Authored by Rich Simerson 01-Mar-2004 Modified by Lt Colonel Fred Blundell TX-129 Fort Worth Senior...

Authored by Rich Simerson 01-Mar-2004Modified by Lt Colonel Fred BlundellTX-129 Fort Worth Senior Squadron

For Local Training Rev 6.0 02-Jan-2014

2

This Training Slide Show is a project undertaken by Lt Colonel Fred Blundell of the TX-129 Fort Worth Senior Squadron, Fort

Worth, TX for local use to assist those CAP Members interested in advancing their skills. The information contained herein is for

CAP Member’s personal use and is not intended to replace or be a substitute for any of the CAP National Training Programs. Users should review the presentation’s Revision Number at the end of

each file name to ensure that they have the most current publication.

3

Mission ObserverRequirements

Trainee Qualified General Emergency Services

(GES) Qualified as Mission Scanner At least 18 years of age (minimum; should

be mature) 101T-MO familiarization and preparatory

training Commanders authorization

Qualification 101T-MO requirements Complete Basic Communications User

Training and Task L-001 Exercise participation (two separate

missions) Unit certification and recommendation

CAPR 60-SeriesReview

5

Primary Responsibility during searches: Visual Search

Report for briefings Assist in planning – may be mission

commander Check necessary equipment aboard

(checklists) Assist in avoiding obstacles during

taxiing Assist in setting up and operating radios Assist in setting up and operating nav

equipment Maintain situational awareness Assist in monitoring fuel status

Observer Dutiesand Responsibilities

6

Observer Dutiesand Responsibilities

(Continued)

Assist enforcing the sterile cockpit rules

Assist pilot during searches, particularly ELT

Keep mission base/high bird appraised of status

Coordinate scanner assignments, schedule breaks, monitor crew for fatigue & dehydration

Maintain observer’s log Report for debriefing Assist with all post-mission paperwork Keep track of assigned equipment and

supplies

7

Observers Log

Provides a record ofthe flight Preflight calculations Record of observations

Basis for debriefing Used to complete CAPF 104 Information is forwarded to mission staff

to guide mission management Good logs can be combined from several

sorties to give the mission staff a better picture of how the search is going

Observer LogAircraft Pilot Observer Mission Date

Destination Total Dist

ETERemain

Takeoff Time

ETA

ATAFuel

Remain

Fuel

Inflight Observations

Time Observation

Departure Pt.Check Points

MagHdg

DistGroundSpeed

Ident

Freq

ETE

8

Forms

CAPF 100 CAPF 101 CAPF 101Ts CAPF 104 CAPF 108

9

CAPF 104Mission Flight Plan/Briefing

FormPage 1

10


FormPage 2

11


FormPage 3

12

CAPF 104

Mission Flight Plan/Briefing Form

Page 4

13

CAPF 104Mission Flight Plan/Briefing Form

14

FAA Flight Plan

FAA Form 7233-1

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

U. S. DEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATION

FLIGHT PLAN

TIME STARTED SPECIALISTINITIALS

1. TYPE

VFR

IFR

DVFR

2. AIRCRAFT IDENTIFICATION

3. AIRCRAFT TYPE/ SPECIAL EQUIPMENT

4. TRUE AIRSPEED

KTS

8. ROUTE OF FLIGHT

PROPOSED (Z) ACTUAL (Z)

5. DEPARTURE POINT 6. DEPARTURE TIME 7. CRUISING ALTITUDE

9. DESTINATION (Name of airport and city)

10. EST. TIME ENROUTE

HOURS MINUTES

12. FUEL ON BOARD

HOURS MINUTES

13. ALTERNATE AIRPORT(S)

11. REMARKS

14. PILOTS NAME, ADDRESS, & TELEPHONE NUMBER & AIRCRAFT HOME BASE

17. DESTINATION CONTACT / TELEPHONE (OPTIONAL)

15. NUMBER ABOARD

16. COLOR OF AIRCRAFT CIVIL AIRCRAFT PILOTS, FAR Part 91 requires you file an IFR flight plan to operate under instrument flight rules in controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of theFederal Aviation Act of 1958 as amended

(FAA USE ONLY) PILOT BRIEFING

STOPOVER

VNR

CPF 4239

N99545, CAP Flight

15

Flight Plans and FormsSummary

Forms are important! Complete, accurate and

legible Label attachments You implement the CAP

mission Know the source

regulations CAPR 60-1 (flying

operations) CAPR 60-3 CAPR 60-4 MOUs

16

Records For YourAircrew File

(Optional But Recommended)

Current CAP Membership card Current CAP 101 card Current CPR, Basic Care, Bloodborne

Pathogens cards CAP Communications certificate (CAPF

76, if held) Award of Aeronautical Rating (CAPF 2a) Emergency Notification Data (CAPF 60) Total Scanner/Observer hours (photocopy

from your logbook)

17

Remember to check thecredentials of non-CAP

passengers (Center)

18

Communications

19

Throughout these slides, each objective is followed by: The mission specialty rating to which the

objective applies (S = Scanner; O = Observer; P = Pilot)

The section in the Aircrew Reference Text where the answer to the objective may be found

Objectives

20

Describe how to use the Audio Panel and FM radio. {O & P; 4.1.2 & 4.1.3}

Describe how to recognize a stuck mike, and corrective actions. {O; 4.1.5}

Discuss CAP FM radio reports {O & P; 4.1.6} List the minimum required reports

Discuss in-flight services {O; 4.3} Flight Service Station (FSS) purpose and

how to contact ATIS information and how to obtain it AWOS/ASOS information and how to obtain

it The importance of PIREP’s

Objectives(Continued)

21

Using the Audio Panel

On/Off, Volume control Mic Selector switch and

receiver switches Split mode Swap mode Intercom mode

22

Audio Panel

Transmitter combinations

Intercom

modes

23

Using the FM Radio

Main and Guard (squelch is automatic) Normal settings:

MN G1 HI 4 or 6 to scroll through frequencies 5 Scan (if enabled) 2 (increase brightness) and 8 (decrease

brightness)

24

Using the FM Radio(Continued)

Volume controls (Guard is receive only) Main usually set to ‘004’ (Air-to-Ground)

Normally G1 (Air-to-Ground) [G2 is Primary] If base wants to call you, you will hear them

no matter what (Main) frequency you’re on Just take MN/GD switch to GD, answer,

then back to MN

25

Stuck Mike

Can block transmissions Indications:

The ‘T’ symbol or TX LED remains illuminated

You don’t receive a reply to your transmission

Difference in radio background noise Try re-keying the microphone or turning the

radio off and then back on

26

FM Radio Reports

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

Take-off (wheels up) Entering search area Exiting search area Landing (wheels down)

Operations normal (Ops Normal) reports Defined during briefing, usually

every one-half hour

27

Communications

The radio is the primary link to the ATC system

The most important part of pilot-controller communications is understanding

Brevity is important Professionalism is important; it

enhances safety and brings you better service

28

Technique

Check for proper frequency Check volume Mentally compose message before

transmitting Listen before transmitting Key mike, pause briefly before

talking

29

Message Format

Who*Who you are calling*Who you are

Where*Your location

What*Your request

30

CAP Aircraft Call Signs

CAP has the FAA authorized callsign “CAP”

FAA call signs are stated in ‘group’ form CPF 4239 is stated as “CAP Forty-Two

Thirty-Nine” AIM 4-2-4.a.5 and FAA 7110.65

31

CAP Aircraft Call Signs(Continued)

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

“CAP Forty-Two Thirty-Nine Rescue” DO NOT abuse this!

32

In-Flight Services - FSS

Flight Service Stations (FSS) provide weather information before and after takeoff

Some FSS provide transcribed weather briefings

FSS can provide assistance to a pilot who has temporarily misplaced himself (i.e., he’s lost)

FSS having voice services on VOR or NDB broadcast at 15 minutes after the hour Weather reports and advisories Pilot and radar reports Alerts and Notices to Airmen (NOTAM)

33

In-Flight Services - ATIS

Broadcast continuously (taped) Actual weather information, updated hourly or

when special conditions warrant Frequency found on sectional or in A/FD

34

In-Flight ServicesAWOS

Automated Weather Observation System On sectional by airport name Transmitted UHF or on navaid Real time information includes:

Location and time Wind speed, direction and gusts Temperature and dew point Altimeter setting Density altitude when it exceeds field

elevation by 1000’ Can go to www.anyAWOS.com or call 800-

any-awos

http://www.anyawos.com/

35

In-Flight Services - ASOS

Automated Surface Observing System On sectional by airport name Transmitted VHF or on navaid; also telephone Real time information may include:

Location and time Wind speed, direction and gusts Visibility and cloud height Temperature and dew point Altimeter setting Density altitude when it exceeds field

elevation by 1000’

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In-Flight ServicesPIREP’s

Pilot Weather Reports Very useful to other pilots Information should include:

Type of aircraft (Cessna 172) Location (usually in relation to a

VOR) Cloud bases, tops and layers Flight visibility Precipitation Visibility restrictions (e.g., smoke,

haze and dust) Temperature and wind

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Weather

38

Discuss how convection currents affect aircraft glide path. (O)

Discuss wind patterns around high- and low-pressure areas. (O)

