CAP Mission Aircrew
SAR/DR Mission Pilot Course
Revision April 2010
Introduction
Administrative Items
CAPR 60-series Review
(see Aircrew CAPR 60series review slides)
Mission Pilot Requirements


Trainee
• Qualified CAP VFR or IFR Pilot, with at least 175 hours PIC that
includes 50 hours cross-country
• Qualified as Mission Scanner
• Qualified as Transport Mission Pilot
• At least 18 years of age (minimum: should be mature)
• SQTR-MP Familiarization and Preparatory training
• Commanders authorization
Qualification
• SQTR-MP Advanced training requirements and CAPF 91
• At least 200 hours PIC
• FEMA IS-200a course
• Exercise participation (two missions; see 60-3)
• Unit certification and recommendation
• Aircraft Ground Handling
MP Duties & Responsibilities
 Primary
Responsibility: Pilot the aircraft in a safe
and proficient manner, following all CAP and FAA
rules and regulations.
 Second: Remember that you are a pilot, not a
scanner.

In addition to these duties, the pilot must perform all the
duties of the Observer if no qualified observer is on board
MP Duties & Responsibilities
 In





addition to the duties of Pilot-in-Command:
Responsible for obtaining complete briefings and for
planning sorties
Thoroughly brief the aircrew before flight, including a
briefing on their responsibilities during all phases of the
upcoming flight
Obtain a proper flight release
Enforce sterile cockpit rules
Utilize CRM techniques and procedures
MP Duties & Responsibilities



Fly search patterns as completely and precisely as
possible; report any deviations from the prescribed patterns
during debriefing
Monitor the observer and ensure all events, sightings and
reports are recorded and reported
Fill out all forms accurately, completely and legibly
Forms
CAPF 101
 CAP SQTRs
 CAPF 104
 CAPF 108
 FAA Form 7233-1
 ICS forms

Forms 104 and 108

CAPF 104 Mission Flight Plan / Briefing / Debriefing
Form
• CAPR 60-3 Requirement
• Completed for each mission sortie (WMIRS)

CAPF 108 CAP Payment / Reimbursement Document
for Aviation / Automotive / Miscellaneous Expenses
•
•
•
•
CAPR 173-3
Completed for each mission
File within 30 days after mission completion
Normally generated in WMIRS for missions
Flight Plans and Forms
Summary
 Forms
are important!
 Complete, accurate and legible
 Label attachments


You implement the CAP mission
Know the source regulations
• CAPR 60-1 (flying operations)
• CAPR 60-3 (training and operational missions)
• MOUs
Communications
(Chapter 2)
Objectives
Throughout
these slides, each objective
is followed by:
 The
mission specialty rating to which the
objective applies (O = Observer and P =
Pilot)
 The section in the MO/MP Reference Text
where the answer to the objective may be
found
Objectives (con’t)
 Describe
how to use the Audio Panel and
FM radio {O & P; 2.1.2 & 2.1.3}
 Discuss CAP FM radio reports {O & P; 2.1.5}
• List the minimum required reports
Using the Audio Panel





On/Off, Volume control
Mic Selector switch and receiver switches
Split mode
Swap mode
Intercom mode
Audio Panel
Transmitter combinations
Intercom
modes
Using the FM Radio


Main and Guard (squelch is automatic)
Normal settings:
•
•
•
•
•
•
MN
G1
HI
4 or 6 to scroll through frequencies
5 Scan (if enabled)
2 (increase brightness) and 8 (decrease brightness)
Using the FM Radio



Volume controls
National and wing communications officers program the
radios (Guard 1 and Guard 2 are preset), so all you have
to know is how to use the radio
Guard is set to G1; if base wants to call you, you will hear
them no matter what (MN) frequency you’re on
• Just take MN/GD switch to GD, answer, then back to MN

G2 isn’t to be used for conversations; after making
contact switch to a different (MN) channel
FM Radio Reports


Radio check (initial flight of the day)
Minimum required reports:
•
•
•
•

Takeoff time
Time entering search area (may be more than once)
Time exiting search area (may be more than once)
Landing time
Operations normal (Ops Normal) reports
• Defined during briefing, usually every one-half hour
CAP Aircraft Callsigns
CAP
has the FAA authorized callsign
“CAP”
FAA callsigns are stated in ‘group’
form
CPF 4239 is stated as “CAP Forty-Two
Thirty-Nine”
CAP Aircraft Callsigns
CAP aircraft should only use the
word “Rescue” in their callsign
when priority handling is critical
“CAP Forty-Two Thirty-Nine
Rescue”
 DO NOT abuse this!

High Altitude and
Terrain Considerations
(Chapter 4)
Objectives
OPTIONAL

Review the effects of high altitude on aircraft
performance
Objectives
 Concerning
atmospheric pressure:
• State the pressure at sea level, and describe how to
compensate for ‘other-than-sea level pressures’ when setting
the altimeter
• Discuss the three factors that affect the density of an air mass.
• Define density altitude, and compute DA for a given situation
using a chart and flight calculator

State the phases of flight affected by a decrease
in atmospheric pressure, and how aircraft
performance is affected
Objectives (con’t)
 Discuss
strategies to compensate for high DA
during searches
 Discuss mountainous terrain precautions and
strategies
Atmospheric Pressure
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

Density Altitude

Three factors:
• Pressure
• Temperature
• Humidity



Altitude and pressure combined to determine pressure
altitude
Add non-standard temperature to get density altitude
Remember: Drag, lift, power available and true airspeed
are all affected by density altitude
TAS vs. DA
Density
Altitude
Flight Computer

Circular slide rule
•
•
•
•
Density altitude
Nautical to statute miles
True airspeed
Other stuff
Aircraft Performance
 Density
altitude and aircraft weight have
a tremendous effect on aircraft
performance
 Both must be accurately calculated,
especially for mountain flying missions
Pressure vs. Performance
 As
altitude increases pressure decreases; this
decrease can have a pronounced effect on
flight:
• Engine (hp) and prop are less efficient
• Take off distance, climb rate, and landing distance effected
Take off distance almost doubles with a 5000
foot elevation increase
 Rate of climb slows with higher elevation
 Landing distance increases with higher elevation
 Higher Humidity, Heat or Height result in reduced
aircraft performance

DA & ROC
Reduced Performance
Strategies
 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

If you fly in the mountains, take the Mountain
Fury Course
altimeter setting hourly)
Flight Near Mountainous
Terrain
 Crews
must be constantly careful that the search
never takes them over terrain that rises faster
than the airplane can climb. Narrow valleys or
canyons that have rising floors must be avoided,
unless the aircraft can be flown from the end of
higher elevation to the lower end, or the pilot is
certain that the aircraft can climb faster than the
terrain rises. Careful chart study by the crew
prior to flight will help identify this dangerous
terrain.
 If you fly in the mountains, take the Mountain
Fury Course
Flight Near Mountainous
Terrain
Flight Near Mountainous
Terrain
Flight Near Mountainous
Terrain
Fli ght Path
2000 ft.
W ind
QUESTIONS?
Navigation and
Position Determination
(Chapter 5)
Objectives
 Given
coordinates and a sectional, use the
Standardized Latitude and Longitude Grid
System to draw a 7.5° x 7.5° search grid.
{O & P; 5.10.1}
 Given a grid and Attachment E of the U.S.
National SAR Supplement to the International
Aeronautical and Maritime SAR Manual, use the
CAP Grid System to draw a 7.5° x 7.5° search
grid. {O & P; 5.10.2 and Attachment 1}
Sectional Aeronautical Charts



1 to 500,000
Medium to slow speed aircraft
Types of Information: Legend, Aeronautical, Topographical
Standardized Lat/Long
Grid System
This system does
not require special
numbering
 Lat-Long of lower
right corner
defines the grid
(latitude first)
 Letters are used to
define sub-grids

36/102 AA 36/102 ADB
103-00 W
102-00 W
37-00 N
A
C
B
A
B
C
D
B
36-30 N
102-45 W
D
C
36-00 N
102-30 W
103-00 W
102-00 W
Search Planning
and Coverage
(Chapter 6)
Objectives
 In
basic terms, discuss how search planners
determine the Maximum Area of Probability and
then the Probability Area {O & P; 6.2.1 & 6.2.2}
 Given a POD table, discuss the advantages and
disadvantages of various search altitudes and
speeds over the three major types of terrain
{O & P; 6.2.3}
 Discuss the importance of proper execution of
search patterns {P; 6.2.4}

Optional – Review POD Example
Narrowing the Search
 Search
Involves
• Estimating the position of the wreck or survivors
• Determining the area to be searched
• Selecting the search techniques to be used

Maximum Possibility Area
• Circle around the Last Known Position (LKP)
• The radius is equal to the endurance of the aircraft
• Correct for wind

Probability Area
• Where is the aircraft likely to be
Search Altitudes & Airspeed

Altitudes
• Per CAPR 60-1, sustained flight below an altitude or lateral
distance from any object of 1,000 ft during the day or 2,000 ft at
night is prohibited except for takeoff and landing or in
compliance with ATC procedures (such as IFR flight). At no time
will the pilot allow the aircraft to come within 500 feet of terrain
or obstructions unless taking off or landing.
• So, pilots may descend below the designated search altitude to
attempt to positively identify the target, but never below 500'
AGL; once the target has been identified the pilot will return to
1000' AGL or higher. [Refer to CAPR 60-1 for special restrictions
for over-water missions.]

