraft remains constant.

EQUIPMENT The only equipment you will need to conduct this type of homing is:

• VHF receiver • clock, • appropriate maps, and • a pencil.

STEPS TO FOLLOW

STEPS DESCRIPTION 1 Once the signal has been detected:

• pin-point the aircraft position • descend to a minimum reception altitude • adjust radio volume for minimum reception (A)

2 Maintaining a constant altitude and volume setting to step 8: • fly a constant heading and draw the track made good

on the map. 3 When signal fades out, pin-point position of fade-out.(B) 4 Calculate mid-point of track made good (C) 5 From this mid-point, plot at 90 degrees, a new desired

track which extends on both sides of the track made good. 6 Return to the mid-point and fly (either direction) to make

good, the new track. 7 Signal strength will change, plot point, at which signal

fades out (D) 8 Reverse course; signal should build and fade. Plot point at

which signal fades out (E). NOTE:

In theory, the ELT should be located at the mid-point of the second track (F).

9 Based on the second track, repeat steps 4-8 at reduced altitude if possible.


ELT HOMINGS – PROCEDURE A (AURAL NULL) CONTINUED COMMENT Repeating the procedure at a lower altitude may reduce the area in

which the ELT is located sufficiently to permit a visual search. ILLUSTRATION D A B Extreme Radius of Signal F ELT Location E NOTE: Beware of a difference of signal reception on the nose of the search

aircraft, as compared to the signal off of the tail. Signal strength may vary enough between the two so as to make the results inaccurate. If this occurs it is recommended that readings be taken off of the nose. It will mean flying out of the signal, the making a 180 degree turn and coming back on the same track. When flying back towards the signal, take your readings once the signal is heard again.

RELATED ELT Homings – General Considerations Page 65 PAGES Visual Searches – Expanding Square, Page 76


ELT HOMINGS – PROCEDURE B (AURAL NULL) INTRODUCTION This method has been adapted from the United States Air Force. It is

based on a “boxing – in” pattern. ADVANTAGE/ The method has both an advantage and a disadvantage. DISADVANTAGE

ADVANTAGE DISADVANTAGE • faster than

Procedure A • requires sufficient cockpit space to

adequately plot information. EQUIPMENT The equipment required for this type of homing is:

• VHF receiver, • appropriate maps • pencil • ruler, • dividers, and • 90 degree triangle

STEPS TO Refer to illustration when reading this table. FOLLOW

STEP DESCRIPTION 1 Position of the search aircraft is plotted as soon as the

signal is heard. 2 Pilot continues on same heading for a short distance 3 Pilot then turns aircraft 90 degrees either left or right and

proceeds until the signal fades. 4 This position is noted. 5 The pilot now turns the aircraft 180 degrees, and again

plots: • where signal is heard where it fades

6 Approximate location of signal is plotted by: • drawing chord lines between each set of “signal heard”

and “signal fades” positions. • drawing perpendicular bisectors of each chord.

7 Aircraft proceeds to the point at which all three perpendiculars intersect, and descends to a level appropriate for sighting.


ELT HOMINGS – PROCEDURE B (AURAL NULL) CONTINUED COMMENT Since the area of equal signal strength on which this procedure is

based, is seldom circular, the triangle produced by the bisectors will only give an approximate position.

ILLUSTRATION Extreme Radius of Signal ELT Location SF SH Chord 2 SF Chord 1 Chord 3 NOTE: Beware of a difference of signal reception on the nose of the search

aircraft, as compared to the signal off of the tail. Signal strength may vary enough between the two so as to make the results inaccurate. If this occurs it is recommended that readings be taken off of the nose. It will mean flying out of the signal, the making a 180 degree turn and coming back on the same track. When flying back towards the signal, take your readings once the signal is heard again.

RELATED ELT Homings – General Consideration Page 65 PAGES Visual Searches – Expanding Square, Pages 76


ELECTRONIC SEARCHING – SUMMARY INTRODUCTION ELTs are electronic devices capable of transmitting siren-like signals on

the emergency frequency 121.5 Mhz, 243 Mhz, or 406 Mhz. USE Aircraft must be equipped with ELTs in order that they may be detected

or located if they crash or are forced to land. TRANSMITTING Transmitting ELTs may be picked up by: ELTs

• SARSAT • monitoring 121.5 Mhz, 243.0 Mhz, and 406.0 Mhz.

PROCEDURE If it is determined that an ELT is transmitting because an aircraft is in

distress, the following steps will be taken:

Rescue UNSAR

ELT Located

Advise JRCC

ELT Not Located

ELT Homing

ELT Detected

Advise JRCC

ELT Not Detected

Electronic Search


VISUAL SEARCHES – PREVIEW INTRODUCTION This section of the text introduces you to the six main types of visual

searches.

• Track Crawl • Creeping Line Ahead • Expanding Square Search • Sector Search • Contour Search • Parallel Track Search

COMMENT Each of these types of search will be defined by you. You will learn how

to fly each type and see an illustration of each. Particular emphasis will be on contour searching, because of the difficulty of flying in mountainous terrain.

For safety considerations aircraft will normally remain within the

boundaries of a designated search area. However, the individual responsible for the search may authorize operation outside the assigned search area:

• when only one aircraft involved, • more than one aircraft, all pilots in direct communications

RELATED Mountain Flying, Pages 119-132 PAGE


VISUAL SEARCHES – TRACK CRAWL DEFINITION A track crawl is a search conducted along, and on either side of, the

intended flight route of the missing aircraft. There are two types of track crawl. One is return, and the other is non-return.

USE This type of search is used when the search aircraft must break off the

search at the same end of the track as the search object originated. It is used before any other type of visual search, and is based on the assumption that: • the search object will be close to the intended track, • survivors will be capable of signaling when they see or hear a

search aircraft. TRACK-LINE SINGLE UNIT RETURN

STEP DESCRIPTION 1 The searchmaster or JRCC designates:

• LKP and intended route to destination • altitude to be flown • visibility distances

2 Search crew proceeds to LKP and begins to fly a track parallel to the intended flight route: • distance = visibility distance

3 Search crew flies a parallel track on the other side of the intended flight route.

ILLUSTRATION 3 miles Last Known 3 miles position 3 miles Area of Coverage Visibility Distance = 3 miles RELATED Visual Searches – Track Crawl Continued, Page 73 PAGE


VISUAL SEARCHES – TRACK CRAWL CONTINUED USE This type is used when search aircraft must end the search at the

opposite end of track from where it began the search. TRACK-LINE SINGLE-UNIT NON - RETURN

STEP DESCRIPTION 1 The searchmaster or JRCC designates:

• LKP and intended route to destination • altitude to be flown, • visibility distances.

2 Search crew proceeds to LKP, and flies along flight route to destination, plus visibility distance.

3 Search crew flies a parallel track twice the visibility distance on both sides of the intended flight route.

ILLUSTRATION

COMMENT For both patterns, searching while the aircraft is turning is very

important, as otherwise areas will not be searched.


VISUAL SEARCHES – CREEPING-LINE-AHEAD (CLA) DEFINTION A creeping-line-ahead search is one conducted within a given rectangular

area. It is normally conducted if a track search has failed to produce results. CLA A creeping-line-ahead search is carried out in the following way: SEARCH STEP PROCEDURE

1 The searchmaster or JRCC designates: • area to be searched, • altitude to be flown, • visibility to be flown, • start point, • direction of flight.

2 Search crew proceed to the designated start point.

3 Search crew sweep the area maintaining parallel tracks

twice the distance, starting one times the visibility distance inside boundary.

4 All turns will be made inside the search area. An

individual responsible for a search may authorize turns outside the assigned area: • When only one aircraft is involved, • When there is more than one aircraft involved, all

pilots are in direct communications with each other. • Crews may request authorization to turn outside

designated search area. ILLUSTRATION 1V 2V 2V

Boundary Search Area

Commence Search Point (CSP)

Base “V” Represents the scanning range requested by searchmaster/JRCC. If the type of search requested is 500 and ½; 1V=1/2 mile, 2V=1 mile, the track spacing will be 1 mile once the aircraft is established in it’s search pattern.


VISUAL SEARCHES – CREEPING LINE AHEAD (CLA) (Continued) COMMENT When turns are made inside the search area, it is necessary that the

spotters continue searching while the aircraft is in it’s turns. Turning outside the search area, gives the spotters a chance to rest their eyes, while the turns are being made.

FLIGHT The direction in which you fly the tracks will be influenced by DIRECTION three factors: sun, wind, and water. Normally the direction of flight will

be determined by the searchmaster or the JRCC. The search unit may request a different direction from JRCC, should these factors limit search effectiveness.