Define “freezing level” and “lapse rate” (O) Discuss airframe icing and its affect on

aircraft performance. (O) Discuss carburetor icing and its affect on

aircraft performance. (O)

Objectives

39

Discuss the characteristics of cold, unstable air masses and warm, stable air masses. (O)

Concerning reduced visibility conditions, state the minimums for: (O) VFR visibility Cloud bases when they cover one-half the

sky How far aircraft must remain below cloud

cover Discuss the dangers of windshear. (O) Describe the ‘stages’ of a typical

thunderstorm and discuss the dangers of flying too close. (O)


40

The most important aspect of weather is its impact on flight conditions

Safety is paramount Navigation — Visual verses Instruments Effects on Search

Prevailing visibility Search visibility Search patterns and altitudes

Information — National Weather Service, Flight Service Stations, Flight Watch, PIREP’s

Weather

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Weather — Circulation

42

Weather — Circulation(Continued)

The earth rotates Air moving north is

pulled toward the east This builds a high

pressure belt about 30 degrees latitude

The northerly air flow cools and starts southward

These large circulations are responsible for mixing the air and most weather

43

CirculationAround a High

H

44

CirculationAround a Low

L

45

UpwardConvection Currents

Terrain which heats up creates updrafts

Updrafts tend to keep you from descending

Normally where there are updrafts there are also downdrafts

ROCKY TERRAIN PLOUGHED GROUND PAVED ROAD

NORMAL GLIDE PATH

EFFECT OF CONVECTION CURRENTS

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DownwardConvection Currents

Terrain which remains cool up creates downdrafts

Downdrafts cause you to descend

RIVER GROWING FIELDS LANDING FIELD

NORMAL GLIDE PATH

GLIDE PATH DUE TO CONVECTION CURRENTS

47

As altitude increases the temperature decreases at a fairly uniform rate of 3.6 degrees F per 1000 feet; this is known as lapse rate Use this on hot days to determine how

high you should climb to get to a comfortable temperature

At some altitude the air temperature reaches the freezing temperature of water; the freezing level

Terms

48

Icing

Frost Snow Icing

Airframe (lift &

weight) Carburet

or

Lift

ThrustDecreases

WeightIncreases

DecreasesDragIncreases

Rime ice is rougher

Glaze ice is clearer

49

Causes ofFrontal Activity

DRY AIR

COLD POLAR AIR

TROPICAL MOIST AIR

50

Warm Front

St Louis Indianapolis Columbus Pittsburgh

Nimbostratus

Altostratus

CirrostratusCirrus

WARM AIR

COLD AIR

51

Cold Front


COLD AIRWARM AIR

Cumulonimbus

52

Occluded Front


COLD AIR

WARM AIR

COLD AIR

Cumulonimbus

NimbostratusAltostratusCirrostratus

Cirrus

53

Reduced Visibility

Under almost all circumstances, VFR daytime flight requires: At least three miles visibility When clouds cover more than one-half

the sky, cloud bases must be no lower than 1,000 ft. AGL

Search aircraft must usually remain at least 500 ft. below the cloud deck

There are exceptions: ask your PIC

54

Reduced Visibility(Continued)

Fog Haze Snow White out Blowing dust Affected by sun angle and

direction Aircrew must increase vigilance

during these conditions

55

Turbulence

Planning flight around high terrain requires special care

Wind currents on the downwind side can be very strong

Ridges and peaks should be cleared by at least 2000 feet

Wind

Flight Path

2000 ft.

56

Wind Shear

Thunderstorms

Fronts - wind shear may advance as far as 15 nm

Air flow around obstacles

Windward

57

Wind Shear(Continued)

Two potentially hazardous situations, dangerous mainly during landing: Tailwind turns calm or to a

headwind Headwind turns calm or to a

tailwind Pilot must adjust quickly

58

WeatherThunderstorms

Cumulus Stage Mature Stage Dissipating Stage

59

Radio Services

Flight Service Station (FSS) Flight Watch (122.0) Automatic Terminal Information

Service(ATIS) Transcribed weather broadcasts

(TWEB) Scheduled weather broadcasts

Fifteen minutes after the hour Alerts, hourly weather, Advisory,

Pilot Reports, Radar Pilot Weather Reports (PIREP)

60

High Altitude And Terrain

Considerations

61

Concerning atmospheric pressure: (O) State the pressure at sea level, and

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

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

Define density altitude State the phases of flight affected by a

decrease in atmospheric pressure, and how aircraft performance is affected. (O)

Objectives

62

Discuss strategies to compensate for high DA during searches. (O)

Discuss mountainous terrain precautions and strategies. (O)


63

A barometer is used to register changes in pressure; measured in inches of mercury

Standard sea-level pressure and temperature: 29.92 inches of mercury 59 degrees F (15 degrees C)

A change of 1000 feet in elevation makes a change of about one inch

To correct for local elevation, set altimeter to latest reading (ATIS/AWOS/ASOS/FSS) or enter field elevation

Atmospheric Pressure

64

Three factors: Pressure Temperature Humidity

Altitude and pressure combined to determine pressure altitude

Add non-standard temperature to get density altitude

Pilots calculate (next slides) or can get on ASOS

Density Altitude

65

Density Altitude

(Continued)

66

Flight Computer Circular slide rule

Density altitude Nautical to

statute miles True airspeed Other stuff

67

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

Both must be accurately calculated, especially for mountain flying missions

Aircraft Performance

68

As altitude increases pressure decreases; this decrease can have a pronounced effect on flight: Engine (hp) and prop are less efficient Take off distance, climb rate, and landing

distance effected Take off distance almost doubles with a 5000

foot elevation increase Rate of climb slows with higher elevation Landing distance increases with higher

elevation Higher Humidity, Heat or Height result in

reduced aircraft performance

Pressure vs. Performance

69

Reduced Performance

70

Don’t fly at high elevation during the hottest part of the day

Carefully calculate DA and weight Reduce load:

Less fuel Crew of three instead of four Less baggage

Remember “High to Low, Look out Below” (update altimeter setting hourly)

If you fly in the mountains, take the Mountain Fury Course

Strategies

71

Flight NearMountainous Terrain

Crews must be constantly careful that the search never takes them over terrain that rises faster than the airplane can climb. Narrow valleys or canyons that have rising floors must be avoided, unless the aircraft can be flown from the end of higher elevation to the lower end, or the pilot is certain that the aircraft can climb faster than the terrain rises. Careful chart study by the crew prior to flight will help identify this dangerous terrain.

If you fly in the mountains, take the Mountain Fury Course

72

Flight Near Mountainous Terrain (Continued)

73

Flight Near Mountainous Terrain (Continued)

74

Flight NearMountainous Terrain

(Continued)

Wind

Flight Path

2000 ft.

75

Navigation and Position

Determination

76

Discuss considerations for operating near controlled airports, and identify them on a sectional. (O)

Discuss the following special use airspaces, and identify them on a sectional: Prohibited and Restricted Areas (O) Military operating areas and training

routes (O) Discuss the use and limitations of the

following: ADF (O) VOR (O) DME (O) GPS (O)

Objectives

77

Given a sectional chart, a plotter, and two airports: (O) Plot the course Identify check points along the route Calculate how long it should take to get

from one airport to the other, flying at 100 kts with no wind

Given Attachment E of the U.S. National SAR Supplement to the International Aeronautical and Maritime SAR Manual, grid a sectional. (O & P) (and Attachment 1)

Given coordinates and a sectional, use the Standardized Latitude and Longitude Gird System to draw a search grid. (O & P)


78

BAK North

79

BAK South

80

Electronic Aidsto Navigation

Automatic direction finder (ADF) Very High Frequency

Omnidirectional Range (VOR) Distance Measuring Equipment

(DME) Long Range Navigation (LORAN) Global Positioning System (GPS)

81

ADF

Automatic Direction Finding

Oldest system Fair accuracy Low cost Homing only

Needle always pointstoward the station

AircraftheadedNorth

82

Using ADFto Determine Position

Automatic Direction Finding

ADF Oldest system Fair accuracy Low cost Homing only

83

VOR

Very High Frequency Omnidirectional Ranging

VOR Very common Most air routes

defined by VORs Good Accuracy

VOR provides heading andcourse deviation indication

Radial

84

VOR(Continued)

85

VOR(Continued)

86

Using the VORto Determine Position

Turn the OBS knob until the needle centers with a FROM flag

Read the bearing from the station directly at the top

Plot the bearing on the chart

87

Keeping Track of Position

88

DME

Distance Measuring Equipment

TACAN or VORTAC

Very Accurate when flying directly towards

Slant range

Ground Range

89

DME

90

LORAN

Low Frequency

Omnidirectional

Radio Aided Navigation Accurate Aircraft &

Ships Susceptible to

precipitation; western coverage spotty

S M

S

S

S

S

S

S

S

S

S

M

M

M

M

M

S

M M aster S tatio n

S eco n d ary S tatio n

91

GPS

Global Positioning System

24 Satellites GPS receiver Very accurate

92

Position Determination

Sectional or Map Work from larger to

smaller Work from a known

location to present location

Watch the scale on maps

Remain suspicious if all points don’t seem to line up right

Use groups of 3 characteristics to verify position

93

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

Aeronautical, Topographical

94

StandardizedLat/Long Grid System

This system does not require special numbering

Lat-long of lower right corner defines the grid (latitude first)