Airspeed
• Should never be lower than Vx
Search Factors
 Factors
•
•
•
•
•

which effect detection
Weather; terrain; lighting conditions
Sweep Width (W)
Track Spacing (S)
Coverage Factor (C)
Probability of Detection (P)
Determine factors for search area coverage
• Type and number of aircraft available
• Search visibility
 Probability
Of Detection (POD)
Determining the Maximum
Possibility Area
No wind endurance
Flight level winds: 330/20
Aircraft Speed:
100 Kts
Endurance:
2 Hours
LKP
Wind vector
Maximum possibility area
200 NM
Corrected for wind
Probability Area
 Where
was the last point where RADAR had
the aircraft identified?
 Is there an ELT?
 Was there a flight plan (even if not on file with
the FAA)?
 Dead reckoning from LKP and heading
 Reports of sightings
• Other aircraft
• People living along the intended route of flight
Narrowing the
Probability Area










Flight plan
Weather information
National Track Analysis Program data
Airports along the intended flight track
Aircraft performance
Pilots flying habits
Radar coverage as a limiting factor
Nature of terrain along the flight track
Position reports — fuel stops, etc.
Most likely within 5 miles of intended track
Search Priorities
 Areas
of bad weather
 Low clouds and poor visibility
 Areas where weather was not as forecast
 High terrain
 Areas not covered by radar
 Reports of low flying aircraft
 Survival factors
 Radio contacts or MAYDAY calls
Probability of Detection
 POD
expressed as a “percent” search object
was detected
 Four interrelated factors used to calculate:
•
•
•
•
Track Spacing
Search Visibility
Search Altitude (Note: Normal is 1000’ AGL)
Type of Terrain
Cumulative POD calculated using a chart
 “Effectiveness” must also be considered

POD Table
(104a, SAR Results)
POD Chart - detail
OPEN, FLAT TERRAIN
SEARCH ALTITUDE (AGL)
SEARCH VISIBILITY
Track Spacing
1 mi
2 mi
3 mi
4 mi
500 Feet
0.5 nm
35%
60%
75%
75%
1.0
20
35
50
50
1.5
15
25
35
40
2.0
10
20
30
30
700 Feet
0.5 nm
40%
60%
75%
80%
1.0
20
35
50
55
1.5
15
25
40
40
2.0
10
20
30
35
1,000 Feet
0.5 nm
40%
65%
80%
85%
1.0
25
40
55
60
1.5
15
30
40
45
2.0
15
20
30
35
Cumulative POD Chart
Previous
POD
5-10%
11-20%
21-30%
31-40%
41-50%
51-60%
61-70%
71-80%
80+%
15
20
30
40
50
60
70
80
85
25
35
45
55
65
70
80
85
45
50
60
65
75
80
90
60
65
70
80
85
90
70
75
80
85
90
80
85
90
95
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
QUESTIONS?
Mission Pilot
(Chapter 9)
Objectives
 State
MP duties & responsibilities {P; 9.1}
 Discuss safety matters related to CAP activities
{P; 9.2}
 Identify where to find the rules on transportation
flights {P; 9.3.1}
 Discuss special precautions needed for flying
CAP missions at night {P; 9.3.2}
 Discuss special precautions needed for flying
CAP missions in IMC {P; 9.3.3}
Objectives (con’t)
 Discuss
the special considerations for video
imaging missions, and discuss the typical
video imaging flight profile {P; 9.3.4}
 Discuss proficiency {P; 9.3.5}
 Discuss security and airspace restrictions
{P; 9.4.1 & 9.4.2}
 Describe the three phases of an aircraft
interception, your actions when intercepted,
and discuss visual intercepting/intercepted
signals {P; 9.4.3}
 Describe the types of items that should be
kept in the aircraft glove box {P; 9.5}
Objectives (con’t)
 Discuss
aircraft paperwork, documents and
minimum equipment, loading, W&B fuel
assumptions and reserve, and pre-start
{P; 9.5.1}
 Discuss startup checks, leaning the engine,
and taxi {P; 9.5.2}
 State crosswind limitations and discuss
takeoff, climb and departure {P; 9.5.3}
 Discuss transit to the search area, in the
search area, and departing the search area
{P; 9.5.4}
 Discuss approach, descent and landing
{P; 9.5.5}
Objectives (con’t)
 Discuss
after-landing, shutdown and postflight {P; 9.5. 6}
 Discuss those items you can control to affect
POD {P; 9.6}
 State the normal, assumed number of
aircrew needed for a mission {P; 9.7}
 Discuss how you must alter normal search
patterns if you only have one scanner
onboard {P; 9.7.1}
 Discuss special considerations while flying
CAP searches {P; 9.7.2}
 Discuss "go/no go" decision-making {9.7.3}
MP Duties & Responsibilities



Primary Responsibility: Pilot the aircraft in a safe and
proficient manner, following all CAP and FAA rules and
regulations
Second: Remember that you are a pilot, not a scanner
The mission pilot is responsible for incorporating
Operational Risk Management and Crew Resource
Management principles and practices into each mission
MP Duties & Responsibilities


In addition to these duties, the pilot must perform all the
duties of the observer if no qualified observer is on board
In addition to the duties of Pilot-in-Command:
• Responsible for obtaining complete briefings and for planning
sorties
• Thoroughly brief the aircrew before flight, including a briefing
on their responsibilities during all phases of the upcoming
flight
• Obtain a proper flight release
• Enforce sterile cockpit rules
MP Duties & Responsibilities
Sterile cockpit rules
 The “Sterile Cockpit” concept recognizes that flight operations
other than routine cruise flight are intrinsically more hazardous
and require the undivided and vigilant attention of all
crewmembers. Non-essential conversations and activities not
directly related to the operation of the aircraft and its mission are
inappropriate.
 The Pilot in Command (PIC) is responsible to ensure that these
non-essential conversations, activities, and otherwise distracting
actions do not occur during those portions of the flight that are
considered critical. Examples of critical portions of flight would be
taxi, takeoff, climb, descent and landing. Operations in highdensity traffic areas or heavy ATC periods would also be
considered critical.
MP Duties & Responsibilities
Sterile cockpit rules
 The simplest way to ensure that all crewmembers and passengers
are aware of this requirement is to conduct a crew and passenger
briefing prior to boarding the aircraft or prior to engine start. The
”Sterile Cockpit” brief can be as simple as a general statement by
the PIC indicating that an announcement will be made when the
flight is in a critical phase of flight, or possibly, a detailed briefing
of the various phases of flight that are considered busiest and
critical for the crewmembers to avoid distractions.
 It is essential that the PIC include in the “Sterile Cockpit” brief a
statement that safety of flight items are always appropriate to be
brought to the immediate attention of the PIC. Safety concerns
would be such items as potentially conflicting traffic, potential
mechanical problems with the aircraft, i.e., electrical smoke or
smoke of an unknown origin, leaking fuel, etc.
MP Duties & Responsibilities



Fly search patterns as completely and precisely as
possible; report any deviations from the prescribed patterns
during debriefing
Monitor the observer and ensure all events, sightings and
reports are recorded and reported
Fill out all forms accurately, completely and legibly
SAFETY
Flying into and taxiing on unfamiliar airports
 Small,
non-towered, unlighted airports
• Runways
• Taxiways
• Obstacles
• Services
• Local NOTAMS
Flying into and taxiing on unfamiliar airports
 Larger,



busy airports
• Airspace and obstacles
• Taxiways
• Local NOTAMS
A/FD or Flight Guide (Airguide Publications, Inc.)
Download airport diagrams (AOPA website)
Taxiing around a large number of aircraft at mission base
• Taxi plan
• Marshallers
• If it looks too close or dangerous – STOP!
AIRPORT RUNWAY SAFETY
AIRPORT
SIGNS
AIRPORT
MARKINGS
Squawks
 Use
the Discrepancy Log, especially in unfamiliar
aircraft
 Don’t let ‘minor’ squawks linger:
• Lights and bulbs
• Radios and navaids