IF THEN

Sun • fly up-sun and down-sun • fly up-sun for best reflection of objects on

ground. • fly down-sun for best visibility

Strong Wind • fly upwind and downwind Water (along coast)

• plot parallel lines running onto coast to aid navigation


VISUAL SEARCHES – EXPANDING SQUARE DEFINITION An expanding square search should only be applied to a relatively small

area. It is used when there is a last known positon (LKP) and objects or people may have drifted or moved away from it for a small

distance. EXAMPLES The expanding square search could be used:

• when survivors have left the location of a crashed aircraft, • on completion of an ELT homing when the source of the ELT signal

cannot readily be seen, • when persons are lost in bushland and their last campsite has been

located, • for marine searches when LKP is known and the likely search area

is small. EXPANDING SQUARE SEARCH

STEP PROCEDURE 1 The searchmaster or JRCC designates:

• LKP, • altitude to be flown, • visibility distance. • extension of search area.

2 Search crew proceeds to LKP. 3 Fly lines at right angels to each other with a track spacing

of two visibility distances, increasing by twice the visibility distance on completion of two lines.

4 For second coverage, rotate the search pattern 45 degrees left or right.

COMMENT For accuracy, assess the drift and apply corrections before the search

starts. For simplicity, fly the cardinal headings. Accurate navigation is extremly important for searches utilizing the expanding square search method. Searching while the aircraft turns is necessary. Each crew should decide which way they wish to make their turns, left or right.

ILLUSTRATION 8V

4V 8V 4V 2V 6V 10V 2V V = Visibility Distance 6V

Commence Search Point (CSP)

Last Known Position (LKP)


VISUAL SEARCHES – PARALLEL TRACK SEARCH DEFINITION Similar to a creeping line ahead type of search, except that the search

lines are made parallel to the intended track of the missing aircraft. ILLUSTRATION Commence Search Point (CSP) V 2V Intended track of missing aircraft

Search Area Boundary


VISUAL SEARCHES – SECTOR SEARCH DEFINITION The sector search is used when the last known position (LKP) is

established with a high degree of accuracy and the search area is relatively small.

EXAMPLES The sector search could be used:

• when persons are lost in bushland and their where abouts established in a small area.

• On completion of an Emergency Locator Transmitter (ELT) or Personal Locator Beacon ( PLB) homing when the source of the signal cannot readily be seen.

SECTOR SEARCH SECTOR PROCEDURE

1 The searchmaster or JRCC normally designates: • LKP • Altitude to be flown • Visibility distances.

2 Search crew proceeds to Commence Search

Point (CSP) or LKP.

3 Fly lines radiating from the Centre every 60 degrees.

4 For second coverage rotate the search pattern

30 degrees left or right. COMMENT This search pattern requires accurate navigation. Total length of each

leg should be 6 to 10 nautical miles.


VISUAL SEARCHES – SECTOR SEARCH CONTINUED ILLUSTRATION NOTE: All turns are 120 degrees Leg Length

Last Known Position (LKP)

Denotes actual search track Denotes second, 30 degree offset search track.

CommenceSearch Point (CSP)

These lines are not part of the search track, and are drawn to show the turn angles only.


VISUAL SEARCHES – CONTOUR SEARCH INTRODUCTION Before CASARA aircraft can undertake contour searches, crews must

have a thorough understanding of mountain searches and mountain flying techniques.

CONDITIONS Contour searching can be very dangerous and should under no

circumstances be attempted unless: • The crew is experienced, well briefed and in possession of large

scale maps indicating contour lines. • Weather conditions are good and are forecast to remain so, • The aircraft performance is satisfactory, i.e. highly manoeverable,

aircraft perfomance capability of a good rate of climb, able to withstand high G loads.

HAZARDS Even if all of the above requirments are met, you should still be aware

of some of the special challenges of mountain searching.

HAZARDS ASSOCIATED PROBLEMS

SOLUTIONS

Downdrafts/ updrafts

• always anticipate down-drafts while contouring.

• turbulence worse below and down wind from peaks.

• turbulence causes de-graded spotter effectiveness.

• always plan escape routes or, • request alternate search

area

Terrain • Illusions, false horizons • too steep valleys and

canyons • inaccurate map readings at low altiltude

• constantly monitor flight instruments.

• gauge distances to mountain.

• do not search, report to search master.

• prepare, train map readers.

Aircraft performance

• Inadequate room to turn • rising ground, and/or

strong downdraft potential.

• long narrow passes and

narrows

• never enter valley at an altitude that will not enable you to turn around.

• never fly up valley, always fly down.

• closely monitor altiltude, ground clearance, power and airspeed.

• do not enter.


RELATED PAGE Mountain Flying, Pages 119-132 VISUAL SEACHES – CONTOUR SEARCH CONTINUED COMMENT A thorough assessment of the search area is an important first step in

contour searching. It occurs in two basic steps. First there is the paper assessment, based on map readings, and then the on-site assessment as you view the search area.

PURPOSE The purpose of the assessment is to ensure that your are fully prepared

to undertake this difficult and dangerous type of search. ASSESSING You will want to take all these steps to ensure that you are fully THE AREA prepared.

STEP PROCEDURE DESCRIPTION 1 Plot the area • receive assigned area and mark on map 2 Study the

topography • look for heights, orientation of ridge lines,

local airstrips, contour gradients, glaciers. 3 Check the weather • check present and forecast weather 4 Proceed to area • look for signs of strong winds or

turbulence 5 Check out the area • cross area 1000 feet above highest peak

• check the weather. • confirm relationship of map to ground.

6 Plan your search • note all prominent features. • plot “escape routes”

RELATED Mountain Flying, Page 119-132 PAGES CASARA Training Manual Rev. Jan 03 85

VISUAL SEARCHES – CONTOUR SEARCHES CONTINUED COMMENT You should not proceed to this stage until you have thoroughly checked

the entire search area, as well as the present and forecast weather conditions.

NOTE The instructions here assume an assigned altitude of 500 feet and a

scanning range of ½ mile. FLYING THE CONTOUR STEP PROCEDURE

1 Fly across the peak at an altitude of 500 feet AGL to allow good inspection of the summit.

2 Note the altitude.

3 Fly away from the mountain and make a descending turn

to arrive at the same location, flying the opposite direction, 500 feet lower.

4 Fly the altitude, “hugging” the mountain.

5 Turn away and repeat steps 3 and 4 as required.

COMMENT Ensure all turns are away from the mountain. RELATED Visual Searches - Contour Search, Illustration, Page 80,81 PAGES Mountain Flying Pages 119-132 CASARA Training Manual Rev. Jan 03 86

VISUAL SEARCHES – SUMMARY INTRODUCTION There are six types of visual searches used for search and rescue. Their

major characterisitics are summarized below. CHARACTERISTICS - Summarized

TYPE TERRAIN USE DANGERTrack Crawl Level along path of missing

aircraft or vessel. Low

Creeping Line Level rectangular area to be searched

Low

Expanding Square

Level outward from last known position

Low

Sector Search Level small area Low Contour Mountain mountain High Parallel Track Level legs are parallel to the

longest side of the search area

Low

RELATED Mountain flying Pages 119-132 PAGES


DETERMINING SEARCH PATTERNS INTRODUCTION If no direction is given by JRCC or searchmaster, the following factors

should be used to determine the type of aerial search to be conducted. FACTORS The factors are:

• search object • type of terrain – mountainous, hilly, or flat • available search aircraft or vessels • time limitation • time of day • information available on distress case • emergency beacons carried • type of ground cover.

COMMENTS Whenever conditions permit, an aircraft doing an ELT search should

simultaneously conduct a visual search. Also, distress frequency receivers must be monitored during visual searches.

It is CASARA policy to operate within the assigned search area. When

multiple aircraft are involved, operating within the assigned area provides the greatest degree of safety.

Under the following circumstances the individual responsible for a search

may authorize operation outside the assigned area: • When only one aircraft involved, • More than one aircraft, all pilots in direct communication, • Area not clearly defined.

During CASARA authorized activities, pilots in command may operate outside the assigned area when the condition (s) in paragraph two are met.