Letters are used to define sub-grids

103-00 W

103-00 W

102-00 W

102-00 W

36-00 N

37-00 N

A B

CB

C D

36/102 AA

36-30 N102-45 W

102-30 W

A B

C D

36/102 ADB

95

Know YourChart Symbols

96

Search Planning and Coverage

97

In basic terms, discuss how search planners determine the Maximum Area of Probability and then the Probability Area. (O)

Given a POD table, discuss the advantages and disadvantages of various search altitudes and speeds over the three major types of terrain. (O)

Discuss the importance of proper execution of search patterns. (O)

Optional – Review POD example

Objectives

98

Narrowing the Search

Search Involves Estimating the position of the wreck

or survivors Determining the area to be searched Selecting the search techniques to be

used Maximum Possibility Area

Circle around the Last Known Position (LKP)

The radius is equal to the endurance of the aircraft

Correct for wind Probability Area

Where is the aircraft likely to be

99

Search Factors

Factors which effect detection Weather; terrain; lighting

conditions Sweep Width (W) Track Spacing (S) Coverage Factor (C) Probability of Detection (P)

Determine factors for search area coverage Type and number of aircraft

available Search visibility

Probability Of Detection (POD)

100

Determining theMaximum Possibility Area

LKP

Corrected for wind

Wind vector

No Wind Endurance

Maximum possibility area

Flight level winds: 330/20

Aircraft Speed: 100 Kts

Endurance: 2 Hours

200 NM

40NM

101

Probability Area

Where was the last point where radar had the aircraft identified?

Is there an ELT? Was there a flight plan (even if not on

file with the FAA)? Dead reckoning from LKP and heading Reports of sightings

Other aircraft People living along the intended

route of flight

102

Narrowingthe Probability Area

Flight plan Weather information National Track Analysis Program

data Airports along the intended flight

track Aircraft performance Pilots flying habits Radar coverage as a limiting

factor Nature of terrain along the flight

track Position reports — fuel stops, etc. Most likely within 5 miles of

intended track

103

Search Priorities

Areas of bad weather Low clouds and poor visibility Areas where weather was not

as forecast High terrain Areas not covered by radar Reports of low flying aircraft Survival factors Radio contacts or MAYDAY

calls

104

Probability ofDetection (POD)

POD expressed as a “percent” search object was detected

Four interrelated factors used to calculate: Track Spacing Search Visibility Search Altitude Type of Terrain

Cumulative POD calculated using a chart

“Effectiveness” must also be considered

105

POD Table

106

POD Chart - Detail

500 Feet

0.5 nm 35% 60% 75% 75%

1.0 20 35 50

1.5 15 25 35 40

700 Feet

0.5 nm 40% 60% 75% 80%

1.0 20 35 50 55

1.5 15 25 40 40

1,000 Feet

0.5 nm 40% 65% 80% 85%

1.0 25 40 55

1.5 15 30 40 45

OPEN, FLAT TERRAIN

SEARCH ALTITUDE (AGL) Track Spacing

SEARCH VISIBILITY 1 mi 2 mi 3 mi 4 mi

50

2.0 10 20 30 30

2.0 10 20 30 35

60

2.0 15 20 30 35

107

Cumulative POD Chart

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

8061-70% 70 70 75 80 80

85 9071-80% 80 80 80 85 85

90 90 9580+% 85 85 90 90 90

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

61-70% 71-80% 80+%

POD For This Search

PreviousPOD

108

Electronic Search Patterns

109

Discuss the various types of ELTs. (O) Describe how an ELT can be detected. (O) Describe how the aircraft DF works in both

the Alarm and DF modes. (O) Discuss using the DF during a typical ELT

search (O) Response during initial phase, including

signal fade Response when getting close Response as you pass over the beacon

Objectives

110

Describe the following ELT search methods: (O) Homing Wing null Aural Signal

Discuss signal reflection and interference. (O)

Describe how to silence an ELT and the legal issues involved. (O)


111

Emergency LocatorTransmitter

Direction Finding for Aircrews

Use Of Equipment Commonly Found In CAP Aircraft

N98987

112

Objectivethe Elusive ELT

Automatic radio beacon (100 milliwatts) Roughly equal to that of a regular

flashlight Can be heard on a line-of-sight basis. Remember that the ELT may be

attached to an aircraft or vessel in distress!

113

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

the cockpit Three frequencies:

121.5 MHz (VHF emergency) 243 MHz (UHF emergency – military

guard) 406.025 MHz (third generation

advanced ELT/EPIRB/PLB) General types:

General aviation aircraft Military (“beepers” or “beacons”) Marine EPIRB Test station (training practice

beacon) Advanced (406)

The ELT

114

ELT Aircraft Antenna

115

Most Aircraft HaveELTs Installed

But they don’t

always survive a

crash

116

Most Aircraft HaveELTs Installed

But they don’t

always survive a

crash

117

Most common type is the URT-33/C Personnel ejecting/parachuting will have a

243 MHz beacon Some downed pilots may be able to

communicate via two-way radio on 243 MHz using a PRC-90 or later military survival radio Beacon mode transmits like an ELT on 243

MHz

Military Beacons

118

Personal Locator Beacon (PLB) or Personal Emergency Transmitter (PET): Intended for hikers and other remote

wilderness travelers Use a 406 MHz transmitter and a 121.5

MHz homing signal (at only 25 milliwatts) Many are also equipped with a built-in GPS

receiver that provides lat/long coordinates Each PLB must be registered [See discussion of Advanced ELTs]

Personal Beacons

119

Emergency Position Indicating Radio Beacon

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

Mandatory on certain commercial vessels Some activate automatically and others are

manually activated

Marine EPIRB

120

Designed to operate with SARSAT/COSPAS 406.025 MHz beacons have data burst

encoding that identifies each (registered) individual beacon

Also produces a 121.5 MHz homing signal and may transmit GPS coordinates

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

Advanced ELTs

121

Advanced ELTs(Continued)

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

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

122

Training Practice Beacons Includes ones used by CAP

All should be converted from 121.6 to 121.775 MHz by now (if it isn’t, don’t use it)

During practice searches, avoid calling the practice beacon an ‘ELT’ when communicating over the radio May cause confusion

Always use the term ‘Practice Beacon’

Practice Beacon

123

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

Only allowed up to three sweeps When was the last time you tested the ELT in

your aircraft? Do you regularly monitor 121.5 MHz after you

land? Ensure your ELT didn’t activate This isn’t considered a test, by the way, but

you can try this excuse if you like

Testing an Aircraft ELT

124

Excessively hard landings (Welcome aboard, Ensign!)

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

broadcast stations, even pizza ovens!) Monsieur Murphy

Inadvertent Activation

125

Approximately 97% of received ELT signals are false alarms For 121.5 MHz ELTs abut 1 in 1000 are

actual emergencies(2 in 100 composite alerts)

For 406 MHz ELTs abut 1 in 10 are actual emergencies

What’s the big deal? SARSAT can only monitor 10 ELTs at once Easy to overload the system They block emergency communications on

121.5 and 243 MHz (guarded by towers, ARTCC, and the military)

False Alarms

127

Detection Timeline

128

For a regular 121.5 MHz beacon: Said to be a 12-16 nautical mile radius (~

452 square nm) Actually an oval shape with a 50%

probability of being 15 nm wide and 7 nm high

System is more accurate North to South (latitude)

Average six-hour detection/alert For a 406 MHz beacon it’s a 1-3 nm radius (~

12.4 square nm) with 45 – 60 minute detection/alert

For a 406 MHz beacon with GPS it’s a 0.05 nm radius (within 100 yards) with an average five-minute detection/alert

Accuracy ofSARSAT/COSPAS

129

AS AN EMERGENCY! Its not possible to know whether an ELT

signal is a distress signal or a false alarm Although the statistics are against it, you

must act as though it is a distress call

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

So how shouldI treat an ELT Mission?

130

Route or parallel track to pick up the signal

If no SARSAT hits or definitive LKP: 4,000 to 10,000 AGL Large track spacing (start at 60 nm,

then do halves) Once signal is located, DF the signal

Locatingthe ELT Signal

131

Direction Finder (DF)

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

When you are “centered” on a signal headed directly towards OR away from

from the signal source Which direction to turn when not centered Similar to an ADF needle, but only points

left or right, hence the term “left-right homing”

132

L - Tronics DF

Normal: Alarm toggle in ‘up’ position

DF: toggle is ‘down’

133

DF Antenna

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

134

Step 1Acquire the Signal

To hear the signal you can use your L-Tronics receiver or one of your comm radios

To acquire with a comm radio, turn the squelch OFF (pull out the volume knob out or flip the appropriate switch) The static you hear may be annoying,

but it will allow you to hear the signal at the earliest possible time

Allows for a weak or distant signal to be heard

Proceed at a reasonable altitude to the SARSAT composite hit, or to the point designated by your incident commander

135

NO SIGNAL

SIGNALHEARD!