Keep aircraft windscreen and windows clean
Fuel Management
 Plan
for a sufficient fuel supply to ensure landing
with a minimum of one hour of fuel remaining
(computed at normal cruise speed)
If it becomes evident the aircraft will not have
that amount of fuel at its intended destination,
the PIC will divert the aircraft to an airport that will
ensure this reserve is met
 Have a plan
 Accurate Weight & Balance, accurate fuel levels

Fuel Management (con't)
 Note
your assumptions and brief crew:
• Power setting
• Wind direction and speed
• Leg and total flight distance
 Compare
assumptions against actual conditions
 Modify plan and refuel, if necessary
 Check fuel status at least hourly
 When in doubt – land and refuel!
Unfamiliar aircraft equipment
 Audio
Panel, FM Radio, DF, GPS – if you don’t
know it, don’t fly it!
 Even simple differences can matter:
• If you’ve never flown an HSI, now isn’t the time to learn it!
• Sit in the aircraft and get up to speed
• Get another pilot to tutor you
What does the equipment and gear in the
baggage compartment weight? W&B.
 Don’t try to bluff

Unfamiliar terrain and weather
 Plan
for terrain and weather:
• Enroute
• Area you’ll be operating in

Clothing, equipment and survival gear
Trainees & Inexperienced Crew
 Trainees:
• Extra time on briefing, duties & responsibilities
• When not to interrupt (sterile cockpit)

Inexperienced crew (or not proficient):
• Extra time on briefing
• May have to assume some duties
• Check SQTRs

Flight line marshallers may be cadets or seniors
on their first mission
• Be alert and have your crew stay alert
Low and Slow
 Often
at 1000 feet AGL
 May be less than 90 knots (no less than Vx)
• Include in your proficiency flying
• Strictly enforce sterile cockpit rules
 May
lose radar and communications coverage
• Climb to report “ops normal”

Maintain situational awareness
• “If the engine quits now, where do I land”
Low and Slow (con’t)



Sustained flight below an altitude or lateral distance from
any object of 1,000 ft during the day or 2,000 ft at night is
prohibited except for takeoff and landing or in compliance
with ATC procedures (such as IFR flight). At no time will the
pilot allow the aircraft to come within 500 feet of terrain or
obstructions unless taking off or landing.
May descend below the designated search altitude to
attempt to verify potential crash sites or the presence of
survivors, and to prevent loss of life, property, or human
suffering, but never below 500' AGL; once the target has
been identified the pilot will return to 1000' AGL or higher.
[Refer to CAPR 60-1 for special restrictions for over-water
missions.]
Maintain airspeed above Vx
TYPES OF FLIGHTS
Transportation Flights



Always consult CAPR 60-1 (Passenger Requirements)
and the chart in FAA Exemptions and non-CAP
Passenger Requirements (located under “Special
Operations” on the Stan/Eval/Flight Ops webpage)
when you need to know who is authorized to fly as
passengers in CAP aircraft, and the conditions under
which they (and you) are authorized to fly
As a general rule, anyone other than CAP or US
government employees need special permission to fly
in CAP aircraft
All non-CAP members eligible to fly aboard CAP
aircraft must execute a CAPF 9, Release (for non-CAP
Members), prior to the flight
Remember to check the credentials
of non-CAP passengers (center)
QUESTIONS?
Night Flight





Per CAPR 60-1, night VFR is permitted; however, if the PIC
and aircraft are IFR qualified and current then the flight
should be conducted under IFR, if practical
Typically are transport, route searches and ELT searches
CAPR 60-1 requires pilots to maintain a minimum of 2000'
AGL at night (unless under ATC control). During night overwater missions, both front-seat crewmembers must be CAP
qualified mission pilots and both will be CAP Instrument
Pilots and current (the right-seat pilot need not be qualified
in the specific aircraft).
Must be night current and its preferable to have an
experienced crew aboard
Extra attention to the pre-flight and other preparations
• Weather reports and advisories
• Dew point spread (fog predictor)
Night Flight (con’t)

Greatest threat is flying into weather you can’t see

Before you launch, ask yourself a few questions:


Are you really night proficient, or did you last fly 89 nights ago?
How long has it been since you’ve done a night cross-country?
How long has it been since you’ve done a night ELT search?
How long has it been since you’ve done night approaches?
When was the last time you practiced a night landing without a
landing light?
How familiar are you with terrain and obstacles along the route?
Did you include all your flashlights in the weight & balance?

Include night flying (and DF) in your proficiency regimen!





Illusions of the Night



Some lead to spatial disorientation while others lead to
landing errors
Illusions are the most common (JFK Jr.)
The ‘leans’: enter a bank too slowly to stimulate the motionsensing system of the inner ear
•
•
•
•
•
•
Coriolis
Graveyard spin or spiral
Inversion
Elevator
False horizon
Autokinesis
Illusions of the Night (con’t)


Surface conditions and atmospheric conditions can create
illusions of incorrect height above and distance away from
the runway
Prevent these illusions by pre-planning and by flying a
standard approach to all landings:
•
•
•
•
•
Runway width
Runway and terrain slopes
Featureless terrain
Atmospheric
Ground lighting
Instrument (IFR) Flight
 CAP
missions are seldom conducted in IMC
 Most likely is a transport flight (not to minimums)
 Can do a route search, but ground teams are
preferable under these circumstances
 Can DF in IMC, but dangerous
 It is recommended that night flights be
conducted by current and qualified instrument
pilots, if practical
IFR Flight (con’t)

Other requirements and recommendations:
•
•
•
•
The pilot must be a current CAP Instrument Pilot
PIC meets FAA instrument proficiency requirements
PIC is proficient in the type of CAP aircraft she’ll be flying
For any flight other than a simple transport flight, its highly
recommended that another instrument-proficient pilot fly in
the right seat
• Never fly a search in IMC alone
• Never fly an instrument search when ground teams are
appropriate and available for the search
Aerial Photography
 An
increasingly important CAP mission
 Aerial images are invaluable to emergency
response personnel
 Primarily:
• Digital still photos (some 35mm)
• Video (analog and digital) with or without audio
comments
• Satellite Digital Imaging or ARCHER
Aerial Photography (con’t)

The great majority of our imaging missions are “fly back”
missions where we take digital photos, return to base, and
then transmit the images to our customer
• SDIS requires specialized equipment and training; however, the way
we plan and take the photos is the same whether it is a fly back or
SDIS mission


Aerial Imaging flight patterns are always flown at 1000' AGL
or higher, and never at speeds below Vx
The key to successful imaging mission is preparation,
planning, patience and practice!
• Pilots need to practice flying imaging patterns with a Videographer in
order to master the patterns and the communications necessary to
get the best images

Planning sheets for imaging patterns may be found in the
Flight Guide
Aerial Photography (con’t)

Essentials for a successful imaging sortie:
• Make sure each crewmember knows what the target is and what
types of images are needed. For example, a sortie may require a
digital photo of the target area for orientation, followed by close-up
photos.
• Ensure the target location is identified so that you can find it. If the
customer can’t define the target, plan time for a recon survey after
the ID Pass to decide what patterns you’ll need to meet mission
objectives.
• Thoroughly brief the route to and from the target, and the flight
patterns within the target area. Mark them on the appropriate
sectional chart and maps (e.g., road or topographical).
• Ensure minimum altitudes are established, both for the routes to and
from the target and in the target area.
• Ensure all communications frequencies are well understood. This is
particularly important for SDIS and ARCHER sorties.
Aerial Photography (con’t)

Essentials for a successful imaging sortie: (continued)
• Pay careful attention to the Audio Panel setup, as good
communications between crewmembers is essential for the success
of the sortie.
• Define the duties of the PIC and the Photographer when in the target
area. The Airborne Photographer will actually be in command of the
mission and will give directions to the pilot, but the PIC retains
responsibility for the safe operation of the aircraft.
• Ensure camera and video equipment batteries are fully charged and
that extra batteries are available.
• Clean the aircraft windows. If you are shooting through the front right
window, remove the window latch screw and put it in a safe place.
• For SDIS or ARCHER sorties make sure the equipment is secured and
properly connected. Make a test transmission before you leave the
ramp.
Proficiency
 CAP
Self-Conducted Pilot Proficiency Flight
Guidelines and MP Proficiency Profiles
 Practice search patterns with and without GPS
 Practice at night
 Simulated emergency procedures are prohibited
during IMC or at night. Exception: partial panel
instrument training and in-flight discussion of
emergency procedures may be conducted
during night VMC conditions.
 Simulated forced landings will be discontinued
prior to descending below 500’ AGL (unless you
intend to land)
Proficiency (con’t)