RELATED Visual Searches, Pages 71-84 PAGES Electronic Searching, Pages 58-70 General search criteria, Page 55 CASARA Policy Manual - Training Section


VISUAL SEARCHES – COVERAGES AND PROBLEMS INTRODUCTION Although there are no hard and fast rules, generally the heights and

visibility distances used for search area coverage are as follows. HEIGHTS AND VISIBILITY DISTANCES

COVERAGE PROCEDURE First • day: 1500 ft. AGL

3 NM visiblity • night: 3000 ft. AGL 5 NM visibiltiy

Subsequent • 1000 ft. AGL • 1 NM visibility

Subsequent • 500 ft AGL • ½ NM visibiltiy

ELT • first: 10,000 ft. AGL 30 NM max reception • second: 5000 ft. AGL 15 NM maximum reception • third 1000 ft. AGL 3 NM maximum reception

EFFECTIVENESS In visual searches, flying at the assigned altitude and with assigned

FACTORS visibility distance is no guarantee of success. Effectiveness depends on, among other factors:

• amount and visibility of crash signs, i.e. tree slash, wreckage, • number of spotters, • effective rotation of spotters, • flying experience of personnel • suitability of look-out positions for spotters, • distance to search area from point of departure, • duration of search, • motivation, • speed and altitude of aircraft, • accuracy of navigation, • time of day and year.

COMMENT Aircraft performance must be considered when assigning search altitudes

to CASARA aircraft. RELATED Visual Searches, Pages 71-84 PAGES General search criteria, Page 55


VISUAL SEARCHES – SEARCH EFFECTIVENESS INTRODUCTION Search effectiveness is a measure of how effective a visual search was. It

is based on several factors, and is measured in percentage. It provides the Searchmaster or JRCC with a measuring stick figure to determine the possibilities of locating the search object, in a particular search area.

DETERMINING SEARCH Factors determining the search effectiveness: EFFECTIVENESS FACTORS PERCENTAGE

• Sky conditions i.e. sunny, rainy, etc. that effect your visibility

• Altitude of the aircraft

• Speed of the aircraft

• Size of the object being searched for.

• Color of the object being searched for.

• Time of the year. (i.e. looking for a white aircraft

in snow)

• Shadows on the ground.

• Type of terrain.

• Spotter experience.

• Attentiveness of the spotters.

AVERAGE OF TOTAL:

Search effectiveness is determined by debriefing each crew and having them provide the percentages as per the above chart. The overall average of all their percentages gives approximate search effectiveness.

Search effectiveness will not normally be higher than 15%. The searchmaster or JRCC controller, can assist with this determination, by interviewing the crew, by telephone if necessary.


SEARCH HEIGHTS AND VISIBILITY DISTANCES INTRODUCTION The range or height at which a given target will be detected depends

upon several factors. No given target will always be detected at a given range or height. FACTORS Visibility and height above ground depend on:

• weather, • emergency equipment carried on the missing aircraft, • type of terrain, condition of water, • size of search object, • time of day, • time limitations • effectiveness of spotters • type of ground cover.

RULES OF In spite of the above factors, it is possible ot establish some rules THUMB about the visibility ranges of signalling devices.

TYPE DESCRIPTION Fuzee • burns for 10 minutes

• burns bright red • visible from 10,000 ft. at 17 NM from 5000 ft. at 12 NM

Parachute or Rocket Flares

• shoots up to 1500 ft • useful for night-time • visible from 10,000 ft. at 40 NM from 5000 ft. at 25 NM

Very Pistol (Green and Red)

• visible from 10,000 ft at 30 NM from 5000 ft at 25 NM

Flashlight • visible from 5 NM Visual Aids • orange smoke – visible form 12 NM

• white smoke – visible from 16 NM • mirror – visible from 8 NM

RELATED Visual Searches – Coverages and Problems, Page 86 PAGE


GUIDE FOR SPOTTERS – PREVIEW PURPOSE The purpose of this section of the text is to provide a guide for personnel

appointed as spotters in air search operations. RESPONSIBILITY The success of an air search depends largely upon the efficiency of the

spotter whose aim is to locate the search object as soon as possible. Early success could mean:

• saving lives, • preventing a large, prolonged and costly search.

ROLES Each crew member has very distinctive and important roles. ROLE RESPONSIBILITY Pilot Safe operation of the aircraft Navigator Accurate coverage of the search area Spotter Surveillance – spotting the search object PREVIEW The major topics in this section deal with:

• How to scan. • What to look for. • Reporting to the crew. • Emergency procedures.


SPOTTER – BASIC REQUIREMENTS INTRODUCTION The following describes desirable general requirements for spotters which

should be considered or present, regardless of their knowledge and skill. PHYSICAL All spotters must be physically fit in order to perform their duties. They FITNESS must not be colour blind or have a medical condition such as diabetes, which requires a daily injection of insulin. DRESS Spotters should always dress for weather conditions they would

experience if their aircraft was forced to make an emergency landing.


PREPARATION FOR SPOTTING INTRODUCTION Searchmaster staff, the SAR technician or the pilot in command will brief

spotters before a search operation. BRIEFING Spotters will be briefed about:

• The object of the search, • Scanning or visibility range • Emergency procedures in the event of ditching or forced landing, • Weather conditions in the search area, • Time en route and direction/location of search area, • Time needed to complete the assigned search area, • Rotation schedule to “cover” the search windows. • Personal safety, emergency procedures etc. for each flight.

EMERGENCY If an emergency does occur, spotters should:

• Remain calm • Be prepared to act quickly under the direction of any crew member. • Report anything unusual in the aircraft if you feel other crew members

have not noticed it. SEARCH The object of a search operation is basically what you are looking for, OBJECT regardless of whether it is lost people, a downed aircraft or a marine

vessel. RELATED Search heights and visibility Distances, Page 88 PAGE General search criteria, Page 55


SCANNING – INTRODUCTION DEFINITION Scanning is the process of looking for the search object, using a clearly

defined procedure. DESCRIPTION The most important elements of scanning are the ability to:

• concentrate • maintain interest in the task, • scan properly

REST PERIODS Because the concentration required for effective scanning is very tiring,

spotters must take regular rest periods. Ideally, spotters should work in shifts so that there are aways two spotters

scannning, one on either side of the aircraft. However this is not always possible in CASARA aircraft, however would apply to military aircraft.

Ideally, spotters should not scan for more than 20 minutes at a time.

Sometimes this shift has to be extended, but it should never exceed 30 minutes. Rest periods are very important.

SPOTTING AREA Fundamental to effective spotting is an acceptance of the fact that our

seeing is restricted to a very small area – an area which would be covered by our fist when held at arm’s length.

Experience has shown that things which are located outside of the search

area are not clearly identified. ILLUSTRATION

EXCEPTION The only time we see things outside this small area is when:

• there is movement associated with it, • there is a striking contrast around it.

COMMENT When scanning (Illustration bottom of Page98) spotters should regularly

check below and to the rear of the search aircraft.


SCANNING – INSTRUCTIONS DEFINITION Scanning is not a sweep of the eyes in a continuous motion. Rather, it is

the movement of the eyes from one position to an adjacent position, pausing momentarily to focus on the Centre of the new position.

ILLUSTRATION

SCANNING IN Scanning of one small area at a time must be done in an orderly and SMALL AREA systematic way, as described below.

STEP DESCRIPTION 1 Establish the scanning range. 2 Establish scan lines 3 When scanning from the right side of the aircraft

your eyes should move from the aircraft to the outer edge of the scanning range, return to the starting position and scan the next line. When scanning from the left side of the aircraft, start your scan line at the edge of the scanning range and move your eyes inwards toward the aircraft. Return to the starting position and scan th enext line.

4 REMEMBER – in CASARA aircraft, the scans are done at right angles to the fuselage. In some military aircraft, the spotter can look towards the rear, and sometimes below the aircraft.

COMMENT It takes 2 to 8 seconds to scan one line depending on the speed and altitude of the aircraft.


SCANNING – INSTRUCTIONS CONTINUED ILLUSTRATION Scanning Range Scanning Range Left Spotter Right Spotter A5 A5 A4 A4 A3 A3 A2 A2 A1 A1

Each circle in the illustration depicts the piece of land that the spotter focuses on during his/her scan.

1. In the case of the right spotter, he/she looks from the aircraft out to the end of the

scanning range. 2. The spotter spends a short time looking at each piece of land or water. As the aircraft

moves ahead, the spotter shifts his/her gaze at right angles to the aircraft, to the next area to study. This continues until he/she has finished that particular line of scan (See A1, A2, A3, etc. ) The spotter then moves his/her eyes back to the fuselage and the scan starts over.

3. Likewise for the left spotter, except he/she starts the scan at the edge of the scanning range, and moves towards the aircraft at right angles to the aircraft’s line of flight.

4. NOTE: The circles, A1, A2, A3 etc. give the impression that one’s eyes must move in a slanted direction towards the front of the plane. That is not correct. Each time the eyes stare at the spot on the ground, on their side of the aircraft, the aircraft moves ahead. When the spotter moves his/her eyes to the next spot, at right angles to the aircraft, the aircraft has moved ahead, thus making it appear that the scan is moving towards the front of the aircraft. This is better shown in the new spotter video.