NO SIGNALELT

Beginning the SearchAltitude Selection

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

ELTs transmit on 121.5 MHz and 243.0 MHz, both of which limit reception to “line of sight”

Terrain will block ELT signals HIGHER is therefore usually BETTER to acquire a

signal Medium altitude is generally better for searching

(after signal heard) - 3,000 to 5,000 AGL

136

ELT RECEPTION DISTANCE

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

DISTANCE, Nautical Miles

AL

TIT

UD

E, F

ee

t A

GL

Altitude Selection

Intersection Area

138

Step 2Track (DF) the Signal

There are many different ways to DF an ELT signal: Left-Right DF Homing (L-

Tronics DF) Wing Shadow Method Aural Search Metered Search Combinations of the above

techniques

139

Wing Shadowing

By flying the airplane in a circle, at some point the wing will block the ELT signal to the receiver antenna This causes an audible decrease in volume,

called a “null” Almost any VHF-AM aircraft communications

radio may be used with this method

140

Wing ShadowingAntennas

To properly use the Wing Shadowing method, you MUST know where the antenna for the radio you are using is installed & located on the aircraft

Communications radio antennas are usually, but not always, located above the wings Can be above the fuselage, in the tail, etc.

L-Tronics Aircraft DF antennas may be above or below the aircraft Below the aircraft is the preferred

installation

141

CommunicationsAntennas Above the Wing

N98987

Antennas Abovethe Wing

142

DF AntennasBelow the Wing

N98987

Antennas Belowthe Wing

143

How to DFby Wing Shadowing

Fly a constant bank angle 360° turn

the audio will “null,” or get significantly

quieter, when your wing blocks

the antenna’s reception of the ELT signal

N

SE

W

45

135

225

315

144

Wing Shadowing-Signal BlockingFor Antennas Above the Wings

SIGNAL

ELT

NULL

NULL

NULL

145

Wing ShadowingAntennas Above the Wing

Turn in a circle until you hear the null (significant decrease in volume)

The ELT is 90º to your LEFT SUBTRACT 90º from your

heading

N

S

E

W

45135

225

315

ELT

146

Wing Shadowing-Signal BlockingFor Antennas Below the Wings

SIGNAL

ELT

NULL

NULL

147

Wing ShadowingAntennas Below the Wing Turn in a circle until you hear the null

(significant decrease in volume) The ELT is 90º to your RIGHT: ADD 90º

to your heading

N

S

E

W

45

135

225

315ELT

148

Aural (Hearing) Search Method This is based on the assumption that the area of

equal beacon signal strength is circular: do NOT adjust volume during this search; you will need it to determine equal levels of signal

Begin by plotting your position as soon as you receive the ELT signal

Fly that course for a short distance, then turn 90º left or right and proceed until the signal fades

Turn around (180º) and mark where the signal fades on the other side of the circle

Plot chord lines similar to that of the diagram Bisect the chord lines at a perpendicular Plot a course to the location where the

perpendicular lines intersect: this should be the location of the target!

149

Aural Search Equal signal strength circle:barely audible signal in aircraftreceiver at search altitude

chord 1

chord 2

chord

3

ELTcommence low altitude patterndescending

SIGNALFADES

SIGNALHEARD

SIGNALHEARD

SIGNALHEARD

SIGNALFADES

150

Metered SearchBuild & Fade Method

This search requires a signal strength meter (like that on the L-Tronics DF units-if the DF portion of the unit is inoperative you can still use this type of search as long as RECeive is OK.

Note your signal strength when beginning the search.

Fly a straight line until the signal gets lower, then increases to your original level.

Turn 180º and return to the lowest level of signal, then turn 90º left or right.

You should now be headed directly towards or away from the transmitter.

If the signal increases in strength, you are headed directly for the ELT.

If the signal decreases in strength, turn 180º

151

FADE

MAXIMUM

SIGNAL

MAXIMUM SIGNALTHEN DROP

FIRST SIGNAL1

2

3

4

5

6

ELT

8.0

8.0

8.0

6.0

6.0

6.0

4.0

4.0

3.0

2.0

3.0

2.0

1.05.0

5.0

Metered Search

152

Left-Right DF Homing

Most CAP corporate aircraft have L-Tronics LA-Series Left-Right Homing DF units

These units operate virtually the same, but there are two major varieties: Single Meter Models Dual Meter Models

153

L - Tronics DF TypesSingle Meter Model

Dual Meter Model

L-Tronics

ALARM

OFF

243

121.6

121.775 AUX

121.5

m SENS ®VOL

VHFDF

DF STRENGTH

L-Tronics

ALARM

OFF

m SENS ®VOL

VHF-DF

243

121.6

121.775 AUX

121.5

DF

REC

154

Frequency Switch

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

electronic searches Use 121.775 MHz for training Refer to owners manual for use of the “AUX”

position

L-Tronics

ALARM

OFF

m SENS ®VOL

VHF-DF

243

121.6

121.775 AUX

121.5

DF

REC

155

Mode Switch Only Single-meter units have this switch

Dual-meter units use two displays, so both REC and DF operate continuously and simultaneously

REC is short for RECeive mode REC makes the unit’s dial work as a strength

meter DF is short for Direction Find

DF gives left-right homing to the ELT/EPIRB signal

ALARM is for NON-MISSION flights only Use only during normal flying to alert the

presence of an ELT or EPIRB

L-Tronics

ALARM

OFF

m SENS ®VOL

VHF-DF

243

121.6

121.775 AUX

121.5

DF

REC

156

Volume & Sensitivity

Volume controls the audio level to the speaker or headsets

Sensitivity controls the amount of signal that enters into the DF unit It is critical that the proper amount of signal

enters the DF: half-scale, or the middle, is an optimum starting place

As the signal gets stronger, reduce SENSITIVITY, not volume The DF will be unreliable as too much signal is

received, so you must cut out part of it by reducing the sensitivity

More than three-quarters scale is too muchL-Tronics

ALARM

OFF

243

121.6

121.775 AUX

121.5

m SENS ®VOL

VHFDF

DF STRENGTH

157

DF Settings For Single Meter Models

MISSIONS Select 121.5 (or 121.775 for

training missions) Select DF Mode Turn Sensitivity to Maximum (Full

Clockwise) Turn Volume to About Mid-Scale DF Needle Will Move Slightly Left

and Right NON-MISSION FLIGHTS

Select 121.5 Select Alarm Mode Turn Sensitivity To Maximum

158

DF Settings ForDual Meter Models

MISSIONS Select 121.5 (or 121.775 for

training missions) Ensure Alarm Toggle Off Turn Sensitivity to Maximum (Full

Clockwise) Turn Volume to About Mid-Scale DF Should Stay About Centered Strength Meter Will Move Up-Scale

to Right NON-MISSION FLIGHTS

Select 121.5 Turn Alarm Toggle On Turn Sensitivity To Maximum

159

Pre-FlightFunctional Check

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

These procedures are covered in the Mission Aircrew Reference Text.

160

Six Steps

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

Use the full procedure every time for the best results RECeive HALF DF TURN CHECK SHOOT

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

161

Step 1 - RECeive

Once you have started to receive the ELT or EPIRB signal on the proper frequency

If you have a single-meter unit, turn the mode selector to RECeive and turn the volume to a comfortable level

If you have a dual meter unit, refer to the STRENGTH window (no need to change modes)

162

RECeive Mode/Strength Window

In receive mode or in the strength window, the unit measures signal strength Needle to the left means low; to the right

means high Values are relative depending on the sensitivity

you have selected You may still be able to use the strength meter

even if the DF is not functioning perfectly It is possible to locate an ELT using only the

Receive Mode Utilize Aural Search/Metered Search methods

to accomplish If the unit isn’t completely operable, try wing

shadowing using one of the aircraft’s communications radios and use the DF unit’s strength meter as a backup using the aural/metered methods

163

Step 2: Half

Now that the unit is in RECeive mode and you have a good signal, turn the Sensitivity Knob to HALF SCALE This is in the center of the window

If you are flying with a dual-meter unit, turn the Sensitivity Knob so the needle reads HALF SCALE in the STRENGTH window

A half-scale strength reading will prevent too much signal (over sense) from entering the unit and will provide you with a good starting point

It is also the optimum for the DF homing antennas

164

Step 3: DF

For single-meter units, turn the mode selector knob to DF

In DF mode, you can think of the needle as always pointing Direct to the Flipping target.

For dual-meter models, simply refer to the DF window (no need to change modes)

A Direction FindingPrimer Antenna Theory

Antennas can be more or less directional depending on their design

Imagine a car radio antenna: it is unidirectional Its pattern looks like the one on the

left A Satellite Dish is highly directional

It would have a pattern like the one on the right

car radioantenna

(monopole)satellite dish (parabolic reflector)

166

DF Antenna The aircraft DF unit has a 2 or 3 “element” antenna

Commonly, we might call this two or three antennas

It just means there are two or three rods! This antenna setup is directional

One element actually receives the signal The other elements (rods) reflect the signal away

from the first rod

N98987

Antenna Elements

167

AntennaReception Pattern

When viewed from the bottom, an antenna setup like the one pictured on the previous slide produces a reception pattern like the one shown here This pattern is called “carotid,”

which means “heart-shaped”

The pattern is the same even if the antennas are mounted above the wing

Element 1 2 3

DF Unit Antenna Pattern

AIRCRAFT VIEW

TOP VIEW

RECEIVINGELEMENT

REFLECTORELEMENTS

DIRECTIONALANTENNAPATTERN

169

DirectionFinding Mode/Window

The DF mode rapidly alternates the receiving and reflecting antenna elements It chooses one element as the

receiver and the other two as the reflectors, then switches to the other set

This produces a carotid pattern each time the unit switches one is shown in blue, the other in

yellow By comparing the two patterns, the unit

will determine when they are equal When they’re equal, the needle centers! When the needle is centered,

the target is either directly ahead or behind you!