With the GPS, practice:
•
•
•
•
•
•
•
•

Maintaining a constant track over ground
Select/display destinations
Determine heading, time and distance to a waypoint
Save lat/long coordinates as a User Waypoint
Save your present position as a waypoint, call it up & rename
Enter and use flight plans
Exercise the nearest airport and VOR features
Practice navigating with ‘present position’ (lat/long) displayed
Take someone with you! Good for them and more fun!
QUESTIONS?
Security Concerns & Airspace Restrictions


Heightened security concerns and the potential for flight
restrictions are now part of our world
CAP’s role in Homeland Defense will require greater
attention to aircraft, aircrew and airport security
Security Concerns


CAP resources should be considered national security
assets
Special security precautions must be taken to protect
aircraft and other resources:
• hangar the aircraft whenever possible. May place small
pieces of clear tape (that will break) on fuel caps, the cowling
and/or doors to detect tampering.
• Pay extra attention during pre-flight inspections and look for
signs of fuel contamination
• Be as “low-key” as possible; don’t draw unnecessary attention
to yourself or discuss CAP business in public
• Be aware of your surroundings at all times
Airspace Restrictions



FAA may issue Temporary Flight Restrictions (TFRs) at any
time. May establish an ADIZ (see AIM Section 6)
Ask for FDC NOTAMS before each flight; if security is
heightened, check them before each leg
Even without heightened security, avoid loitering or circling
sensitive areas:
•
•
•
•


Power plants (especially nuclear)
Reservoirs and dams
Government installations
Large stadiums or gatherings of people, air shows
If you need to circle one of these structures for training,
coordinate with the facility and ATC first
Monitor 121.5 MHz
In-flight Interception


Know how to respond (AIM 5-6-2 or ASA SA)
An intercept has three phases:
• Approach
• Identification
• Post-intercept

If intercepted you should immediately:
•
•
•
•
Follow the instructions of the intercepting aircraft
Notify ATC, if possible
Attempt to communicate (121.5 MHz)
Squawk 7700 unless told otherwise
Phases of Flight
Mission Pilot Perspective



Checklist in Attachment 2, Flight Guide
Always follow the aircraft checklists; right-seat should read
each item and you acknowledge
First, an often overlooked asset – the glove box:
• Small laminated sheets for crew and passenger briefings,
crosswind chart, PA card (like CD), FM frequencies and
callsigns, ELT deactivation stickers, and GPS cheat sheet
• Small cleaning cloth (like for glasses) to clean instrument
faces
• Pencil/pen/grease pencil
• Backup flashlight
• Check periodically and purge non-essential stuff
Prior to Startup

Familiarize yourself with the aircraft paperwork:
• Engine, prop, airframe, and avionics logbooks
• Can you tell when the oil change is due? Next 100
hour/Annual? When the 24-month instrument certifications are
due?

Other checks:
• Due date on CO monitor and Fire Extinguisher inspection
• ELT battery due date
• Last VOR check (within 30 days of instrument flight)



Fill out the Flight Log; double-check Hobbs & Tach times
Check the Discrepancy Log and make sure none of the
entries make the aircraft unsafe for flight or reduce mission
readiness
ORM
Documents and
Minimum Equipment

Certificates and documents:
• Airworthiness and Registration certificates
• Operating limitations
• Passengers’ credentials

Minimum Operable Equipment (FAR 91 Subpart C):
• VFR Day, VFR Night, IFR
• FAR 91.213 to determine if you can take off with inoperable
equipment

Other CAP requirements (CAPR 66-1 & CAPF 71):
• Review of logbooks, W&B data
• Restrictive placards
• Pulselite, Avionics/Control Lock, Fire extinguisher, CO
detector, cargo net, chocks and tie-downs, survival kit
W&B, Loading and Pre-start

Weight & Balance:
• Use accurate weights of passengers and all equipment
• Note all fuel assumptions (fuel burn, winds aloft, etc.)
• Ensure adequate fuel reserve (plan for one hour at normal cruise)

Loading:
• Ensure equipment, crew weights and supplies correspond to your W&B
assumptions
• Charts and maps
• Windows clean (modify for video imaging mission)
• Check and test special equipment
• Parking area clear of obstacles

Pre-start
• Passenger briefing, sterile cockpit rules, emergency egress procedure
• Brief fuel management and taxi plan/diagram
• Enter settings into GPS
Startup

Aircraft checklists:
• Always use them (habit) and keep them close at hand
• Seat belts and shoulder harnesses

Startup:
•
•
•
•
Ensure DF, FM radio & Audio Panel properly set up
Rotating Beacon ON and signal marshaller
Lean the engine after starting (engine manufacturer)
Set up radio and navigation instruments
Taxi Mishaps
 Becoming
in CAP)
 Pilots are:
a bigger problem each year (#1 trend
• Straying from designated taxi routes
• Not allowing adequate clearance and not considering
the tail and wings during turns
• Taxiing too fast for conditions and taxiing with obscured
visibility
• Distracted by cockpit duties
• Not using other crewmembers to ensure clearance
Taxi Mishaps

Strategies:
• Thorough planning and preparation eliminates distractions
• Crew assignments for taxi
• If within ten feet of an obstacle, stop, and then taxi at a pace
not to exceed a “slow walk” until clear
• Do not follow other taxiing aircraft too closely (e.g., 50 feet
behind light aircraft; 100 feet behind light multi-engine or jet
aircraft; 500 feet behind helicopters and heavies)
• Use proper tailwind/headwind/crosswind control inputs
• Treat taxiing with the seriousness it deserves
• Use exterior lights (be considerate of others)
• Read back all clearances and hold-short instructions
• Sterile cockpit rules
Taxi
 Collision
avoidance! Follow CAPR 60-1
requirements for taxi operations. Read back all
taxi/hold-short instructions.
 Review crew assignments for taxi, takeoff, &
departure
 Sterile cockpit rules are now in effect
 Remind crew that most midair collisions occur:
• Daylight VFR
• Within five miles of an airport (especially un-controlled)
• At or below 3000 AGL
Signal marshaller before taxi, test brakes
 Exterior lights on (be considerate at night)

Takeoff, Climb and Departure

Takeoff:
• Collision avoidance! Check for landing traffic; turn on Landing light
when you begin rolling
• Cross-wind limits (POH or 15 knots, whichever is less)
• High density altitude – lean for full power before takeoff

Climb:
• Collision avoidance!
• Lean (burn gas; not valves)
• Use shallow S-turns and lift wing before turns to check traffic

Departure:
•
•
•
•
Collision avoidance! Keep crew apprised of conflicts.
Sterile cockpit rules can be relaxed when clear
Organize the cockpit, review assignments, set up for next task
Check fuel status and altimeter setting hourly
The Search Area

Transit:
• In none assigned, use odd altitudes during transit to minimize chance
for midair collision
• Cross military training routes perpendicular. If you see one fighter,
look for the wingman
• Double-check settings and review methods to reduce crew fatigue or
high altitude effects
• Update weather, file PIREP, review procedures

Approaching the search area:
•
•
•
•
•
•
Review assignments
Check navigational instruments against each other
Stabilize aircraft at least two miles out
Sterile cockpit rules are now in effect
Exterior lights on
Evaluate the scene (situational awareness) for conflicting traffic
The Search Area

In the search area:
•
•
•
•
Log and report “In the Search Area”
Log deviations from assigned search parameters
Hourly updates of altimeter (closest source) and fuel status
Limit time spent below 1000 AGL (no lower than 500 AGL
during daylight; 2000 AGL at night)
• Monitor yourself and crew for fatigue and high altitude effects

Departing the search area:
• Log and report “Leaving the Search Area;” reorganize cockpit
• Double-check heading and altitude assigned to transit to next
search area or return to base
• Reorganize the cockpit
Approach, Decent and Landing

Approach:
• Get ATIS/AWOS, review airport/airspace diagram, taxi plan
• Sterile cockpit rules are now in effect
• Collision avoidance! Lights on within 10 miles of airport.

Decent:
• Collision avoidance! Shallow S-turns and lift wings before turns
• Richen mixture as you reduce power

Landing:
•
•
•
•
•
Read back all clearances and hold-short instructions
Defer after-landing check until off the active runway
Remember to “fly the plane ‘till you shut off the engine”
Taxi back per taxi plan, watch for Marshallers
At engine shutdown, show Marshaller the keys, install chocks
Shutdown and Post-Flight

Shutdown:
• Fill out logs
• Enter any discrepancies (be specific and complete)
• Secure aircraft

Post-flight. If this was the last flight of the day:
• Install chocks, tie-downs, avionics/control lock, Pitot cover
and engine plugs
• Check Master Switch and Parking Brake OFF
• Remove trash, personal equipment, and special equipment
• Lock windows, doors and baggage compartment
• Inspect aircraft; check oil and refuel
• Clean the aircraft (at least the windshield and windows)

Sign off any SQTR tasks that were accomplished
QUESTIONS?
How can I improve POD?