SCANNING – INSTRUCTIONS CONTINUED

ILLUSTRATION

Scanning Range Scanning Range

Left Spotter Right Spotter

The circles in this picture depict how it would look if the spotter’s vision was projected on to the ground as they do their scan, and as the aircraft moves ahead.


WHAT TO LOOK FOR – SIGNS INTRODUCTION The following presents an overview of signs that indicate the need for

further investigation. SIGNS/SIGNALS In this instance, a sign is defined as anything that provides a clue that

there should be further investigation. Unlike a signal, a sign is not expressly initiated by survivors rather, it occurs as a consequence of a crash or other accident.

All signs (and signals) may be:

• difficult to see, • easily lost if not closely observed, • seen for a short time only.

EXAMPLES OF SIGNS

LOCATION EXAMPLE OF SIGNS Forests • gathering of carrion-eating birds or animals

• bits and pieces of wreckage • freshly broken trees • swath cut in the trees • burn patches

Snow • snow slides • avalanches • disturbances

Water • oil slicks • floating debris • life raft • individual flotation equipment/apparel

COMMENT Properly investigating signs may mean the difference between life and

death to survivors.

If you see anything that might be a sign, notify the pilot at once to turn the aircraft to investigate

RELATED Reporting to the crew, Page 101 PAGE


WHAT TO LOOK FOR – SIGNALS INTRODUCTION The following presents an overview of signals that must be watched for

and, if seen, carefully investigated. SIGNALS In this instance a signal is defined as any means used by survivors to

attract the attention of rescuers. EXAMPLES OF

SIGNALS SIGNAL TYPE EXAMPLES Smoke or Fire • a fire, large or small, smoke or flames

• group of three fires forming a triangle • smoke of any color • a single torch tree

Light • aircraft navigation lights being flashed on and off

• flashlight being flashed on/off • sunlight being reflected off shiny metal • flashing of a signal mirror

Colour • coloured red or white panels on the ground• a red fuzee on the ground • a Very Cartridge, any color • sea dye marker in the water

Messages • words or messages printed on the snow, in a field, or on sand.

Shelters • made of parachutes, brush, plastic sheeting or tents

Signs of Life • around seemingly abandoned buildlings or logging roads, edges of lakes and rivers

COMMENTS Properly checking out for signals may mean the difference between life and death to survivors.

If you see anything that might be a signal, notify the pilot at once to turn the aircraft to investigate.

RELATED Reporting to the Crew, Page 101 PAGE


GROUND – AIR EMERGENCY CODE ICAO SYMBOLS REQUIRE ASSISTANCE V REQUIRE MEDICAL X ASSISTANCE NO OR NEGATIVE N YES OR AFFIRMATIVE Y AM PROCEEDING IN THIS DIRECTION CANADIAN SYMBOLS ALL IS WELL L L (A space of 10 feet between Symbols if possible) REQUIRE FOOD AND F WATER REQUIRE FUEL AND L OIL REQUIRE REPAIRS W

GROUND TO AIR -Use strips of fabric, messages trampled in the snow, parachutes,

peeled logs, sods, stones or branches in snow. -Try to provide maximum contrast -All figures should be at least 40 feet in length -Symbols may be used in combination RELATED CASARA Handbook PUBLICATION


SEARCH FOR MISSING AIRCRAFT INTRODUCTION The following describes what to look for when searching for missing:

• civilian aircraft • mililtary aircraft

WHAT TO LOOK FOR

AIRCRAFT DESCRIPTION Civilian and Military

• whole aircraft • bits of metal spread over a large area:

• seen as shining objects in trees, on side of hill or mountain or on snow.

• seen as dark objects on all-snow surface • brightly coloured pieces of aircraft or survival

equipment. Signs of people and their intended direction of travel.

Military • white or orange parachutes in trees or spread out on the ground.

• yellow dinghy (on water) • greenish-yellow dye marker (on water)

COMMENT In the case of both military and civilian aircraft, you should also look for

general signs and signals (See pages 95-97) When you are spotting, periodically look below and to the rear. RELATED Reporting to the crew. Page 101 PAGE CASARA Training Manual Rev. Jan 03 103

SEARCH FOR LOST PERSONS INTRODUCTION Lost persons are probably the most difficult objects to spot because of

their relatively small size in the rugged terrain of Canada. WHERE TO LOOK

LOOK FOR: WHERE: All signs and signals

• along rivers • near lakes • in clearings • on forest roads, trails.

COMMENT Regularly, when you are spotting, you should look below and to the rear

as:

• A different angle may allow you to see things you missed before, • Survivors may not have had a chance to signal (flares, etc.) after your

aircraft passed, overhead. RELATED Reporting to the crew. Page 101 PAGE


SEARCH FOR MARINE VESSELS INTRODUCTION Large or small marine vessels may become lost or disabled in open water,

or be driven onto shores and beaches. However, larger vessels do not present difficult search problems since their approximate location and degree of distress are normally known.

The following, therefore, describes what to look for when searching for

smaller marine vessels. COMMENT

• Objects are difficult to see • Objects are easily lost sight of unless kept under constant surveillance, • A disciplined visual scan must be maintained to avoid fixation when

searching a monotonous uniform area such as over water, • Regularly, when you are spotting look below and to the rear.

SEARCH FOR The search for small vessels usually proceeds as follows: SMALL VESSELS STEPS DESCRIPTION

1 Search begins at last known point (LKP).

LINES

• oil slicks,

• all signs and signals (See pages 95,96)

2 Search covers possible open water areas.

3 Search continues along shorelines. ALONG SHORE- Along shorelines, the spotter should look for:

• wreckage • anything floating,

• life rafts, • survivors wearing life jackets,

RELATED PAGE Reporting to the crew. Page 101


REPORTING TO THE CREW

INTRODUCTION Notify the pilot immediately of any sighting. Don’t dismiss any possible clues for fear that you might have made a mistake. It may be the real thing and proper identification could save a life.

STEP DESCRIPTION 1 Fix the location of the object relative to surrounding

geographical features.

2 Direct the pilot to turn left/right immediately, and using the clock system, give approximate distance from search aircraft.

3 Ask another spotter to observe it and keep it’s location in

sight.

4 If the target is difficult to spot, use a prominent geographic feature as a landmark to guide the pilot’s eyto the target.

ILLUSTRATION

12 O’clock

SEARCH If you feel that you have spotted the object of the search, take the OBJECT following steps. SPOTTED

e

6 O’clock

9 O’clock 3 O’clock

COMMENT Remember that it is better to report a suspicious object that may prove false than to assume that it is wrong and not report it. Do not be afraid to speak over the intercom.

The pilot may have to turn away from the object to safely manoeuvre for a

return pass. The spotter must therefore concentrate on the larger geographical features in order to guide the aircraft back to the sighting.

RELATED CASARA Handbook PUBLICATION


SPOTTING – SUMMARY INTRODUCTION Scanning is a demanding, tiring activity which should only be attempted if

you are physically fit and able to concentrate very closely. The spotter must be well motivated and willing to work long tedious hours.

WHAT SPOTTERS NEED TO KNOW In spotting, the spotter needs to know a number of things:

• how to look

• where to look,

• what to look for, and

• how to report a sighting to the pilot and guide the aircraft closer.


NAVIGATION – OVERVIEW PURPOSE This section of the text is designed to:

• provide information and guidance to navigators who are carrying out low-level navigation during search operations.

PREVIEW The following is included:

• navigator responsibilities

• low – level navigation – hazards and difficulties

• selection of maps

• GEOREF system

• search area identification using GEOREF and CSAD

• identification of checkpoints

• pre-flight preparation

• navigation during search operations

• search patterns

• emergency procedures

• Bingo time

• operations normal


NAVIGATOR RESPONSIBILITIES INTRODUCTION The navigator plays a very important role in the conduct of a search

operation. It must be kept in mind that every time the aircraft strays from track, an

area will be left unsearched, throwing into doubt the effectiveness of the search.

RETURNING There is no shame in accepting that a given line was not flown FOR A RERUN accurately, and as a result, the aircraft must return to the start of that line,

for a rerun. Professionalism and concern for the victims demand full and accurate

coverage of the assigned search area. NAVIGATOR’S The following describes, in broad general terms, the navigator’s role ROLE and responsibilities during the three stages of a search flight.