170

Step 4: Turn

Turn at least one FULL circle, noting where the DF needle centers

Under ideal conditions, the needle will center twice When facing directly at the source of

the signal When facing 180º away from the

target You will solve this problem (called

ambiguity) in the next step

171

DF Centers

AlternatingAntennaPatterns

AlternatingAntennaPatterns

When The Patterns

Are Equal, The DF Needle Centers!

ELT (Possibility 1)

ELT (Possibility 2)

172

Step 5: Check

Use Turn to Tell Remembering that in DF mode the needle

always points Direct to the Flipping target When you have the needle centered, turn

left or right If you turn left and the needle goes left,

the ELT is 180º from your present heading

If you turn left and the needle turns right, the ELT is dead ahead

173

Ambiguity ELT (Possibility 1)

ELT (Possibility 2)

When Needle Centers ELT is Directly

Ahead or Behind This situation is

called “ambiguity” To Solve

ambiguity: Use Turn to Tell

Make a turn left or right

The needle always points Direct to the Flipping Target (DF!)

174

DF Needle ELT

Compare the YELLOW (LEFT) and the BLUE (RIGHT) antenna patterns

In this case, the LEFT pattern is stronger than the RIGHT

In DF mode, the needle would thenpoint LEFT The needle always

points Direct to the Flipping Target!

175

Solving Ambiguity

Actual ELT positionis unknown to user

Make a small turn left or right As a teaching

reminder, “Use aTURN to TELL”

ELT (Possibility 1)

ELT (Possibility 2)

176

Solving Ambiguity




Example: TURN LEFT needle goes left

ELT (Possibility 1)

ELT (Possibility 2)

177

SolvingAmbiguity

ELT (Possibility 2)




Example: TURN LEFT If needle goes

left ELT is to your

left (behind you)

ELT (Possibility 2)

178

Solving Ambiguity

If you turn Left and theneedle moves Right

The ELT is inFront of you!

ELT (Possibility 1)

ELT (Possibility 2)

179

Solving Ambiguity

ELT (Possibility 1)

ELT (Possibility 2)

If you turn Left and theneedle moves Right


Example: Turn left Needle goes

right

180

Solving Ambiguity

ELT (Possibility 1)

Solution: If you turn Left

and the needle moves Right


181

Step 6: Shoot

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

You may need to fly through a zone of signal dropout

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

“pinpointing the target” techniques listed in this presentation

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

N

S

E

W

45

135

225

315

182

How a L - Tronics DFUnit Works-Summary-

Two Main Modes of Operation RECeive DF

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

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

ambiguity Aircraft and ground units work the

same way

183

Reflections

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

Any flat, hard, or wet object can cause signal reflections Mountains, especially cliff faces Hangars and other metal structures Wet grass or snow Large bodies of water or ice

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

184

Beating Reflections

Check your sensitivity at half-scale or lower But ensure that its high enough to receive

adequate signal Reflections will generally be weaker than the most

direct path to the target Following reflections will generally take your closer

to the target If sensitivity is set to minimum, try DFing on a

different frequency For example, if you are trying to locate an actual

ELT on 121.5 MHz, try locating it on 121.6 or 121.775 MHz when you get close

When all else fails, fly somewhere else to get a good DF bearing-or try that at the first sign of problems!

Beating Reflections

You don’t always need to hear the ELT or EPIRB to find it

A carrier-only signal may be broadcasting with no audible sweep

This is especially true with low or old batteries, damaged ELTs, or spurious transmissions

You can identify a carrier-only signal by DEFLECTION

If it looks like you’re finding an ELT, even if you can’t hear it, you have good DEFLECTION

Good needle deflection generally indicates a signal that is strong enough to DF

186

Carrier-Only Signals

You don’t always need to hear the ELT or EPIRB to find it

A carrier-only signal may be broadcasting with no audible sweep

This is especially true with low or old batteries, damaged ELTs, or spurious transmissions

You can identify a carrier-only signal by DEFLECTION

Good needle deflection generally indicates a signal that is strong enough to DF

Compare your deflection to another frequency If you are using 121.5 MHz, try it on

121.775 MHz If deflection is the same in both frequencies,

you DON’T have a signal, just random noise If deflection is different, keep at it! You have

the signal. If a signal is only received on 243 MHz, it may

be a malfunctioning antenna (e.g., an FAA tower). If you DF to the location (particularly on or near an airport) and you keep ending up at an antenna, investigate. Find out who owns the antenna and its purpose. Inform the IC and let the controlling agency troubleshoot the problem.

187

Carrier-Only Signals

188

Vertical Reflectionsand Signal Dropout

The transmission pattern (similar to the reception pattern of the DF antennas, only for transmission) of an ELT is not a perfect circle or sphere

It has lobes, or, stronger and weaker points

This is accentuated when the ELT is transmitting from a location above the surrounding ground

When you get a good DF heading and the signal fades or drops out completely you may just be outside of one of the signal lobes

When you reacquire the signal, it should be stronger than when you lost it

189

Signal Dropout

NO SIGNAL

SIGNALHEARD

If you encounter a signal dropout, continue to fly on your last good DF heading

You should reacquire the signal in a few minutes Actual time will depend upon your distance to the

target If you are unable to reacquire, return to where you

last heard the signal and re-DF

190

Signal Strength

The rate of change in signal strength increases as you get closer to the transmitter, and RECeive mode or the STRENGTH window measures signal strength

This is due to Maxwell’s inverse square law: When you double the distance from an object, the

energy it you receive from it is 1/4 of what you originally received, or the inverse square: 1/(22) = 1/4

After Scottish Physicist James Clerk Maxwell, 1831-1879

You will therefore need to turn down the sensitivity to keep the unit at half scale in the RECeive mode or STRENGTH window much more often as you get close to the source of the signal This should let you know that you’re getting close

191

Signal StrengthRate of Change

1248

163264

m SENS ®VOL

1

2

3 4 5

6

7

192

“Cone of Confusion”

Cone ofConfusion

Antennas receive best when the pole is perpendicular to the signal

When you approach the directly overhead position on an ELT, your DF will become unreliable It may swing left and right It may center regardless of your

heading You should practice to see what this

“station passage” reading looks like It is similar to crossing a VOR

193

Reception in the “Cone of Silence”

antenna

signal

GOOD

POOR

You may also get a significant drop in ELT signal since the antennas don’t receive well directly off of their tips

Although called a cone of silence, you will probably only see & hear a large decrease in signal instead of complete silence

194

Pinpointing the ELT If you get a station passage indication, make an

approximate 180 degree turn and DF back to the target

Repeat this process using different approach angleseach time, remembering that your path may be curved due to wind (like uncorrected NDB holding)

The point where station passage is received several timesshould be the location of the target

1

2

3

195

Pinpointing the ELT

After you think you have the target located make a low pass over the suspected

location and visually scan if signal strength decreases

significantly or drops out, climb back and try again

this is not the target: sometimes false targets will appear due to reflections or other interference

If you hear the ELT at low altitude, you probably have the right place a low pass down a runway might be a

good idea if you suspect a particular airport

Becker SAR-DF 517 Completely different theory

of operation from L-Tronics DF Pseudo Doppler Shift Beyond the scope of this

course The advanced ELT course

has an explanation Easy to use Displays a delayed average

heading to the beacon Can be used on 121.5, 243.0,

or 406.025 MHz Able to process newest ELTs,

EPIRBs, & PLBs

Becker Operation

Power Mode Page Tune Squelch DF Locate

Power

POWER Press the ON/OFF button—unit should power up and illuminate

Be prepared to execute the next steps…

If you’re not fast enough, you may need to recycle power (turn it off and back on)

Mode

MODE Using the PAGE knob (upper right knob), select: EMERGENCY for an actual SAR

or TRAINING for a training mission This setting can only be changed

on power up Recycle power to change the Mode After setting EMERGENCY or

TRAINING, just WAIT until the unit automatically goes to the next page

The “wait time” is about 15 seconds Don’t push any buttons or turn any

knobs during this period

Page

Use the PAGE knob to cycle to desired page

Page 1 is most like an ADF Page 2 is good for forward quarter only Page 3 is most easily read by the entire

crew, but only in relative bearing

Tuning

The lower-right +/- knob changes the frequency

You want 121,500 for an actual SAR or 121,775 for training

You can alternately use 243,000 or 243,550 respectively

You will only be able to select training frequencies while in the training mode

Similarly, you can only select actual SAR frequencies in the emergency mode

156,800 is for Marine Band Channel 16 EPIRBs

Notice the commas: the Becker is made in Europe; the commas replace a decimal point

Squelch Adjust the squelch knob on the

upper left of the unit

The squelch knob may be marked SQL or DIM (depending when your Becker was made)

Adjust the small triangle arrow until it is pointing barely above the solid bar

The solid bar represents static or ambient noise, but you will want to listen and make sure that the “static” is not actually a signal

When trying to acquire a signal, you may want the squelch all the way down

You may also want to do this to make sure you can hear audio from the Becker

Turn the lower left knob to adjust the volume to a comfortable listening level

Squelch Knob

Squelch Setting Triangle

Ambient Noise Level

Direction Finding (DF) Follow the relative bearings to the ELT Use homing procedures like an ADF Correct for strong winds, if known Remember that these are RELATIVE bearings

with the nose of the aircraft being 360°/ 000° !!!