Pay attention and ask questions during briefings
Plan thoroughly so you can concentrate on the mission at
hand
Hit your numbers! Altitude, airspeed, position
Use the GPS – very accurate, especially with no landmarks
Be mindful of your crew – no unnecessary steep turns; look
for less turbulence or cooler air if possible; ensure sufficient
breaks; ensure sufficient fluid consumption; watch for the
crewmember who’s obviously not feeling well but doesn’t
want to complain.
Give a thorough debriefing and be totally honest
Stay proficient!
Flying the Mission


Mechanics of planning and executing search patterns are
covered in Chapters 7 and 8
Number of scanners:
• Most planning (and tables) assume there are at least two
scanners on board, one looking out each side of the aircraft
• Remember – you (the pilot) are not a scanner!

If there is only one scanner:
• Will only be scanning out one side, usually the right
• You must plan and fly so as to keep the right side of the
aircraft facing the search area at all times, on each leg
• Increases the time needed to search a given area
• Reduces search effectiveness (less double coverage)
• Parallel track or creeping line patterns not recommended
Flying a Search Pattern



Your primary contribution to the success of the mission is to
fly assigned search patterns completely and precisely
This must be done while fulfilling the duties of a PIC;
primarily “see and avoid” obstacles and other aircraft
Must consider the possibility of engine trouble or failure at
low altitudes; always have an ‘out’
• Low and slow and the engine quits. Where do you land?

Always be honest and forthright with yourself and crew:
• Not at the right airspeed or altitude when you enter the
pattern? Exit and re-enter when you’re set up.
• Made the last turn a tad wide? Redo the leg, if necessary.
• Scanner complaining that he can’t see anything? Slow to
something less than 120 knots.
To Go or Not to Go?
That is the Question



Let’s see…..been briefed, planned the sortie, got my
releases, preflight is done and the crew is briefed
A mission pilot may accomplish all of this and still not be
safe to fly the mission
How can this be?
To Go or Not to Go?
That is the Question
It all comes down to the individual and the circumstances:
• How long has it been since you’ve taken off with a 14 knot
cross-wind?
• Have you ever taken off and landed on an icy runway?
• When did you last fly cross-country at night?
• When was the last time you flew in actual IMC?

Two primary stupid (mission) pilot traits:
• Overconfidence (Who? Me?? No!!!)
• The need to accomplish the mission no matter what
To Go or Not to Go?
That is the Question

The most effective way to prevent you from becoming the
weak link in an accident chain:
• Be brutally honest about your abilities, given the present (or predicted)
circumstances

A mission pilot must have the courage and integrity to
decline a mission you don’t feel comfortable doing
• Always remember that others are putting their lives in your hands!

DISCUSS SOME SITUATIONS from the text and from the pilots
QUESTIONS?
Electronic Search
Patterns
(Chapter 7)
Objectives
 Discuss
the various types of ELTs {O & P; 7.1.1}
 Describe how an ELT can be detected
{O & P; 7.2}
 Describe how the aircraft DF works in both the
Alarm and DF modes {O & P; 7.3.1}
 Discuss using the DF during a typical ELT search
{O & P; 7.3.2}
• Response during initial phase, including signal fade
• Response when getting close
• Response as you pass over the beacon
Objectives (con’t)
 Describe
the following ELT search methods:
{O & P; 7.4 – 7.7}
•
•
•
•
Homing
Wing null
Aural
Signal
Discuss signal reflection and interference
{O & P; 7.9}
 Describe how to silence an ELT and the legal
issues involved {O & P; 7.10}

Emergency Locator Transmitter
Direction Finding for Aircrews:
use of equipment commonly
found in CAP aircraft
©2000 Scott E. Lanis
128
Objective: The Elusive ELT

Automatic radio beacon (100 milliwatts)
• Roughly equal to that of a regular flashlight
 Can
be heard on a line-of-sight basis
 Remember that the ELT may be attached
to an aircraft or vessel in distress!
Click Icon to
Hear an ELT
©2000 Scott E. Lanis
129
The ELT
 Activated by g-force (when armed)
• Some can be activated by the pilot in the cockpit

Three primary frequencies:
• 121.5 MHz (VHF emergency)
• 243 MHz (UHF emergency – military guard)
• 406.025 MHz (third generation advanced ELT/EPIRB/PLB)

General types:
•
•
•
•
•
General aviation aircraft
Military (“beepers” or “beacons”)
Marine EPIRB
Test station (training practice beacon)
Advanced (406)
ELT Antennas: 406 (left) & 121.5 (right)
Most GA aircraft have 121.5 MHz ELTs installed
But they
don’t
always
survive a
crash
Most GA aircraft have 121.5 MHz ELTs installed
But they
don’t
always
survive a
crash
Military beacons
 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
Personal beacons
 Personal
Locator Beacon (PLB) or Personal
Emergency Transmitter (PET):
• Intended for hikers and other remote wilderness travelers
• Use a 406 MHz transmitter and a 121.5 MHz homing signal (at
only 25 milliwatts)
• Many are also equipped with a built-in GPS receiver that
provides lat/long coordinates
• Each PLB must be registered
• [See discussion in Advanced ELT Course (separate slides)]
Marine EPIRB
 Emergency
Position Indicating Radio Beacon
 Similar to an ELT, an EPIRB is used on ships and
boats
 Mandatory on certain commercial vessels
 Most have installed the new 406 MHz EPIRBs
 Some activate automatically and others are
manually activated
406 MHz ELTs
 Designed to operate with SARSAT/COSPAS
• 406.025 MHz beacons have data burst encoding every 50
milliseconds that identifies each registered individual beacon
• Also produces 100 milliwatt 121.5/243 MHz homing signals,
and may transmit GPS coordinates
• Sends a coded signal that can be used to obtain the owner's
name, address, phone numbers and type of aircraft, so
AFRCC can call the number to see if the aircraft is really
missing (70% resolved)
• Since geostationary satellites process the signal it will be
heard more quickly and allow a much faster response (~ 6
hours). If the unit has a GPS receiver, it can transmit lat/long
coordinates to further speed the search. The signal can also
penetrate dense cover (e.g., trees).
• Still very expensive (~ three times as much as a 121.5 MHz ELT)
406 MHz ELTs (con’t)
 Designed to operate with SARSAT/COSPAS
System accuracy in pinpointing location greatly improved:
• 121.5 MHz ELT accuracy is limited to a 12-15 nm radius (~ 500
square nm)
• 406 MHZ ELTs can be narrowed down to a 1-3 nm radius (~ 25
square nm)
• 406 MHz units interfaced with the aircraft’s GPS can be
narrowed to within 100 yards
• Strong (5 watts) power output
• 121.5 MHz homing signal facilitates target location by either
the old DF units or using the new Becker (Doppler) units
Practice Beacon
 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’
Testing an Aircraft ELT
 Can
test the aircraft’s ELT within the first five
minutes after each hour
 Only allowed up to three sweeps (five seconds
for the 406 MHz units)
When was the last time you tested the ELT in your
aircraft?
 Do you regularly monitor 121.5 MHz after you
land (or look at the 406 MHz remote LED)?

• Ensure your ELT didn’t activate
• This isn’t considered a test, by the way, but you can try this
excuse if you like
Inadvertent Activation
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

False Alarms
 Approximately
97% of received 121.5 MHz ELT
signals are false alarms
• For 121.5 MHz ELTs about 1 in 1000 are actual emergencies
(2 in 100 composite alerts)
• For 406 MHz ELTs abut 1 in 10 are actual emergencies

What’s the big deal?
• Waste time and manpower
• They block emergency communications on 121.5 and 243
MHz (guarded by towers, overflying aircraft, and the military)
QUESTIONS?
SARSAT/COSPAS Detection



In the event the 406 MHz ELT is activated (such as during a crash)
it will transmit the position information to the geostationary
satellites that constantly monitor 406.025 MHz transmissions
Once activated it transmits the standard swept tone on 121.5 and
243.0 MHz at 100 milliwatts
Additionally, every 50 seconds for 520 milliseconds the 406.025
MHz 5-watt transmitter turns on; during that time an encoded
digital message is sent to the NOAA-SARSAT satellite (part of the
COSPAS-SARSAT satellite system). Information includes:
•
Serial Number of the Transmitter or Aircraft ID
•
Country Code
•
I.D. Code
•
Position Coordinates (Lat/Long), if coupled to the aircraft’s
GPS unit
SARSAT/COSPAS Detection