STAGE RESPONSIBILITIES Pre-Flight

Flight

Post-Flight

• navigator assists pilot with all preparations • navigator attends all briefings with the pilot • the navigator aids the pilot in:

• keeping the aircraft on track • monitoring engine instruments for irregularities • keeping a look-out for other aircraft

• the navigator makes him/herself available to the: • searchmaster • CASARA search coordinator for debriefing and

possible future tasks

COMMENT The navigator must recognize that, with this role, he/she:

• cannot spot effectively. RELATED Guide for spotters – Preview Page 89 PAGE CASARA Training Manual Rev. Jan 03 109

LOW LEVEL NAVIGATION – HAZARDS AND DIFFICULTIES INTRODUCTION There are a number of hazards and difficulties associated with low-level

navigation only some of which are described here. HAZARDS

DESCRIPTION Bird

Towers Power Llines Cables Terrain

Aircraft Traffic

Altitude/ Speed

you.

• a common problem • a good look-out must be maintained • dot the landscape • often not indicated on maps • particularly dangerous in mountainous terrain • heavy vegetation make it hard to spot checkpoints• requires anticipation and solid compass work. • intense in search area • hazardous if there are inaccurate navigators or

sightseers in the search area • the lower you are:

• the faster the detail seem to pass beneath

• the shorter your sight/visibility range. COMMENT Anticipation, concentration and accurate navigation are the only protection

against these very common difficulties. Ensure navigators check NOTAMS and Canada Flight Supplement under

“Planning, Significant Obstructions” for newly installed antennas that may not be on the charts. Mark these towers on your charts.


SELECTION OF MAPS INTRODUCTION The accuracy of navigation is limited to the accuracy of maps. For this

reason, the correct selection of maps is an important first step. GEOREF The GEOREF system used to task aircraft is taken from 1:500,000 scale

maps.

ADVANTAGES AND

DISADVANTAGES SCALE ADVANTAGES DISADVANTAGES

1:250,000

1:50,000

1:500,000 • standard map • not ideal for mountains

• sufficient detail for most flights

• not as detailed as 1:250,000

• has GEOREF system overprinted

• good for mountain searches

• GEOREF system not overprinted

• good for flat, featurelessw

terrain • large number of maps for

given area. • large number of maps for

given area. • excellent detail

• good for missing personssearches

COMMENT Ground search teams normally use a 1:50,000 scale map. Positions are

reported using the grid system. Where available Joint Operations Graphic (JOG) maps are an excellent

choice for 1:250,000 scale. Coast crawls and searches with marine vessels may require the use of

marine navigation charts. RELATED GEOREF System, Page 107-109 PAGES


GEOREF SYSTEM

• Rectangles of one degree of latitude and one degree of longitude have been assigned:

• identified by two letter symbol,

INTRODUCTION The GEOREF system provides an exact means by which the searchmaster can ensure that the aircrew have been properly informed of their respective search areas.

DESCRIPTION Every 1:500,000 scale aeronautical map has the following: OF GEOREF

• symbol is printed in purple • symbol is located on lower left corner of rectangle.

• Each rectangle is divided into four smaller rectangles of 30 minutes of

longitude by 30 minutes of latitude:

• identified by numbers 1 to 4 • starting at the upper left corner and going from left to right, (See

pages 108,109) • numbers are not printed on the map.

• These small rectangles are subdivided into four sub-areas, measuring

15 minutes longitude by 15 minutes latitude:

• identified by letters a, b, c, d, in the same sequence as above, • letters are not printed on the maps.

EXAMPLE The searchmaster might task you to search 1000/1 (1000 feet AGL, 1 mile

visibility) at VNC location CG 2ac. You would know that you are to search between 51˚ 30’ N and 52˚ N, and

87˚ 15’ W and 87˚ 30’ W. COMMENT The best way to acquaint yourself with this system is to practice it. Sit down with a 1:500,000 map, select a city, landmark, or spot height, and

code it’s position to the smallest possible rectangle in the GEOREF. The Joint Operations Graphic (JOG) map series scale 1:250,000 is ideal

for CASARA operations. Navigators and pilots should be familiar with plotting the GEOREF system using this map series.

Do this repeatedly, until you can visualize the system’s application without

difficulty. RELATED GEOREF System – Illustration and map, Pages 108,109 PAGES


GEOREF SYSTEM – ILLUSTRATION

GEOREF System for Search Areas.


GEOREF SYSTEM - MAP

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SEARCH AREA DEFINITION USING GEOREF INTRODUCTION The following tells you how to plot your assigned search area on a

1:500,000 aeronautical map using GEOREF. Plotting the assigned search area on a 1:250,000 JOG chart is the same

as on the 1:500,000. GEOREF for the JOG chart is shown at the bottom of the chart.

FOLLOW searchmaster, you have been given a GEOREF search area. STEPS TO Assume that you are on a search and that after a briefing by the

STEP PROCEDURE

Rough in the boundaries of your area in pencil. Note the aircraft call signs allocated to the adjacent area. Study the area, looking for:

Apply the information from the weather briefing to

If there are strong winds, flying into wind will best eliminate drift.

4 Draw search lines on your map, except for contour lines. 5 Survey the lines and look for checkpoints along each of

them. 6 Check the height of the terrain, add it to the intended

search altitude, and write this down near the start of the first line.

7 Pick an altitude for transitting to the search area, ensuring that it will take you above:

1

2

and determine which search procedures would be best.

• terrain features

3 determine whether north-south lines or east-west lines would be best. (when flight path lines are not detailed by searchmaster staff.)

NOTE:

• obstacles • any aircraft searching en route areas.

COMMENT Remember that during a contour search, you must draw your track on the

map as the flight progresses. This will ensure that you do not miss any portion of you search area.

RELATED GEOREF System, Pages 107 PAGES


IDENTIFICATION OF CHECK POINTS INTRODUCTION Your success as a search navigator will depend on:

• your skill at accurately pin-pointing your position and • the act of quickly vectoring the aircraft to an on-track position

PROMINENT Prominent checkpoints that usually remain reliable for long periods of CHECKPOINTS time include the following.

TYPE DESCRIPTION

• your ability to pick, anticipate and confirm checkpoints

Water • lakes • islands

• swamps and marshes

• rivers • falls and rapids

Towers

Lines

Settlements Bridges Heights of Land

• radio towers • microwave towers • range towers • hydro lines • main highways • railroad lines • cities, towns and villages • bridges and dams • spot heights

COMMENTS Always navigate from map to ground


PRE-FLIGHT PREPARATION INTRODUCTION The following describes some of the main steps in preparing for a flight

after you have mapped out your basic search area. STEPS TO FOLLOW

STEP DESCRIPTION 1 Study your map. 2 Envisage your intended mission:

3 Assess the features that will help you to navigate 4 Calculate the distances from checkpoint to checkpoint

7 All of the above information should be shared with all crew members utilizing the crew/team concept

8 An agreement should be reached between the pilot and navigator regarding the operation of radio and navigation aids while flying the search, and during emergency procedures.

• from point of departure, • through the search operation • to your return to the aerodrome

5 Calculate the time at which you will have to break off the flight so as to return with the required fuel reserve (Bingo time). Verify this reserve with the aircraft commander.

6 Prepare a log, noting such information as: • winds, • safety heights • fuel consumption and reserve

COMMENT Preparing a log (Step 6) will save you a great deal of time and achieve

more accurate results during the flight. BINGO TIME is defined as the time at which you must leave the search

area, and land with the required fuel reserve. Example: Total fuel on board: 4 hours Engine start time : 1400 hours Tanks empty: 1800 hours Minus Reserve: 30 minutes MinusTime to transit from the furthest point in the search area 20 minutes BINGO TIME: 1710 hours This means that at 1710 hours, you must leave your search area, and

transit for landing. CASARA Training Manual Rev. Jan 03 117

NAVIGATION DURING SEARCH OPERATION INTRODUCTION During search operations, or flight, you should organize your navigation

and map reading into six distinct functions:

• orientation of the map. • anticipation of checkpoints • confirmation of checkpoints • pin-pointing • reporting • fuel status

FUNCTIONS

FUNCTION DESCRIPTION Orientation of

Anticipation of

Confirmation of Checkpoints Pin pointing

of aircraft must be pin-pointed.

checkpoints and targets Reporting

map • orient so that track on map is parallel to the axis of

aircraft. • makes map reading easier • estimate time of arrival at next checkpoint

Checkpoints • use watch-map-ground method: • check watch for ETA then map for a feature, then

ground for the checkpoint • reading from map to ground is best because not all

features on ground will appear on map. • identify position on ground beneath the aircraft • when checkpoint has been confirmed, position

• pinpoint should be marked on map along with exact time of pinpoint.