If you are showing a >006> that means turn right 6°

If the unit shows <354<, then turn LEFT 6° This is similar to a fixed-card ADF “Rub The Tub” RB + TH = TB Relative Bearing + True Heading = True

Bearing This is also true if we replace magnetic

bearing and heading instead of the trues: RB + MH = MB

Therefore if the Becker DF indicates >010> and you are flying a 270° heading, the magnetic bearing of the ELT is 280°. Add right, subtract left.

Becker DirectionFinding Notes

The clear marbles indicate when the Becker first and last receives the ELT signal in its circle

Watching the clear marbles will give you an indication of how coherent your DF solution is The marbles will always jump around; if

they jump around a LOT you don’t have a good DF

You can test this by seeing what your indications are when you reduce the squelch enough to “DF” static

The clear marbles will jump all over the place

Static can sometimes look like a carrier-only signal

The dark marble should be fairly stable on an actual signal because of signal-averaging software

>020>

DARK MARBLE

CLEAR MARBLES

Locate

After flying over the ELT, you should get a “station passage” indication

Turn around and re-DF to locate the target

This is similar to locating with the L-Tronics DF

If you keep the signal at 090 or 270, you can fly a “turn around a point” using the DF

If the target isn’t visually significant, this will give your Scanner(s) the opportunity to put eyes on the target

Bearing on more thanOne Transmitter

If bearing from a long distance, the DF will be pointing at the middle of the two transmitters

This is because the Becker averages the signals it gets

Exactly in the middle between two transmitters, the DF will display an unusable bearing value

The clear marbles will swing WIDE (180 degrees or more) when in the middle of 2 averaged signals

Exactly over one transmitter the DF will be pointing to another (garbling cone)

Tactic for this situation: don’t fly the approach exactly following the indicated averaged bearing: fly about 20 degrees left or right

Becker Thoughts The Becker unit is not as sensitive as the L-Tronics

DF, so you must be significantly closer to the ELT to get initial signal

Because it uses averaging functions, it will not instantaneously point to an ELT like the L-Tronics unit—there is defnitely a delayed raction

The displays on the Becker lead you to believe that it is a pseudo-RMI or ADF type pointer. This is not the case. Even when the complete circle (page 1) is displayed, the arrow only indicates left or right, NOT how much (such as an ADF). The same is true for the “pie” display, page 2

Look to the “dark marble” to indicate the relative direction of the signal; this acts as an ADF-type pointer

Becker Thoughts

Look to the “dark marble” to indicate the relative direction of the signal; this acts as an ADF-type pointer

If you do not have an operable training beacon to practice with, pick an AWOS, ASOS, or other continuously-transmitting source that is within the training frequency range. If you tune it in (see the manual, training mode only) you can DF it. A caution with this method, however, is that an AWOS transmits at least 250 times the power level of an ELT. This makes DFing an AWOS much easier than an ELT

Be careful with the unit as it costs roughly $10,000. MAKE SURE THE UNIT IS OFF DURING ENGINE START/SHUTDOWN. Some installations have the DF independent of the avionics master and the unit is sensitive to surges from start/shutdown.

The complete user manual is available at http://www.beckerusa.com

209

After Locatingthe ELT

After location, coordinate with ground teams to bring them on-scene

Use radio communication and relay GPS coordinates

Pick up the ground team at a predetermined location and lead them to the target

Alternately, coordinate a pick up point on the radio

Practice your air-to-ground coordination skills often try it both with and without radio

communication Air-to-ground is CAP’s best unique ES

skill!

210

Many times the ELT is located at an airfield where it is easier for you to land and locate the ELT than it is to get a ground team to the scene

You can use a hand-held radio or hand-held DF unit

The most commonly used in CAP is the Little L-Per

You did remember to put one of these (with charged batteries) in the aircraft before you left, didn’t you?

DF Upon Landing

211

Six Steps Receive Half DF Center Turn Shoot

Little L - Per

212

You land at an airport with multiple hangars and each hangar is full of aircraft

This can make it difficult to find the ELT Two methods can help:

Signal-offset Using a hand-held radio without its

antenna If the suspect aircraft has an external DF

antenna and you can’t get inside to turn the ELT off, try placing an aluminum foil ‘sleeve’ over the antenna to see if the signal strength decreases significantly

Which of theseplanes is it in?

213

Signal-offset: reflected signals are generally weaker so by tuning your radio further away from the primary frequency you can isolate the signal: Assume ELT transmitting on 121.5; set to

121.55 As you home in set in 121.6 (you may even

work up to 121.7) As you get further away from 121.5 the

area where the signal will break through the squelch becomes smaller and smaller (you can even turn up the squelch to get further isolation)


(Continued)

214

Using a hand-held radio without its antenna: Once you’ve narrowed the suspects down

to one or two aircraft (usually side-by-side), remove the radio’s antenna and hold it next to one of the ELT antennas

Turn the volume down until you just hear the signal

Don’t key the radio’s transmitter with the antenna removed!

Move to the other aircraft’s ELT antenna If the signal is stronger you probably have

it; if weaker, its probably the other aircraft May also put an aluminum foil ‘sleeve’

over the antenna Can also combine this with the signal-offset

method


(Continued)

Use Little L-Per or… Use Body Shielding With any hand held aviation band radio, you can

locate an ELT A Jetstream radio also works great Same concept as wing null method, you are just

using your body to block the signal to the antenna When you get very close, there will be too much

signal to get a null Use Frequency Offset Method—try 121.6 instead

of 121.5 As you home in, tune in 121.6—you can tune

further away the closer you get


(Continued)

How to Body Shield - The Null

NULL!

ELT No Signal To Your Receiver

The Sound Gets Softer! The ELT Is Directly To Your Back Throw your thumb over your

shoulder to point to the ELT

SIGNAL

Once you’ve narrowed the suspects down to one or two aircraft (usually side-by-side), remove the radio’s antenna and hold it next to one of the ELT antennas

Turn the volume down until you just hear the signal

Don’t key the radio’s transmitter with the antenna removed

Move to the other aircraft’s ELT antenna If the signal is stronger you probably have it;

if weaker, its probably the other aircraft May also put an aluminum foil ‘sleeve’ over

the antenna Can also combine this with the frequency-

offset method

Airmobile UDFTeam 101

218

ELTs are usually located in or near the rear of the aircraft. Also look for remote switches. Single-engine Cessna: right side of the upper

baggage area immediately aft of the baggage door Multi-engine Cessna: left side of the fuselage just

forward of the horizontal stabilizer. Accessed through a small push-plate on the side of the fuselage.

Single- and multi-engine Piper: in the aft fuselage. Accessed through a small access plate on the right side of the fuselage.

Single- and multi-engine Bonanza: in the aft fuselage. Accessed through a small access plate on the right side of the fuselage.

Large piston twins (e.g., King Air) and small jets: if installed its probably in the rear section. No visible antenna. May have a small round push-plate that lets you manipulate the ELT switch.

Where is the thing?

219

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

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

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

121.5 to ensure it doesn’t go off again If you can’t find the owner, you may have to

build a foil ‘tent’ (refer to CAPP-2)

Silencing the ELT

220

Silencing the ELT(Continued)

Foil Tent 1’ x 5’ Encloses

antenna Flaps at least

18” beyond antenna on fuselage

Securely taped (masking tape preferred)

221

Ensure that the owner is notified that the ELT was disabled

If you can’t get a phone number, you can place a note on the aircraft (not the window)

Silencing the ELT(Continued)

222

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

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

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

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

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

Legal Issues

223

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

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

Legal Issues(Continued)

224

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

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

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

The local civil authorities are in charge, if they tell you go home, then phone the IC and/or AFRCC and close the mission

Legal Issues(Continued)

225

Visual Search Patterns and Procedures

226

Plan and describe how to fly the following search patterns: Route (track crawl) (O) Parallel track (sweep) (O) Creeping line (O) Point-based (expanding square and sector)

(O) Discuss how to plan and fly a Contour Search

Pattern (O)

Objectives

227

“Hey! Wait a minute. This is stupid.” Do my headings, waypoints, lat/long

coordinates, and distances look sensible Perform:

After planning When you start your pattern Periodically thereafter

The “Stupid Check”

228

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

Designed for non-moving map GPS, but include all the information you need to set up the GX55

Advantages of pre-planning: Sets the details of the sortie in your mind Makes entering data (correctly) into your

