Número de unidades

8. During the en route phase of the flight, the aircraft captain should utilize this time to ensure the crew is prepared for the mission, all pre search checks are carried out and the cockpit and cabin are organized. The aircraft captain/first officer shall:

a. establish communications with the RCC/SM and advise ETA for the search area;

b. monitor all relevant guard frequencies and frequencies that may be used by the missing aircraft, and be alert to both modulated and unmodulated signals;

c. maintain a skeleton log to ensure that a complete resume of all activities is available for debriefing the RCC/SM; and

d. select the appropriate starting point to enable aircraft to be established on an initial search track before commencing the search.

9. Prior to entering the search area, the aircraft captain/first officer shall carry out the following pre search procedures:

a. prior to entering the assigned search areas, slow the helicopter to search speed, and establish the helicopter at search altitude;

b. ensure the spotters are in position; c. carry out the functional intercom check; d. set the RAD ALT to search height; and

e. ensure the spotters are aware of search distances by pointing out obvious landmarks on either side of the helicopter at the assigned distance. This should also be done periodically during the search and after each spotter rotation.

10. The flying pilot should discuss speeds and altitudes with the crewmembers and be prepared to change the speeds and altitudes, as required, in order to maximize search effectiveness.

11. The search procedure and area assignment, as detailed by the RCC/SM shall be followed unless the on scene situation dictates otherwise. When it is not possible to carry out the initial task as assigned, the RCC/SM is to be contacted for a new assignment. If contact is not possible, and in the aircraft captain’s judgement, the intent of the task may still be achieved with a different procedure, a new procedure may be adopted and the RCC/SM advised when contact is possible.

b. maintain a weather watch for the search area, destination, and alternates, for the total flight period;

c. update search information and brief all crewmembers;

d. investigate all sightings to the satisfaction of the spotter/SAR tech; e. request an RCC/SM check of all suspected crash sites against records of

known crash locations;

f. pass a Notice Of Crash Location (NOCL) message to RCC/SM if the object is located;

g. maintain an accurate track by visual pinpointing, heading, GPS or other navigational aids, depending on availability and weather;

h. monitor aircraft fuel to ensure sufficient for RTB or alternate; i. calculate and update the latest time for leaving the search area; and j. log all significant sightings, unsearched areas and adverse weather

conditions to permit a complete debriefing by the RCC/SM at mission end. 13. Once the decision has been made to exit the search area or the area tasked has been searched, the aircraft captain shall:

a. advise the crew on departure from the search area; b. advise the RCC/SM of the departure and ETA to base;

c. brief the RCC/SM on the area covered, significant observations, weather in the search area, estimate of effectiveness of coverage, and any other information which may be of assistance; and

d. debrief the crew. SEARCH PROCEDURES

14. Searches can be divided into two broad categories, visual and electronic. While NVG and FLIR searches would seem to fall somewhere between the two, for the purposes of this chapter NVG and FLIR will be considered visual searches. The type of search to be used, depends on many factors and is normally decided by the aircraft commander or search master if one is involved. Initial searches are normally along the track or intended track of the missing/distressed vehicle, or begin at a reported location. Subsequent searches are then conducted in areas of high probability until search termination. VISUAL SEARCH PATTERNS

15. Experience has shown that the most reliable way (and thus the primary method) of following a visual search pattern is by map reading with visual reference to the ground, using

conditions make navigating by map impractical, the CH 146 Avionics Management System (AMS) can be used as a primary means of navigating the search pattern.

16. The commonly used visual search patterns and their typical employment are listed below:

a. Track Crawl (TC):

(1) search target is missing and intended route of target is primary lead;

(2) often the first search action taken for missing aircraft / vessels; (3) advantages: rapid coverage of highest probability track; minimal

planning reqr; and

(4) disadvantages: presumes good knowledge of targets actual track. b. Creeping Line Ahead (CLA):

(1) consistent coverage of a desired search area;

(2) often used when info concerning a target is limited to a point of origin and intended destination, and actual target location may be either side of a direct track due to navigational error, poor weather, etc;

(3) advantages: consistent, thorough coverage of area; simple to plan and navigate; and

(4) disadvantages: does not distinguish between high and low

probability zones within a search rectangle, thus may be inefficient when time is critical.

c. Expanding Square (ES):

(1) used for a concentrated search of small areas where approximate or last known position is available;

(2) may be modified to an expanding rectangle with long legs running in the suspected direction of travel;

(3) advantages: prioritize high probability last known position (LKP); and (4) disadvantages: difficult to plan & navigate; AMS does not lend

itself to easily backing up an ES search. d. Contour Search (CS):

(1) normally used only in mountainous areas or valleys;

(3) disadvantages: thorough spotting normally only possible from one side of helicopter at a time.

17. Search height, airspeed, and track spacing varies depending upon visibility, terrain, and weather conditions. The chart below can be used as a guideline for

determining search parameters, however conditions on scene will often require modifying these guidelines. If a SAR Tech is on board, he should be consulted as to what search parameters should be used.

Over Land Terrain Altitude (ft AGL) Visibility (nm) Spacing (nm) Remarks Open to Lightly Wooded 1,500 1,000 500 3 1 1/2 6 2 1 Initial coverage Second coverage Third coverage Moderate to Heavily Wooded 1,500 1,000 800 3 1 or 2 1/2 6 2 or 4 1 Initial coverage Second coverage Third coverage Contour

Searches 500 ft intervals n/a n/a

Night NVG As per day visual searches above Night Unaided 3,000 2,000 5 5 10 10 2,000 ft above highest peak in mountainous regions. FLIR Search As determined by FLIR field of view; see FLIR section later in the

chapter

Notes: 1. Visibility refers to the search visibility (how far from the helicopter spotters are searching), not weather limits.