• use of GPS is an excellent way to pinpoint

• reporting “OPS NORMAL” at time designated by seachmaster or JRCC

• monitoring fuel consumption and duration • knowing and reporting “Bingo Time”

COMMENT It is a good idea to time initial search line:

• as a backup for information you have regarding prevailing winds, and • to indicate a line’s completion when there is no visual clue.


NAVIGATION – SUMMARY INTRODUCTION Successful navigation depends on:

• thorough prepartion • the ability to pick, anticipate and confirm checkpoints • pin-pointing position • vectoring the aircraft to an on-track position

SEQUENCE OF The following summarizes in very general terms, the sequency of events EVENTS in navigation.

Receive Tasking

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MOUNTAIN FLYING – PREVIEW

For this reason, this section is in three parts, being:

PURPOSE This section of the text has been prepared to point out:

• hazards associated with flying in mountainous terrain, • procedures to overcome them.

INTRODUCTION Statistics illustrate that weather is one of the major causes of air crashes in the mountains.

• altitude, • weather related hazards • mountain flying techniques

PREVIEW The following pages are included in this section.

• Mountain waves

• Wind • Turbulence and spotting turbulence • Isolated weather • White out • Density altitude.

• Mountain flying techniques

• Pre-flight planning • Mountain Flying procedures

COMMENT While the importance of experience and pilot skills are highly stressed,

they are only useful in combination with careful planning and sound judgement.

RELATED Visual Searches – Contour Searches, Pages 80-81 PAGES


MOUNTAIN WAVES – OVERVEIW INTRODUCTION The following introduces mountain waves, and indicators of mountain

waves.

A basic understanding of mountain waves is crucial to mountain flying because there are numerous hazards associated with them.

DESCRIPTION Mountain waves differ from normal wind patterns in that:

• They are precipitated by upper winds passing over a mountain range.

The wave closest to the mountain range is the strongest, and each wave downwind is proportionately weaker than the one upwind of it.

CLOUD If there is sufficient moisture in the air, distinctive cloud formations may FORMATIONS serve as indications of mountain waves.

TYPE DESCRIPTION Cap

Rotor

Lenticular

• forms over mountain tops, sometimes flowing down the lee side of slope,

• base lies near or just below peak • top may extend upward a few throusand feet. • forms under the crests of waves • resembles a line of strato cumulus • base may lie below peak • top may extend upwards a considerable distance • forms in the crest of waves • forms in layers as high as 40,000 ft. • may extend several hundred miles parallel to and

downwind from mountain range • real indicator of mountain waves • can be seen from a great distance.

ILLUSTRATION


MOUNTAIN FLYING HAZARDS – WIND INTRODUCTION Wind and it’s attendant manifestations of:

• turbulence, and • subsidence,

have accounted for many aircraft crashes. SEVERITY Turbulence in the mountains can be severe enough to cause structural

failure in an aircraft. It has been known to:

• put the aircraft into an unusual attitude from which the pilot has been unable to recover, especially when ground clearance is limited.

TYPES OF Winds above 10,000 ft. above sea level are reliable. At altitudes below WINDS this, most winds are unpredictable due to such local effects as:

• valley wind • convection

EFFECT DESCRIPTION

Valley Wind

Convection

• in and along mountain valleys • glacial winds are the most dangerous

• cold air flows from glaciers to replace warm air rising from valleys

• can reach hurricane velocity • especially over fjords in winter.

• develops by mid-morning

• blow down shaded side of mountain across valley, up sunny side.

• can produce strong gusty winds • range from 25-30 knots • felt below 2500 ft. above valley floor, can extend to

4000 ft.

COMMENT If convection is a factor when you are flying,

• transit along sunny side of valleys where updraft winds exist.


TURBULENCE INTRODUCTION The pilot must be constantly aware of turbulence when flying in

mountainous terrain because it is always present to some degree. Remember that, particularly in long mountian passes, turbulence and

predicted winds are frequently more severe than forecast. PRECAUTIONS Before flight, tie down all baggage and cargo to prevent injuries. Also, note

the following precautions.

IF: THEN:

Transititing through turbulence

High winds

climb performance

Valley flying on turbulent days

• stay away from lee side of ridges • slow aircraft to turbulence penetration

speed • try different altitudes

Sudden severe turbulence • turn away from area immediately • allow aircraft to undulate with wind

currents • do not overstress airframe by

maintaining too precise a course • never approach a mountain pass at

90 degrees: • downdraft may exceed aircraft

• approach area of high ground at a 45 degree angle

ESCAPE ROUTE Never manoeuver aircraft into an area without a safe escape route.

Always maintain a safe turning radius or a descending path. COMMENT All items in the aircraft must be securely stowed and seat belts should be snug. CASARA Training Manual Rev. Jan 03 123

SPOTTING IN TURBULENCE INTRODUCTION The goal of the pilot should be to cover the assigned area in such a

manner that, if the object of the search is in that area, there will be a reasonable chance of spotting it.

EFFECTS ON Constant exposure to turbeluence greatly increases the fatigue SPOTTERS of the spotters. If the spotters on the aircraft are unable to do their job effectively, you should either:

• move to another area, or • return to base.

COMMENT Spotters should be frequently consulted about the spotting conditions,

and if, possible, the aircraft should be flown in such a manner as to comply with their recommendations.

RELATED Turbulence, Page 122 PAGES Guide for Spotters, Page 89


EFFECT OF WIND IN THE MOUNTAINS - ILLUSTRATIONS


MOUNTAIN FLYING HAZARDS – ISOLATED WEATHER INTRODUCTION Each valley in the mountains has it’s own weather. This weather is not

necessarily similar to that:

• in the general area, • in the next valley.

PREDICTABILITY In most instances, isolated weather is impossible to predict.

• weather reporting statons are scattered widely and local georgraphy may have a significant effect on the weather systems.

• Be prepared to make an early decision to:

Always carry the latest map(s) for the area.

Forecasts and hourly reports for two adjacent points along a valley can both indicate good weather, yet: • it is possible to encounter below VFR conditioins between these two

places,

SAFETY PRECAUTIONS If you are going to fly in the mountains, take these safety precautions.

• Always get a complete weather briefing

• alter your routing, • turn around.

COMMENT Pilot reports (PIREPS) of local weather conditions are most useful.


MOUNTAIN FLYING – AIRCRAFT PERFORMANCE INTRODUCTION The following charts are provided for reference only and are not to be used

for flight planning. Their sole purpose is to alert the pilot to the effects of altitude on aircraft

performance.

ILLUSTRATION

COMMENT Always calculate the density altitude under existing conditions and use that value to check take-off distance and climb performance.


MOUNTAIN FLYING – AIRCRAFT PERFORMANCE CONTINUED

ILLUSTRATION

COMMENT Mountain runways are frequently sloped. Consider slope, wind, and terrain when planning an approach.


MOUNTAIN FLYING HAZARDS – WHITE OUT

DEFINTION White-out is a very deadly phenomenon which can lead to vertigo or spatial disorientation.

IMMEDIATE The onset of white-out can be very sudden and confusing. The pilot ACTION experiencing white-out must immediately:

• go on instruments • ask the crew to call out terrain clearance if possible

DESCRIPTION Druing white-out, earth and sky appear to blend together rendering the human eye unable to discern information required by the brain for orientation.

OVERCOMING Other possible means of attemping to deal with white-out include: WHITE-OUT

• a climb • a turn • a turn through 90 degrees to bring the horizon back into view, • a 180 degree turn, using the crew to get out of the white-out condition.


MOUNTAIN FLYING HAZARDS – DENSITY ALTITUDE

INTRODUCTION In mountain flying, remember that temperature has an important effect on air density which is already reduced due to higher operating altitudes.

CHANGES IN Pilots operating in areas of high temperature or higher altitudes can AIRCRAFT expect the following changes in aircraft performance. PERFORMANCE

FEATURE CHANGE Take-off distance Landing distance Climb performance Turning radius

• longer • longer • reduced • greater

COMMENT When unsure of temperature and altiutde effects on the aircraft, check the Aircraft Operating Instructions


MOUNTAIN FLYING TECHNIQUES – PRE-FLIGHT PLANNING

INTRODUCTION Pre-flight planning is a crucial part of any search mission, but it is doubly important in mountain flying because of the potential difficulties with:

• terrain, • weather, • aircraft performance

IMPORTANT The following areas should receive particular attention. CONSIDERATIONS

AREA DESCRIPTION

Weather along intended routes

Terrain along intended track

Terrain along alternate track

• height of cloud bases and cloud amounts to be determined.

• wind directions and speeds to be determined. Weather along intended track

• get complete report in case weather along intended track doesn’t turn out as expected.