GPS easier Allows pilot and observer to concentrate on

their primary task by minimizing navaid setup time and reducing confusion

Examples

229

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

nautical mile (a 1-nm leg width) One minute longitude = anywhere from

0.6572 to 0.9152 nm in the continental U.S. Means you’ll have to fly anywhere from 1.1

– 1.4 minutes of longitude (east or west) to cover one nautical mile

Not hard to do, but for training we will use one minute = one mile, even though we’ll be flying less than 1-nm leg widths

To get the relationship in your area, go to http://jan.ucc.nau.edu/~cvm/latlongdist.php

Latitude, Longitude And Distance(And The GPS)

230

Route Search

Track of missing aircraft

1/2 S

1/2 S

Track of search aircraft

231

Assume we’re searching for an aircraft along Highway 46, between Columbus and Greensburg: Draw the route on the worksheet Include significant turns in the highway

and other identifiers such as towns, airports and major intersections

Search two miles either side of the highway

Route Search Example

232

Route Search

Worksheet Example

233

Parallel Track Search

1 /2 S

S

S

234

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

Grid SearchExample

235

Grid Search Worksheet Example

GX55 Data Type Grid & Sectional: US ,

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

236

Creeping Line Search

s s s s s

Direction of Search

237

Assume we’re searching for an aircraft along Highway 31: Draw the route on the worksheet Start at the intersection of Hwy 31/9

(southeast of Columbus) Stop at the intersection of Hwy 31/50 (east

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

Creeping Line SearchExample

238

Creeping Line Search Worksheet

Example

239

Assume we’re searching for an aircraft along the extended runway centerline of BMG runway 06: Draw the route on the worksheet Search 10 nm beyond the end of runway 06

(southwest) Search three miles either side of the

extended centerline 1-nm track spacing

Creeping Line SearchExample

(CDI Method)

240

Creeping Line Search Worksheet

Example(CDI)

GX55 Data Type Grid & Sectional: US ,

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

241

Expanding Square Search(Second Pass Rotated 45°)

4SS

2S

3S5S

4S

2S

3S

5S

242

Assume we’re searching for a missing ultra-light: Draw the route on the worksheet Center is a 483 AGL tower approximately 8

nm west of Seymour Use cardinal headings, starting to the north

Expanding Square SearchExample

243

Expanding Square Search Worksheet

Example

GX55 Data Type Grid & Sectional: US , STL Pattern: Expanding Square Starting Waypoint: N 38º 59´ W 86º

10´

Spacing: 1 nm Direction of Travel: 000º

244

Sector Search

Sector search is easier to flythan expanding square

The pattern provides concentratedcoverage near the center of the area

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

the exact location visually

The pattern and headingsare planned in advance

S max

S mean

245

Contour Search

This is a difficult and dangerous pattern to fly.

Requires special training such as the Mountain Flying course.

246

Stepping Through a Typical Mission

247

Discuss the items you should check before leaving on a mission: (P) Personal and aircraft items CAPF 71 State the flight time and crew duty

limitations (per the current CAPR 60-1) State the three unique entries made by a

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

“IMSAFE” and flight release Preflight & loading Departure

Discuss the approach and your actions upon arrival at mission base, including the general briefing. (P)

Objectives

248

Discuss the six steps of ORM and the four principles involved. (P)

Discuss the aircrew briefing. (P) Describe the information contained in and how to

fill out the front of the CAPF 104. (P) Discuss the items checked and actions taken before

leaving on a sortie: (P) Release and preparation Preflight and Departure State when the ‘sterile cockpit’ rules starts and

ends Discuss duties during the sortie, including: (P)

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

ends


249

Discuss your actions upon arrival back at mission base. (P)

Describe the information contained in and how to fill out the back of the CAPF 104. (P)

Discuss the aircrew debriefing. (P) Discuss your actions upon arrival back home,

including: (P) What to do with the aircraft What to do if you observe signs of post-

traumatic stress When the mission is officially over for you

and your crew


250

What’s the RUSH ?

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

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

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

251

Survival Rates

Of the 29% who survive a crash, 60% will be injured: 81% will die if not located within 24

hours 94% will die if not located within 48

hours Of those 40% uninjured in the crash:

50% will die if not located within 72 hours

Survival chances diminish rapidly after 72 hours

252

Response Times

Average time from the aircraft being reported missing to AFRCC notification: 15.6 hours if no flight plan was filed 3.9 hours if a VFR flight plan was filed 1.1 hours if an IFR flight plan was filed

Average time from the aircraft being reported missing (LKP) to CAP locating and recovering: 62.6 hours if no flight plan was filed 18.2 hours if a VFR flight plan was filed 11.5 hours if an IFR flight plan was

filed

253

The Rush?

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

and faster! Training, practice and pre-planning help

us accomplish these goals Also tells us, as pilots, to always file a

flight plan

254

Leaving Home Base

Proper uniforms per CAPM 39-1 Required credentials Current charts for the entire trip (gridded,

if you have them) Personal supplies and money Equipment such as cell phone and

flashlights (including spare batteries) Charts and maps

255

Leaving Home Base(Continued)

Check the Weight and balance, CO monitor & Fire Extinguisher status, fuel reserve and management plan, Discrepancy Log

Tie-downs, chocks, Pitot cover and engine plugs

Equipment such as fuel tester, survival kit, binoculars, sick sacks, and cleaning supplies

256

Leaving Home Base(Continued)

Obtain briefing and file FAA Flight Plan

Complete “Inbound” 104 and get released by FRO

257

Leaving Home Base“IMSAFE”

Illness Medicatio

n Stress Alcohol Fatigue Emotion

258

FROChecklist

(60-1)

259

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

260

Preflight Check the aircraft: Pre-flight (e.g., CAPF 71,

CAP Aircraft Inspection Checklist) Check the date and starting Tach & Hobbs

times to ensure you won't exceed: mid-cycle oil change (40-60 hours, not to

exceed four months) 100-hour/Annual 24-month Transponder inspection, Pitot-

Static system inspection, Altimeter calibration, & ELT inspection/Battery replacement date

30-day VOR check for IFR flight Check the AD compliance list Fill in the CAP flight log

261

Preflight(Continued)

Check the Discrepancy Log; ensure no discrepancy makes the aircraft unsafe for flight or reduces your ability to accomplish the mission

Verify any outstanding discrepancies during your aircraft preflight. If new discrepancies are discovered, log them and ensure the aircraft is still airworthy and mission ready

During loading, ensure that all supplies and equipment correspond to what you used in your Weight & Balance

Windshield and windows are clean, and that the chocks, tie-downs, and Pitot tube covers/engine plugs are stowed

Check and test special equipment

262

Preflight(Continued)

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

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

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

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

263

Departure

Always use the checklists; use the challenge/response method

Seat belts and shoulder harness (always <1000 AGL)

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

264

Departure(Continued)

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

feet of obstacles Maintain at least 50' behind light single-engine

aircraft, 100' behind small multi-engine and jet aircraft, and 500' behind heavies and taxiing helicopters

Go over the crew assignments for takeoff and departure and make sure each crewmember knows in which direction they should be looking during each.

Remind the crew that midair collisions are most likely to occur in daylight VFR conditions within five miles of an airport at or below 3,000’ AGL! This means that most midair collisions occur in or near the traffic pattern. Since the pilot has only one set of eyes, this (and aircraft design) leaves several 'blind spots' that the observer and scanner must cover -- particularly between your 4 and 8 o'clock positions.

265


Be sure and include the DF unit's Alarm light self-test in your scan during startup. The light should blink for several seconds; if it doesn't your unit may be inoperative.

Ensure that the DF, Audio Panel and FM radio are set up properly. If possible, perform an FM radio check. Select your initial VOR radial(s) and GPS setting (e.g., destination or flight plan).

Obtain ATIS and Clearance (read back all clearances and hold-short instructions). Then verify the crosswind limitation. Set up the navigational instruments (e.g., VOR radials and GPS destination, entry points and waypoints)

Once you begin taxiing, check your brakes

266


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

Procedures Check for landing aircraft before taking the active At takeoff, start the Observer Log with the time and

Hobbs for "Wheels Up“ The FAA's "operation lights on" encourages pilots to

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

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

267

Arrival at Mission Base

Obtain ATIS (or AWOS) as soon as possible. May be able to contact mission base on FM radio.

Review taxi plan/airport taxi diagram and make crew assignments for approach, landing and taxi

Make sure each crewmember knows in which direction they should be looking during each. Remind the crew that midair collisions are most likely to occur in daylight VFR conditions within five miles of an airport at or below 3,000’ AGL! This means that most midair collisions occur in the traffic pattern, with over half occurring on final approach

Sterile cockpit rules are now in effect!

268

Return to BaseBasic Pattern

269

Arrival at Mission Base

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

Defer after-landing checks until clear Log and report "Wheels Down" Watch for Marshallers and follow their

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

270

Arrival at Mission Base(Continued)

Secure the aircraft: Avionics/Control lock, Master Switch OFF Tie-downs, chocks, Pitot tube cover and

engine plugs Close windows, Fuel Selector Switch in

'Right' or 'Left,' and Parking Brake OFF; remove personal items and special equipment; lock the doors and baggage compartment.