The unique identification code that is transmitted to the
satellite helps the Air Force Rescue Coordination Center
(AFRCC) determine whether an emergency actually has
occurred, as this permits accessing a registration database
that contains the:
•
Owner's Name
•
Owner's Address
•
Owner's Telephone Number
•
Aircraft Type
•
Aircraft Registration Number
•
Alternate Contact
This data facilitates inquiries as to the whereabouts of the
aircraft (e.g., Flight Plan filed)
SARSAT/COSPAS Detection
 For
406 MHz ELTs without the position data, it is
necessary for the satellites to pass overhead,
using Doppler Shift technology to determine
position; this results in position accuracy of 1-3
nm
 If the unit is coupled with the aircraft’s GPS
position accuracy is within 100 yards!
 In a worst-case scenario there could be a 3-4
hour wait for a polar orbiting satellite to pass
overhead. [Note: This is still much better than the
121.5 MHz ELT position accuracy of 12-15 nm]
OK, So How Should I Treat an
ELT Mission?
 AS
AN EMERGENCY!
 Its not possible to know for sure whether an ELT
signal is a distress signal or a false alarm
 Although the statistics are against a 121.5 ELT,
you must act as though it is a valid distress call

If you take advantage of them, every ELT mission
allow you to keep your skills sharp!
Locating the ELT Signal
 The
remainder of this chapter (except for
Silencing an ELT) deals with searching for a
121.5/243 MHz ELT signal
• If the signals are coming from a 406 MHz ELT the initial search
area will be much smaller and so easier to find, even if your
aircraft is not equipped with the Becker SAR-DF (Doppler) unit
• You can easily modify the following procedures for this case
Route or parallel track to pick up the signal
 If no SARSAT hits or definitive LKP:

• 4,000 to 10,000 AGL
• Large track spacing (start at 60 nm, then do halves)

Once signal is located, DF the signal
Direction Finder (DF)
• A direction finder compares signal strengths from
two antenna patterns to let the user know:
– When you are “centered” on a signal
•headed directly towards OR away from the
signal source
– Which direction to turn when not centered
– Similar to an ADF needle, but only points left or
right, hence the term “left-right homing”
L-Tronics DF
(Becker SAR DF is in the
Flight Guide)
Normal: Alarm toggle in ‘up’ position
 DF: toggle is ‘down’

DF Antenna (old)
These are mounted on the bottom, but
may be on top
The Becker SAR DF antenna looks like a one
pound coffee can mounted below the
baggage compartment (what a drag!)
Step 1: Acquire the Signal
 To
hear the signal you can use your L-Tronics
receiver or one of your comm radios
 To acquire with a comm radio, turn the
squelch OFF (pull out the volume knob out or flip the
appropriate switch)
• The static you hear may be annoying, but it will allow
you to hear the signal at the earliest possible time
• Allows for a weak or distant signal to be heard

Proceed at a reasonable altitude to the
SARSAT composite hit, or to the point
designated by your incident commander
©2000 Scott E. Lanis
153
Beginning The Search: Altitude
Selection





Higher altitudes allow for reception of the ELT signal at greater
distances
ELTs transmit on 121.5 MHz and 243.0 MHz, both of which limit
reception to “line of sight”
Terrain will block ELT signals
HIGHER is therefore usually BETTER to acquire a signal
Medium altitude is generally better for searching (after signal
heard)
• 3,000 to 5,000 AGL
NO
SIGNAL
SIGNAL
HEARD!
ELT
©2000 Scott E. Lanis
NO
SIGNAL
154
Altitude Selection
ELT RECEPTION DISTANCE
ALTITUDE, Feet AGL
45000
40000
35000
30000
25000
20000
15000
10000
5000
0
©2000 Scott E. Lanis
DISTANCE, Nautical Miles
155
Step 2: Track (DF) the Signal
 There
are many different ways to DF an ELT
signal:
• Left-Right DF Homing (L-Tronics DF)
• Wing Shadow Method
• Aural Search
• Metered Search
• Combinations of the above techniques
©2000 Scott E. Lanis
156
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
©2000 Scott E. Lanis
157
Wing Shadowing: Antennas
 To
properly use the Wing Shadowing method, you
MUST know where the antenna for the radio you
are using is installed & located on the aircraft
 Communications radio antennas are usually, but
not always, located above the wings
• Can be above the fuselage, in the tail, etc.

L-Tronics Aircraft DF antennas may be above or
below the aircraft
• Below the aircraft is the preferred installation
©2000 Scott E. Lanis
158
Communications Antennas
Above the Wing
Antennas Above
the Wing
©2000 Scott E. Lanis
159
DF Antennas Below the Wing
Antennas Below
the Wing
©2000 Scott E. Lanis
160
QUESTIONS?
How To DF by Wing Shadowing
Fly a constant bank angle
360° turn
 the audio will “null,”
 or get significantly quieter,
 when your wing blocks the
antenna’s reception of the
ELT signal
N

W
E
S
©2000 Scott E. Lanis
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Wing Shadowing:
Signal Blocking
For Antennas Above the Wings
NULL
NULL
NULL
SIGNAL
ELT
©2000 Scott E. Lanis
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Wing Shadowing:
Antennas Above the Wing
Turn in a circle until you hear the null
(significant decrease in volume)
 The ELT is 90º to your LEFT
 SUBTRACT 90º from your
heading

ELT
©2000 Scott E. Lanis
164
Wing Shadowing:
Signal Blocking
For Antennas Below the Wings
NULL
NULL
SIGNAL
ELT
©2000 Scott E. Lanis
165
Wing Shadowing:
Antennas Below the Wing
Turn in a circle until you hear the null
(significant decrease in volume)
 The ELT is 90º to your RIGHT: ADD 90º to your
heading

ELT
©2000 Scott E. Lanis
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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!
©2000 Scott E. Lanis
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Aural Search
Equal signal strength circle:
barely audible signal in aircraft
receiver at search altitude
ELT
SIGNAL
HEARD
SIGNAL
FADES
chord 2
SIGNAL
HEARD
SIGNAL
FADES
SIGNAL
HEARD
©2000 Scott E. Lanis
168
Metered Search
(Build & Fade) Method







This search requires a signal strength meter (like that
on the L-Tronics DF units-if the DF portion of the unit is
inoperative you can still use this type of search as
long as RECeive is OK
Note your signal strength when beginning the search
Fly a straight line until the signal gets lower, then
increases to your original level
Turn 180º and return to the lowest level of signal, then
turn 90º left or right
You should now be headed directly towards or away
from the transmitter
If the signal increases in strength, you are headed
directly for the ELT
If the signal decreases in strength, turn 180º
©2000 Scott E. Lanis
169
Metered Search
3
ELT
2
MAXIMUM SIGNAL
THEN DROP
6
4
5
1
FIRST SIGNAL
©2000 Scott E. Lanis
170
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
©2000 Scott E. Lanis
171
L-Tronics DF Types

Single Meter Model
 SENS
REC
243
ALARM
AUX
121.775
VOL
DF
121.6
VHF-DF
121.5
OFF
L-Tronics

Dual Meter Model
DF
ALARM
STRENGTH
 SENS
VOL
243
121.775
AUX
121.6
121.5
VHF
DF©2000 Scott E. Lanis
OFF
L-Tronics
172
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

 SENS
REC
243
121.775
ALARM
AUX
VOL
DF
121.6
121.5
VHF-DF
©2000 Scott E. Lanis
OFF
173
L-Tronics
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
 SENS
REC
243
121.775
ALARM
AUX
VOL
DF
121.6
121.5
VHF-DF
©2000 Scott E. Lanis
OFF
174
L-Tronics
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: halfscale, or the middle, is an optimum starting place
As the signal gets stronger, reduce SENSITIVITY, not volume
• The DF will be unreliable as too much signal is received, so you must cut
out part of it by reducing the sensitivity
• More than three-quarters scale is too much
DF
ALARM
STRENGTH
 SENS
VOL
243
121.775
AUX
121.6
121.5
VHF
DF©2000 Scott E. Lanis
OFF
175
L-Tronics
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
©2000 Scott E. Lanis
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DF Settings for
Dual-Meter Models
 MISSIONS
• Select 121.5 (or 121.775 for training missions)
• Ensure Alarm Toggle Off (down position)
• Turn Sensitivity to Maximum (Full Clockwise)
• Turn Volume to About Mid-Scale
• DF Should Stay About Centered
• Strength Meter Will Move Up-Scale to Right

NON-MISSION FLIGHTS
• Select 121.5
• Turn Alarm Toggle On
• Turn Sensitivity To Maximum
©2000 Scott E. Lanis
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Pre-Flight Functional Check
 Just
as you pre-flight the rest of the aircraft,
you should preflight your DF when going on
an ELT electronic search mission
 These procedures are covered in the MO/MP
Reference Text
©2000 Scott E. Lanis
178
QUESTIONS?
Six Steps for DF