• valley floor elevations • height of passes • distance between contours • altitude required to transit valleys • trouble points (e.g sharp turns) • power lines • towers • same as above

COMMENT New towers and lines are being constructed all the time, so once airborne

keep a good look-out, they may not all be on the map. RELATED Visual searches – Contour searches, Pages 80-81 PAGES


MOUNTAIN FLYING TECHNIQUES – PROCEDURES INTRODUCTION The following procedures should be followed to ensure safe mountain

flying. PROCEDURES

AREA PROCEDURES Entering valley

Going around bends

Under mid-level clouds

Reduced visibility

Marginal weather

• enter at a safe altitude • gain height before entering by doing 360 degree

climbing turns In valley • maintain altitude that allows 180 degree turns

• apply right hand rule in valley. • avoid illusions by:

• closely checking airspeed • checking vertical speed • checking altitude and attitude

• take corrective action by: • plan flight carefully • maintain safe altitude before entering critical

areas. • maintain good forward visibility • climb up near to base • do not enter clouds • maintain altitude. • never enter areas with less than 5 NM visibility

• turn back on same route. • use alternate route.

• do not attempt instrument climb out of a valley. • be prepared to make an early decision to return

to base or adopt an alternate route. RELATED Visual Searches – Contour Searches, Page 80-81 PAGES


MOUNTAIN FLYING – SUMMARY INTRODUCTION Mountain flying is very demanding, primarily for three reasons:

• weather • terrain, and • reduced aircraft performance

PREPARATION As elsewhere, the key to successful mountian flying depends on thorough

preparation, the aim of which should be to create for yourself:

• escape routes in case of inclement weather or treacherous terrain. CHECK LIST Before you leave on a mountain flying operation, you should be able to

answer yes to the following quesitons.

HAVE YOU....... YES NO checked the weather along your intended flight route? checked the terrain along your intended flight route? checked the weather along alternate routes? checked the terrain along alternate routes? identified an escape route at every point? identified safe altitudes for entering valleys? identified places where you might need to make sharp turns?

allowed for greater turning radius and shallower climb gradient?

identified possible areas of high velocity valley winds?

available the most current map of the area? RELATED Visual Searches – Contour Searches Pages 80-81 PAGES


INSTRUCTION MANUAL – LITTLE-L-PER PORTABLE DIRECTION FINDER

This manual has been reprinted with permission of Lou Dartanner, copywrite holder


INSTRUCTION MANUALS – QUAD ANTENNA SYSTEM ON LITTLE L-PER

INSTRUCTIONS FOR SETTING UP AND USING THE LIL L-PER WITH QUAD ANTENNAS

Due to the fact that the Quad Antenna System that is to be used in conjunction with the Lil L-Per has been supplied to CASARA without the proper markings on the antennas, these instructions are to serve two purposes:

1. To enable users to properly set up and identify the antennas for use with the Lil L-per.

2. To provide directions on the use of the system, once it has been set up.

1.

This manual will offer two methods of setting this system up. The first is a very simple method, and the second more detailed. I. IDENTIFYING THE ANTENNAS: In your package you will find the following: 4 - magnetic antenna bases.

4- antenna wire whips (already cut to the proper length) 4 - Allan wrenches for tightening the whips into the bases. 1 - Antenna coupling unit.

To determine which antenna goes where, follow the following instructions:

You will find that the antennas are connected in couples. Take one couple, and place one on the front of the car roof, and one on the rear. (See Figure 1).

Figure 1. Figure 2.

2. Take the lead-in cable from these two antennas, and connect it to the “Left/Right” connector on the coupling unit. Mark this cable ‘LEFT/RIGHT” for identification. ( See Figure 2).

3. Take the second set of antennas, and place one on the roof, driver’s side, and the other on the roof, passenger’s side. (See Figure 3).


Figure 3. Figure 4. 4. Connect the lead - in cable from these two antennas, to the “Fore/Aft” connector

on the coupling unit. Mark this cable “FORE/AFT”,for identification. (See Figure 4).

5. These antennas should be spaced apart about one quarter wave length. (The length of one of the antenna whips. (See Figure 5).

Figure 5. Figure 6.

Your antennas should now look like Figure 6. 6. Find a location where there is least likely to be any signal reflections. e.g. large

open field. Take a PRACTISE ELT on 123.1 mhz, and place it some distance (about 100 meters) directly in front of the car. And turn it on.

7. Connect the coupler to the Lil L-Per’s antenna connector, and set the OFF/REC/DF switch to DF. Set the SENSITIVITY control for a maximum deflection on the meter. Set the VOLUME control for comfort. Ensure that your frequency selector switch matches the frequency of your ELT. (See Figure 7).

Figure 7. Figure 8.


8. Select the FORE/AFT position on the coupler, and look for a needle deflection of full deflection to the right. If it is to the left, try reversing position of the driver’s side, and the passenger’s side antennas. If you still don’t get a full right deflection, try reversing the front and rear antennas. Continue juggling these antennas until you have a full right deflection. (See Figure 8).

9. Now select the LEFT/RIGHT position on the coupler. With the ELT directly in front, or directly behind your vehicle, you should be getting a Centre position on your needle. (See Figure 9).

Figure 9.

At this point you can do one of two things, you can drive your vehicle in a sharp 360 degree turn, and watch your needle deflections, or you can have a friend carry the ELT in a 360 degree circle around your vehicle, and then watch you needle deflections. In either case, your needle deflection should follow the position of the ELT. (See Figures 10-15).

Figure 10. ELT to the right. Figure 11. ELT to the left.

Figure 12. ELT to the front. Figure 13. ELT to the rear.


Figure 15. ELT to the front or rear.

Hook up your antennas, and Lil L-per as described above.

Once you have identified your antennas positions, ensure that you securely mark them and your lead in cables, for future use. II. DIRECTIONS FOR USE:

With the REC/REC/DF switch on the unit turned to the DF position, and the volume switch turned to a comfortable level, adjust the sensitivity switch to the MAX position. Ensure that the frequency selector is on the proper ELT frequency. Drive your vehicle into the area where the ELT is supposed to be. Once the ELT signal is heard, on the switching unit, select LEFT/RIGHT until you have a strong enough signal to register. Your indication needle on the Little L-Per should then indicate which way the ELT is from your position. Once this has been established, then select FORE/AFT on the switching unit. If the ELT is ahead of your vehicle, you should get a needle deflection to the right. (Figure 12.) If the ELT is behind you, you should get a needle deflection to the left. (Figure 13.) Once you have established whether you are travelling in the proper direction towards the ELT, continue switching between the LEFT/RIGHT and FORE/AFT postion, and monitor the needle deflections. Once the ELT signal is giving you full deflections, then you can reduce the sensitivity to maintain a full deflection on the needle.

As you get closer to the ELT, and you determine that you are travelling directly towards it, switch to the FORE/AFT setting. By monitoring this position, a sharp switch of the needle from the full right deflection to the full left deflection, will indicate that you have just passed the ELT. At that point, if you cannot see the a/c, switching to the LEFT/RIGHT position, will tell you which side of your vehicle the ELT is on.

Bear in mind that sometimes, you will get signal reflections from buildings, etc. In most cases, with practice an operator should be able to tell when you are receiving a direct signal, and not a reflected signal.


Please be advised that these instructions have only been written from experience and practise, and not from the factory or suppliers. I do not profess to have all the answers but have supplied what information that I have.

Fax: (403) 341-4255

If you have any questions please contact: Jim Thoreson CARES Executive Director Red Deer, Alberta Tel: (403) 309-8307

email: [email protected] Apr 99 CASARA Training Manual Rev. Jan 03 146

mailto:[email protected]

INSTRUCTION MANUAL – LA SERIES AIRCRAFT DIRECTION FINDER


INSTRUCTION MANUAL – GARMIN XL95 GPS (SIMPLIFIED VERSION) INTRODUCTION This is a simplified version of the GPS manual that is supplied with the

unit. It is meant to enable the users to better, and easier understand and use the Garmin 95XL GPS. Some of the information that doesn’t really apply to CASARA members, has been eliminated. For more detailed information, please refer to the manufacturer’s manual supplied with the unit.

GETTING STARTED – The Front Panel

• to enter numeric fields, just press the number keys.

Basic Keypad Use

There are nine multi-digit white keys. Each as one numeric digit, and two or three letters of the alphabet. There is one white single-digit key which has zero, plus a light bulb symbol. (For backscreen lighting)

• to enter alpha-numeric fields, press the desired key. Then use the arrow keys to select the correct one (of four choices listed on the key.