Oil & fuel, clean windows and leading edges Close FAA flight plan, call FRO Check aircrew and aircraft into the mission Complete “Inbound” 104 Get sortie assignment Determine food and lodging

271

Arrival at Mission Base(In Style)

272

General Briefing

Mission objective and status Safety and hazards Mission base procedures Weather Frequencies Code words (Generally No Longer

Used)

273

Operational RiskManagement

Accomplish the mission with the least possible risk.

More than common sense, more than just a safety program.

Educated (informed) risk versus taking a gamble.

Part of the CAP culture.

274

ORM – Six Steps

Identify the hazards Assess the risks Analyze risk control

measures Make control decisions Implement risk controls Supervise and review

275

ORM Principles

Accept no unnecessary risks.

Make risk decisions at the appropriate level.

Accept risk when the benefits outweigh the costs.

Integrate ORM into CAP practices, procedures, and planning at all levels.

276

ORM and the Aircrew

Acknowledge risks in order to deal with them. Each crewmember is responsible to look for

risks. Don’t ignore risks; if you can’t eliminate or

reduce the risk, tell someone. PIC has ultimate authority and responsibility to

deal with risks during the sortie. PIC has the responsibility to inform his or her

crew of the risks involved, and to listen to and address their concerns.

277

Aircrew Briefing

Sortie Objectives

Weather

Altitudes

Duties

278

CAPF 104Page 1 of 4

- Flight Plan- Briefing form

279

Preparing toLeave on a Sortie

Check in with briefing officer Check in with air operations Present 104 to flight line supervisor Pilot pre-flights aircraft Observer checks mission equipment

and supplies Review flight time and duty

limitations Final restroom visit

280


(Continued)

Pilot’s briefing: Seat belts and shoulder harness, no smoking Seat belts & shoulder harness, emergency

egress procedure Fuel management plan and assumptions Taxi plan/diagram, crew assignments Startup and Taxi emergency procedures When sterile cockpit rules are in effect

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

281


(Continued)

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

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

282

Taxi Mishaps Becoming a bigger problem each year (#1 trend in

CAP) Pilots are:

straying from designated taxi routes not allowing adequate clearance and not

considering the tail and wings during turns taxiing too fast for conditions and taxiing with

obscured visibility distracted by cockpit duties not using other crewmembers to ensure

clearance Strategies:

Thorough planning and preparation eliminates distractions

Crew assignments for taxi Treat taxiing with the seriousness it deserves Sterile cockpit rules!

283

Taxi and Departure

The sterile cockpit rules begin at this time Startup, taxi and departure were covered

earlier If there are flight line Marshallers, they will

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

Observer begins Observer Log with time and Hobbs, reports “Wheels Up”

Takeoff, climb and departure were covered earlier

Once clear of the airport/controlled airspace environs the crew settles into the transit phase

284

During the Sortie

Depending on circumstances (e.g., the airspace is still congested or multiple obstacles are present) the sterile cockpit rules are normally suspended at this time. The aircrew maintains situational awareness at all times during the flight

Double-check navigational settings that will be used in the search area, review search area terrain and obstacles, review methods to reduce crew fatigue during the search or to combat high altitude effects.

Update in-flight weather, file PIREPs, periodically check navigational equipment against each other to detect abnormalities or failures

285

During the Sortie(Continued)

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

Observer logs and reports “Entering the Search Area,” primary duty is now Scanner

Periodic “Ops Normal” reports, Observer asks about fuel status and altimeter setting at least hourly

Scanner and observer logs, sketches

286

During the Sortie(Continued)

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

If target spotted notify mission base immediately; begin recovery ASAP

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

287

Return to Base - RTB

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

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

Reorganize the cockpit in preparation for approach and landing.

Approach, landing and arrival were covered earlier

288

Return to Base – RTB(Continued)

Check back in and take a break Drawings or markings made on charts or maps

should be transferred onto the CAPF 104 or attached to it

Make sure everything is clear and legible The two most common entries overlooked

when completing the CAP flight plan (front side of the CAPF 104) are "ATD" (actual time of departure) and "Actual LDG Time."

289

CAPF 104Page 2 of 4

290

CAPF 104Page 3 of 4

291

CAPF 104Page 4 of 4

292

Debriefing

Note both Positive and Negative results Use the reverse of CAPF 104 Used to determine how effective the search

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

sparse, dense Other information — hazards, changes from

plan Used to calculate the “probability of detection”

that is used for subsequent search planning

293

Debriefing(Continued)

Complete the reverse side of the CAPF 104

Discuss items on the 104 Assemble attachments Report to debriefer Be TOTALLY HONEST during the

debriefing

294

Debriefing(Continued)

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

debriefing

295

The End of the Mission

Turn in equipment and supplies Settle fuel, food and lodging bills Plan the trip home Fill out “Outbound” CAPF 104 Check weather and file FAA Flight

Plan Check out with mission staff, obtain

flight release

296

The Trip Home

Maintain crew discipline and continue to use mission procedures and checklists

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

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

Close FAA Flight Plan Complete the “Outbound” 104 Ensure ability to complete CAPF 108 Once everyone is at home, call mission base

with Hobbs from the ‘Outbound’ 104

297

Local Drillsand Exercises

Easy Inexpensive Very Efficient Very

Worthwhile Fun

298

Crew Resource Management

299

Discuss failures and error chain. (O) Discuss situational awareness. (O) Discuss how to regain SA once lost. (O) Describe barriers to communications.

(O) Define/discuss task saturation. (O) Discuss assignments and coordination of

duties. (O)

Objectives

300

WhyCrew ResourceManagement?

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

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

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

301

Why CRM?(Continued)

CAP 1996 1997 1998 1999 2000 Aircraft accidents 9 5 6 3 1 Per 100,000 hours 7.79 4.16 4.76 2.34 0.94 A/C flight incidents 28 27 19 12 16 A/C ground incidents 7 8 3 6 8

Fatalities 7 2 3 2 0

302

Why CRM?(Continued)

MISHAP 1998 1999 2000

Taxi 9 4 9 Ground 4 6 3

Landing 8 8 10

Other 4 3 2

303

Failures

Parts and equipment Mechanical

failures People

Human failures

304

The Error Chain

A series of event links that, when considered together, cause a mishap

Should any one of the links be “broken,” then the mishap probably will not occur

It is up to each crewmember to recognize a link and break the error chain

305

Situational Awareness (SA)

Know what is going on around you at all times

Requires: Good mental health Good physical health Attentiveness Inquisitiveness

306

Loss of SA

Strength Of An Idea Hidden Agenda Complacency Accommodation Sudden Loss Of

Judgment

307

Symptoms ofLoss of SA

Fixation

Ambiguity

Complacency

Euphoria Confusion

Distraction

Overload

308

Hazardous Attitudes

Anti-Authority

Impulsiveness

Invulnerability

Macho Resignation Get There

It-us

309

Regaining SA

Reduce workload: Suspend the mission. Reduce threats:

Get away from the ground and other obstacles (e.g., climb to a safe altitude).

Establish a stable flight profile where you can safely analyze the situation.

Remember: “Aviate, Navigate, Communicate”

310

How do we get it back?

Trust your gut feelings “Time Out,” “Abort,” or “This is Stupid.”

Pilot establishes aircraft in a safe and stable configuration, and then discuss the problem

Sterile Cockpit Limit talk to the minimum necessary for

safety. Taxi, takeoff, departure, low-level flying,

approach, landing

311

Barriers toCommunication

Hearing The biological function of receiving sounds,

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

Listening Correctly identifying what the sender has sent in

their message

312

Barriers toCommunication

(Continued)

Distracters Physical/Mental: Noise, static, simultaneous

transmissions; fatigue and stress Wording: Incomplete or ambiguous message,

too complex or uses unfamiliar terminology Personal: Boring, lack of rapport or lack of

credibility

313

Task Saturation

Too much information at one time Too many tasks to accomplish in a given time Usually occurs when an individual is confronted

with a new or unexpected situation and loses SA

314

Task Saturation(Continued)

Keep your workload to an acceptable level If you feel overwhelmed, tell the others before

becoming saturated and losing you situational awareness

Watch your team members for signs of saturation

315

Identification ofResources

External and Internal Identify your resources, know where to find

them, and how to use them to accomplish the mission

316

Assignment of Duties

CAPR 60-3 Flight Related -- Aircraft

Commander Mission Related -- Incident

Commander

317

Crew Coordination

Understand and execute your assignments

Communicate Question

318

Summary

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

other crewmembers 67% of air transport accidents occur

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

Begin critical communications with instructions, then explain

319

Summary(Continued)

Successful missions hinge on each and every crewmember

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

Never stop learning Don’t be afraid to ask questions Never criticize someone for asking

questions Anyone can call “Time Out”, “Abort”, or

“This is Stupid” Remember that the Mission Pilot must

make the final decision based on the crew’s input.

320

Questions?

Always Think Safety!

Authored by Rich Simerson 01-Mar-2004 Modified by Lt Colonel Fred Blundell TX-129 Fort Worth Senior...

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Transcript of Authored by Rich Simerson 01-Mar-2004 Modified by Lt Colonel Fred Blundell TX-129 Fort Worth Senior...