Use these 6 steps for locating ELTs and EPIRBs with
L-Tronics LA- series airborne DF equipment
Use the full procedure every time for the best
results
•
•
•
•
•
•

RECeive
HALF
DF
TURN
CHECK
SHOOT
Each of these steps will be described in detail in
the slides to follow
©2000 Scott E. Lanis
180
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)
©2000 Scott E. Lanis
181
RECeive Mode/Strength
Window

In receive mode or in the strength window, the unit measures
signal strength
• Needle to the left means low; to the right means high


Values are relative depending on the sensitivity you have
selected
You may still be able to use the strength meter even if the DF is
not functioning perfectly
• It is possible to locate an ELT using only the Receive Mode
• Utilize Aural Search/Metered Search methods to accomplish
• If the unit isn’t completely operable, try wing shadowing using one of the
aircraft’s communications radios and use the DF unit’s strength meter as a
backup using the aural/metered methods
Step 2: Half
 Now
that the unit is in RECeive mode and you
have a good signal, turn the Sensitivity Knob
to HALF SCALE
• This is in the center of the window
If you are flying with a dual-meter unit, turn
the Sensitivity Knob so the needle reads HALF
SCALE in the STRENGTH window
 A half-scale strength reading will prevent too
much signal (over sense) from entering the
unit and will provide you with a good starting
point
 It is also the optimum for the DF homing
antennas

©2000 Scott E. Lanis
183
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)
©2000 Scott E. Lanis
184
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
Antenna Elements
Antenna Reception Pattern
 When
viewed from the bottom, an antenna
setup like the one pictured on the previous
slide produces a reception pattern like the
one shown here
• This pattern is called “carotid,”
which means
“heart-shaped”

The pattern is the same
even if the antennas are
mounted above the
wing
Element 1
©2000 Scott E. Lanis
2
3
186
Direction Finding
Mode/Window

The DF mode rapidly alternates the receiving
and reflecting antenna elements
• It chooses one element as the receiver and the
other two as the reflectors, then switches to the
other set

This produces a carotid pattern each time
the unit switches
• one is shown in blue, the other in yellow



By comparing the two patterns, the unit
will determine when they are equal
When they’re equal, the needle centers!
When the needle is centered,
the target is either directly ahead or
behind you!
Step 4: Turn
 Turn
at least one FULL circle, noting where the
DF needle centers
 Under ideal conditions, the needle will center
twice
• When facing directly at the source of the signal
• When facing 180º away from the target

You will solve this problem (called
ambiguity) in the next step
©2000 Scott E. Lanis
188
DF CENTERS
ELT (Possibility 1)
Alternating
Antenna
Patterns
WHEN THE
PATTERNS
ARE EQUAL,
THE DF NEEDLE
CENTERS!
Alternating
Antenna
Patterns
ELT (Possibility 2)
Step 5: Check
 Use
Turn to Tell
 Remembering that in DF mode the needle
always points Direct to the Flipping target
 When you have the needle centered, turn left
or right
• If you turn left and the needle goes left, the ELT is 180º
from your present heading
• If you turn left and the needle turns right, the ELT is dead
ahead
©2000 Scott E. Lanis
190
AMBIGUITY

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!)
ELT (Possibility 2)
ELT (Possibility 1)
DF NEEDLE



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 then
point LEFT
• The needle always points
Direct to the Flipping Target!
ELT
ELT (Possibility 1)


Actual ELT position
is unknown to user
Make a small turn
left or right
• As a teaching
reminder, “Use a
TURN to TELL”
SOLVING
AMBIGUITY
ELT (Possibility 2)
ELT (Possibility 1)


Actual ELT position
is unknown to user
Make a small turn
left or right
• As a teaching
reminder, “Use a
TURN to TELL”

Example:
• TURN LEFT
• needle goes left
SOLVING
AMBIGUITY
ELT (Possibility 2)


Actual ELT position
is unknown to user
Make a small turn
left or right
• As a teaching
reminder, “Use a
TURN to TELL”

Example:
• TURN LEFT
• If needle goes left
• ELT is to your left
(behind you)
ELT (Possibility 2)
SOLVING
AMBIGUITY
ELT (Possibility 1)


If you turn Left and the
needle moves Right
The ELT is in
Front of you!
SOLVING
AMBIGUITY
ELT (Possibility 2)
ELT (Possibility 1)



If you turn Left and the
needle moves Right
The ELT is in
Front of you!
Example:
• Turn left
• Needle goes
right
SOLVING
AMBIGUITY
ELT (Possibility 2)
ELT (Possibility 1)

Solution:
• If you turn Left
and the needle
moves Right
• The ELT is in
Front of you!
SOLVING
AMBIGUITY
N
 Use
S
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
E
W
Step 6: Shoot
• 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
©2000 Scott E. Lanis
199
How A DF Unit Works: Summary
 Two Main
• RECeive
• DF

Modes of Operation
RECeive Mode is a Strength Meter
• Left is low, right is high

DF Mode Centers on Signal
• Always points to the signal
• Use a Turn to Tell when solving ambiguity

Aircraft and ground units work the same way
QUESTIONS?
Reflections
 Reflections
of an ELT signal work just like a
flashlight off of a mirror
 Any flat, hard, or wet object can cause
signal reflections
•
•
•
•

Mountains, especially cliff faces
Hangars and other metal structures
Wet grass or snow
Large bodies of water or ice
Power lines can also have a large effect on a
low-powered signal such as an ELT
©2000 Scott E. Lanis
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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 bearingor try that at the first sign of problems!
©2000 Scott E. Lanis
203
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.
©2000 Scott E. Lanis
204
Vertical Reflections &
Signal Dropout





The transmission pattern (similar to the reception
pattern of the DF antennas, only for transmission) of an
ELT is not a perfect circle or sphere
It has lobes, or, stronger and weaker points
This is accentuated when the ELT is transmitting from a
location above the surrounding ground
When you get a good DF heading and the signal
fades or drops out completely you may just be outside
of one of the signal lobes
When you reacquire the signal, it should be stronger
than when you lost it
©2000 Scott E. Lanis
205
Signal Dropout


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
NO SIGNAL
SIGNAL
HEARD
©2000 Scott E. Lanis
206
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
©2000 Scott E. Lanis
207
Signal Strength Rate of Change
DISTANCE FROM
TRANSMITTER (NM)
SENSITIVITY KNOB
DEACREASES EXPONENTIALLY AS
DISTANCE DECREASES
70
60
3
4
2
50
5
40
6
30
1
7
20
10
0
7
6
5
4
3
©2000 Scott E. Lanis
SENSITIVITY
UNITS
2
1
208
Cone of Confusion
 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
Cone of
Confusion
• 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
©2000 Scott E. Lanis
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Reception in the “Cone of
Silence”


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
POOR
antenna
GOOD
signal
©2000 Scott E. Lanis
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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 angles
each time, remembering that
your path may be curved due
to wind (like uncorrected
NDB holding)
The point where station
passage is received
several times
should be the
location of
the target
2
3
1
©2000 Scott E. Lanis
211
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
©2000 Scott E. Lanis
212
QUESTIONS?
After Locating The ELT
 After
location, coordinate with ground teams
to bring them on-scene
 Use radio communication and relay GPS
coordinates
 Pick up the ground team at a predetermined
location and lead them to the target
 Alternately, coordinate a pick up point on
the radio
 Practice your air-to-ground coordination
skills often
• try it both with and without radio communication

Air-to-ground is CAP’s best unique ES skill!
©2000 Scott E. Lanis
214
DF upon Landing
 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?
Little L-Per

Six Steps
•
•
•
•
•
•
Receive
Half
DF
Center
Turn
Shoot
OK, which of these planes is it in?
 You
land at an airport with multiple hangars and
each hangar is full of aircraft
 This can make it difficult to find the ELT
 Two methods can help:
• Signal-offset
• Using a hand-held radio without its antenna

If the suspect aircraft has an external DF antenna
and you can’t get inside to turn the ELT off, try
placing an aluminum foil ‘sleeve’ over the
antenna to see if the signal strength decreases
significantly
OK, which of these planes is it in?
 Signal-offset:
reflected signals are generally
weaker so by tuning your radio further away from
the primary frequency you can isolate the signal:
• Assume ELT transmitting on 121.5; set to 121.55
• As you home in set in 121.6 (you may even work up to 121.7)
• As you get further away from 121.5 the area where the signal
will break through the squelch becomes smaller and smaller
(you can even turn up the squelch to get further isolation)
OK, which of these planes is it in?
 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
OK, where is the thing?
 ELTs
are usually located in or near the rear of the
aircraft. Also look for remote switches.
• Single-engine Cessna: right side of the upper baggage area
immediately aft of the baggage door
• Multi-engine Cessna: left side of the fuselage just forward of
the horizontal stabilizer. Accessed through a small push-plate
on the side of the fuselage.
• Single- and multi-engine Piper: in the aft fuselage. Accessed
through a small access plate on the right side of the fuselage.
• Single- and multi-engine Bonanza: in the aft fuselage.
Accessed through a small access plate on the right side of the
fuselage.
• Large piston twins (e.g., King Air) and small jets: if installed its
probably in the rear section. No visible antenna. May have a
small round push-plate that lets you manipulate the ELT switch.
OK, where is the thing?