Each of the top three keys, (“1”, “2”, “3”) has an arrow above it, engraved on the plastic case. These are called “soft keys”. Pressing a soft key selects a field listed above it on the screen. (There are visual links between the screen and keypad.)


There are two white arrow keys for highlighting and selecting various choices on the screen.


Basic Page Groups

1. The PWR STAT button cycles through the following (among others):

• The Bar Graph Page – shows the satellites and their signal strength.

• The Sky Page – shows satellite postions in the sky.

• Press PWR STAT until the Main Menu Page (LIST) appears with

“Setups” at the top. • Press arrows to highlight the Setups category, and press ENT.

• The Menu Page – is used to change options and settings.

2. The NAV button cycles through the following (among others):

• The Position Page which shows position, TRK, GS, altitude/time. • The Map Display Page, which shows a top view of your track. • The Navigation Summary Page which shows BRG, DIS, TRK,

GS, etc.

3. The WPT/SUA button cycles through the following (among others):

• The Nearest Waypoint Page (NRST) shows the names of the nearest airports, NDBs, VORs, etc. It also lists the names of the nearest user-defined waypoints.

• The Waypoint List Page (LIST) shows the names of all user-defined waypoints. The page heading is “Delete All”

• The Waypoint Definition Page (WPT) is used for creating and viewing all waypoints in detail.

A. Changing Units (e.t. UTM, Kilometer etc.)

• Press arrows to highlight the Units/Heading setup, and press ENT • Use arrows to highlight the desired field, and use CLR to cycle through

the choices. • Press PWR STAT, NAV, etc. to get out.


B. Simulation Mode (Important for Saving the Batteries) In this mode, the unit stops receiving from satellites. This mode should always be used when setting up waypoints and routes, unless you are already navigating, or operating on external power.

• Press PWR STAT until the Main Menu Page (MENU) appears, (“Setups” at the top)

• Press arrows to highlight the Setups category, and press ENT.

• Press arrows to highlight the Operation Mode category, and press ENT.

• Press arrows to highlight the first category below “Operating Mode”.

• Press CLR to cycle through to “Simulator”. Then press ENT. (The operating mode will automatically with from “simulator” back to it’s previous setting when the unit is turned off.

• When ready to navigate, repeat the above steps and cycle through to “Normal” or “Battery saver”. Battery saver” is a little slower, but the batteries last much longer.

• Press PWR STAT, NAV, etc to get out.


1. To view user-defined waypoints only, (fastest method):

2. To view lists via the Nearest Waypoints Page (NRST):

• Choose from Airports, VORs, NDBs, Intersections, User Defined

C. Choosing an Existing Waypoint from Menus

Use one of the following methods: (Reference above pictures)

• Press WPT/SUA until the Waypoint List Page (LIST) appears.

• Press WPT/SUA until the Nearest Waypoint Page (NRST) appears.

• Press the right arrow key to highlight the cyclic field, upper left. • Press CLR to cycle through to the desired type, e.g. USER • Press arrows to highlight the desired waypoint. • Press ENT to select, giving the Waypoint Definition Page. • If you want to go (fly to) this waypoint now, press GO TO

followed by ENT, giving the Navigation Summary Page (NAV) • If you do not want to go to this waypoint now, press ENT to get

back to the Nearest Waypoints Page (NRST) • Press PWR/STAT, NAV etc. to get out.


• Press GO TO, to get to the Go To Page (As shown)

• Press CLR to return to the GO TO Page.

• Press WPT/SUA until the Waypoint Definition Page (WPT) appears.

D. Going to (Activating) a Waypoint when the name is known.

• Press CLR, if necessary, to get a blank destination • Enter the name (as described under “Basic Keypad Use” • Press ENT to get the Navigation Summary Page (NAV) • If the waypoint does not exist, you will get the Waypoint Defintion

Page.

• Press PWR STAT, NAV etc. to get out. E. Creating a Waypoint Using Coordinates

This is used when you have the lat/long of certain point that you want to go to.

• On the Waypoint Definition Page, press arrows until the waypoint name is highlighted.

• Use arrows to highlight the field after the arrow. • Press CLR until “USR” appears. (See above). • Press arrows until the waypoint name field is highlighted. (See above). • If a name is already there, press CLR to get rid of it. • Type in the name and coordinates, pressing ENT for each field until

you reach the bottom. • Press PWR/STAT, NAV to get out.


F. Creating a Waypoint with Autostore (Man Overboard)

This is used whenever you go over a point that you want to come back to. For example if you fly over a suspected crash site, and you want to store the exact lat/long of the site, use this feature. This gives you an instantaneous readout of your exact position. • Press AUTO STO to get the Autostore Page, showing the current

position.

• Press ENT to add the waypoint to memory. • Press PWR STAT, NAV etc to get out.

G. Deleting a User Waypoint

• Press WPT SUA until the Waypoint List Page (LIST) appears. (It is listed

under “Delete All? xxWPTS) • Press arrows to highlight the desired waypoint. • Press CLR and ENT to delete the waypoint. • You will be asked to confirm or cancel your deletion. • You will get a message if it is part of a route.

• Press PWR STAT to see the message • Press PWR STAT again to get back to where you were.

• Press PWR STAT, NAV etc. to get out.

• Use the arrow keys to override the pre-assigned number, if desired, and replace it with a name. When in flight, record the number, and change it to a name later, if so desired.

• Press Zero twice to clear the “Append to Rte” number, if necessary.


H. Viewing the Nearest Waypoints (To current position)

• Press WPT SUA until the Nearest Waypoint Page (NRST) appears. • Choose from Airports, VORs, NDBs, Intersections, User-defined:

• Press the right arrow key to highlight the cyclic field, upper left. • Press CLR to cycle through to the desired type, e.g. USR

• This selection wil remain on the NRST page until changed. • Press PWR STAT, NAV etc. to get out.

I. Creating Routes (Series of Linked Waypoints)

• Create waypoints as described above. • Press RTE until the Route Definition Page (RTE) appears. (as above) • Use arrow keys to get to the route number field. • Use CLR to cycle through until you get a route that is blank. (01-20) • Press arrows to get to the first blank waypoint name. • Enter a waypoint name and press ENT. The bearing is filled in for all

but the first waypoint. If incorrect, you get a chance to reject it. • Repeat for all waypoints.

• New waypoints can be entered before existing ones. • Type the new name over the waypoint name you want to

precede and press ENT. • Delete waypoints you don’t want with CLR and ENT.

• Press PWR STAT, NAV etc. to get out.


J. Starting and Terminating a Route

• Press RTE until the Route Defintion Page (RTE) appears (as above)

• Use CLR to cycle through until you get the desired route.

• Use CLR to cycle through to “Activate” if not already there.

• It is copied to Route 00 and activated. • It will appear on the Activate Route Page (ACTV)

• Use NAV, RTE, WPT to check various screesn enroute. • To terminate the Active Route, clear route 00

• Repeat the prevoius steps to get route 00 in the route number field. • Use CLR to cycle through to “Clear” in the route action field.

• Use arrow keys to get to the route number field (immediately following “RTE>”

• Use arrow keys to highlight the route action field (immediately following the route number).

• Press ENT to start it.

• Legs will change automatically as you pass waypoints.

• Press ENT to terminate the Active Route. • Press PWR STAT, NAV etc. to get out.

K. Changing the CDI scale (so that XTK will show sooner on the Nav Summary Page) (XTK is “cross track error”. It will tell yo how far off track you are.)

• Press PWR STAT until the Main Menu Page (MENU) appears with “Setups” at the top.

• Press arrows to highlight the Alarms category, and press ENT. • Press arrows to highlight the Arrival/CDI Page, and press ENT. • Use arrows to highlight “CDI Scale” • Use CLR to cycle through the choices on the “CDI Scale”. • Use 0.25 to display cross-track error when over 0.25 miles from track.

(0.25 is the lowest setting on the CDI Scale) • Press PWR STAT or any other button to get back where you started.


L. Creeping Line Ahead (Simplest Method) (This method requires no set-up preparation other than the pattern on the map.)

• Press NAV until the Position Page (POSN) appears. • Fly east-west & west-east track for simplicity. • Choose an even minute of latitude for your first track on the map. • As you fly along the line, keep to the minute-of-latitude on the Position

Page (POSN). e.g. 50° 01.0’ (keep the decimal point at zero)

• Then fly one nautical mile north (one minute-of-latitude) and repeat in the opposite direction etc.

e.g. 50° 02.0’ (keeping the decimal point at zero) 50° 04.0’ 50° 03.0’ 50° 02.0 50° 01.0’


CASARA Training Manual

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