2. Note that track spacing is always double the search visibility, to avoid searching the same area with spotters on each side of the helicopter.

Table 10-1: Search Height, Airspeed And Track Spacing

18. Due to the difficulty of spotting individual survivors in open water, the following table lists guidelines for modifying search altitudes when conducting such a search. 19. Track Crawl (TC) Search Pattern (Fig 10-1). The track crawl search pattern is the one normally used when an aircraft is reported overdue. It consists of rapid and reasonably thorough coverage on either side of the intended track of the missing aircraft.

20. The search aircraft proceeds along the intended track of the missing vehicle, from its last known position to its intended destination, then returns on a parallel track at double the assigned search visibility to one side of the original track. This procedure is repeated outbound on the opposite side of the original track, again at double the assigned search visibility.

Over Water

Conditions Altitude

Survivors without a raft or dye marker Below 500' Survivors in a raft without a dye marker or signalling

device

800' - 1,500'

Survivors with dye marker 1,000' - 2,000'

Survivors with signalling device 1,000' - 3,000' Table 10-2: Search Altitude For Search Over Water

21. In Fig 10-1, the allotted search altitude is 1,500 feet AGL, and the search visibility is one and one-half miles. The search aircraft flies the pattern as shown. 22. The CH 146 AMS is well suited for assisting with track crawl searches. The parallel offset feature can be used to program the track bar for offsets to either side of the intended track, at offset ranges up to 20 nm.

23. Creeping Line Ahead (CLA) Search Pattern (Fig 10-2). The search aircraft proceeds to a corner of the appointed square within the search area, and then, flying at the specific altitude, searches the area while maintaining parallel tracks. The first parallel track is at a distance equal to the search visibility from the edge of the search area. Successive tracks are flown parallel to, but at twice the assigned search visibility from each other.

24. While the best method of navigating a CLA search is visually with the pattern plotted on a suitably scaled map (1:250, 000 JOG maps are usually well suited), the CH 146 AMS is capable of assisting in conducting CLA patterns. As with the TC search, LRN “Flight Plan” mode should be used, with the parallel offset feature used to generate successive tracks. Only two way points are required in the flight plan (those defining the first leg), and way point sequencing should be set to “Manual”.

25. In Figure 10-2, the search height is 1,500 feet AGL and the search visibility is one mile, the search aircraft will fly the pattern as shown.

26. Following the completion of each leg, the non flying pilot simply selects the next way point (flight plans cycle to the first waypoint upon reaching the last) and increases the offset. Note that successive offsets are in opposite directions (e.g. L2.0, R4.0, etc.). 27. Also note that the end of the leg will be indicated by the No. 1 bearing pointer passing 90 degrees relative bearing, and the distance display indicating the offset distance; with parallel offsets entered, the distance display should never reach 0.0.

28. Each track may be flown in SAS or ATT mode. Placing the HSI in LRN and selecting TER (Terminal Mode) will show 1 NM for full scale deflection of the track bar, which is appropriate for this scale of navigation. When flying in SAS mode, flying the track bar for the desired track and cross checking the track on the appropriate map will give a very accurate track search. To reduce pilot workloads and increase the ability of the flying pilot to visually search, ATT mode may be used, coupled in LRN and IAS modes. When the desired track is achieved, couple the NAV and IAS modes and set the appropriate IAS using the Fore-Aft Beep Switch. Now the flying pilot has only to adjust the collective to maintain the desired search altitude. When the turn point for the next track is reached, engage HDG mode and turn 90E to intercept the next track. Select “NEXT WPT” from the Flight Plan Menu and then apply the appropriate offset and then NAV mode can be re-engaged to intercept the next track of the search pattern. These methods are only aides to navigating using an appropriate map as your primary means of conducting the search.

29. The Expanding Square (ES) Search Pattern (Fig 10-3). To conduct an ES search, the aircraft flies directly to a given point (often a last known position) and then proceeds on a track (normally upwind) to a point at a distance equal to twice the assigned search visibility. From that point, the aircraft is flown on tracks at right angles to each other, at a distance apart of twice the search visibility. The length of the track is increased by twice the search visibility on every second track.

30. In Figure 10-3, the search visibility is one mile, and therefore track distances are 2, 4, 6 miles etc.

Figure 10-3: Expanding Square

31. The ES pattern requires close attention to navigation, especially during the first several tracks. Carefully plotting the pattern on an appropriately scaled map makes this task much easier.

32. At present there is no navigation feature which provides much assistance with ES patterns without extensive waypoint entry.

33. Contour Search Pattern (Fig 10-4). This pattern is used when sharp changes in elevation make the use of other search patterns impractical. Vertical features such as peaks and valley walls are searched at a series of altitudes beginning at the top and working down.

34. This pattern requires an overall reconnaissance of the search area to identify vertical features that will be searched one at a time. When the area contains peaks of uniform height, it is possible to search this high ground by using creeping lines before the contour search is begun.

35. The starting altitude for a contour search should be the highest elevation possible on the feature. The search then continues downward. In certain cases, the search may be commenced at a lower altitude to burn off fuel and decrease aircraft weight prior to searching higher elevations.

36. CFACM 60-2605 Airlift Operations, SAR, contains much additional information on the planning and execution of mountain searches.