Some aircraft have remote indicating lights (usually red;
below) that flash when the ELT has activated; also look for
obvious signs of disturbance near an ELT
Most 406 MHz ELTs also have a siren-type aural monitor
Silencing the ELT
 The
preferred method is to have the owner (or
someone designated by the owner) turn it off
and disconnect the battery
 Second best is to just turn it off
• The owner may take the switch to ‘Off’ and then back to
‘Armed’
• If this is done, stick around awhile and monitor 121.5 to ensure
it doesn’t go off again

If you can’t find the owner, you may have to
build a foil ‘tent’ (refer to CAPP-2)
Silencing the ELT
WARNING!
 Some new
aircraft have a
ballistic (rocketpropelled)
parachute
mounted on top
of the fuselage
 Warning signs on
either side
 If aircraft is
damaged, avoid
this area
Silencing the ELT





Foil Tent
1’ x 5’
Encloses antenna
Flaps at least 18”
beyond antenna
on fuselage
Securely taped
(masking tape
preferred)
Silencing the ELT


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)
Legal Issues
 Per
CAPR 60-3 Chapter 1, CAP members will not
enter private property and should not do
anything that could cause harm or damage to
the distress beacon or aircraft/boat
 Entry to the ELT should be made by the owner or
operator or law enforcement
 A transmitting ELT is under the legal authority of
the FCC, and federal law requires that it be
deactivated ASAP (a crashed aircraft is under
the authority of the NTSB)
Legal Issues
 CAP
members do not have the authority to
trespass onto private property, either to gain
access to the aircraft or to enter the aircraft to
gain access to the ELT
 Besides the owner/operator, some owners give
FBO personnel permission to enter their aircraft
Legal Issues
 While
entry upon private property may be
justified if such an act is for the purpose of saving
life, every effort should be made to obtain the
controlling agency's and/or the property owner's
consent
 If you need entry onto private property in order
to search for an ELT, law enforcement authorities
such as local police, the county sheriff's office or
game wardens may be contacted for assistance.
Legal Issues
 Normally,
local law enforcement officials are
happy to assist you; if they are not familiar with
CAP and your responsibilities, a simple
explanation often suffices
 If this doesn't work, try calling AFRCC and have
them explain the situation
Legal Issues
 The
most important aspect is the manner in
which you approach the matter
 The local civil authorities are in charge, but if the
AFRCC tasks you to search, you go search and
offer assistance to the civil authorities when the
opportunity presents itself
 If they tell you go home, then phone the IC
and/or AFRCC and close the mission
QUESTIONS?
Good Hunting!
©2000 Scott E. Lanis
231
Visual Search Patterns
and Procedures
(Chapter 8)
Objectives
 Plan
•
•
•
•

and describe how to fly:
Route (track crawl) search. {O & P; 8.2}
Parallel track (sweep) search. {O & P; 8.3}
Creeping line search. {O & P; 8.4}
Point-based (expanding square or sector) search.
{O & P; 8.5 & 8.6}
Discuss how to plan and fly a basic contour
search. {O & P; 8.7}
The “Stupid Check”
 “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
Examples




The following examples and worksheets are covered to aid
in pre-planning a search pattern
Designed for non-moving map GPS, but include all the
information you need to set up the GX50/55
Even if your aircraft has GPS with SAR functions, planning in
this manner will make your search easier and enable you
to be more flexible in the air
Advantages of pre-planning:
• Sets the details of the sortie in your mind
• Makes entering data (correctly) into your GPS easier
• Allows pilot and observer to concentrate on their primary task by
minimizing navaid setup time and reducing confusion
Latitude, Longitude and Distance
(and the GPS)
 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
Route search pattern
Track of missing aircraft
Track of search aircraft
1/2 S
1/2 S
Route search example
 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
worksheet
example
Parallel Track search pattern
Grid search example
 Assume
aircraft:
we’re searching STL #104-D for a missing
• Quarter-grid, 7.5' x 7.5'
• Enter the northeast corner
• One nm track spacing
• North/South legs
• No aircraft assigned to adjacent grids
Grid search
worksheet
example

GX50/55 Data
Type Grid & Sectional: US , STL
 Pattern: Parallel Line
 Grid: 104D2
 Spacing: 1 nm
 Direction of Travel: N/S

Creeping Line search pattern
Direction of Search
s
s
s
s
s
Creeping Line search example
 Assume
we’re searching for an aircraft along
Highway 31:
• Draw the route on the worksheet
• Start at the intersection of Hwys 31/9 (southeast of Columbus)
• Stop at the intersection of Hwys 31/50 (east of Seymour)
• Search three miles either side of Hwy 31
• 1-nm track spacing
Creeping
Line search
worksheet
example
Creeping Line search example
(CDI method)
 Assume
we’re searching for an aircraft along the
extended runway centerline of BMG runway 06:
• Draw the route on the worksheet
• Search 10 nm beyond the end of runway 06 (southwest)
• Search three miles either side of the extended centerline
• 1-nm track spacing
Creeping
Line search
worksheet
example
(CDI)

GX50/55 Data
Type Grid & Sectional: US , STL
 Pattern: Creeping Line
 Starting Waypoint: BMG
 Spacing: 1 nm
 Direction of Travel: 060º
 Leg Length: 3 nm
 Start Side: Right

Expanding Square
(second pass rotated 45°)
Expanding Square search example
 Assume
we’re searching for a missing ultra-light:
• Draw the route on the worksheet
• Center is a 483 AGL tower approximately 8 nm west of
Seymour
• Use cardinal headings, starting to the north
Expanding
Square search
worksheet
example

GX50/55 Data
Type Grid & Sectional: US , STL
 Pattern: Expanding Square
 Starting Waypoint: N 38º 59´ W 86º

10´
Spacing: 1 nm
 Direction of Travel: 000º

ID Pass
Altitude must be ≥ 1000 AGL
½ nm
CIRCLING
AIRBORNE
IMAGING
PROFILE
Note: Diagram
designed for
imaging from the
right seat;
reverse when
necessary
Shooting from right window, 1 nm away from target at ≥ 1000' AGL
ID Pass
Altitude must be ≥ 1000 AGL
½ nm
4-SQUARE
AIRBORNE
IMAGING
PROFILE
Note: Diagram
designed for
imaging from the
right seat;
reverse when
necessary
Enter
Exit
Shooting from right window, 1 nm away from target at ≥ 1000' AGL
Bird’s Eye (Overview) Imaging Pattern
1
Factory
OVERVIEW
AIRBORNE
IMAGING
PROFILE
Circle target to find the altitude that will permit horizontal framing and
determine the best direction from which to take the imaging photo
2
Note: Diagram
designed for
imaging from the
right seat;
reverse when
necessary
Factory
Shooting from right window at best altitude and direction
Approximately 75 knots (not ≤ Vx), 10° flaps, 10° bank and full opposite rudder
45° Angle to Target Imaging Pattern
2000' AGL Example
45°
45º ANGLE
AIRBORNE
IMAGING
PROFILE
2828' or 0.465 nm
2000' AGL
ID
Pass
2000'
Height (AGL)
1000
1500
2000
2500
3000
3500
4000
4500
NM for 45° Angle
0.233
0.349
0.465
0.582
0.698
0.815
0.931
1.047
X
Point-based (Sector)
search pattern
S max
The pattern and headings
are planned in advance
Sector search is easier to fly
than expanding square
This pattern is used when an
electronic search has led the
crew to a general area to find
the exact location visually
The pattern provides concentrated
coverage near the center of the area
S mean
Contour search pattern
This is a difficult and
dangerous pattern to fly.
Requires special training
such as the Mountain
Flying course.
QUESTIONS?
Step Through a
Typical Mission
(Chapter 10)
Objectives
 Discuss
the items you should check before
leaving on a mission: {O & P; 10.1}
• Personal and aircraft items
• CAPF 71
• State the flight time and crew duty limitations (per the current
CAPR 60-1)
• State the three unique entries made by a CAP pilot on a FAA
Flight Plan and where they go on the flight plan
• “IMSAFE” and flight release
• Preflight & loading
• Departure

Discuss the approach and your actions upon
arrival at mission base, including the general
briefing {O & P; 10.2 & 10.4}
Objectives (con’t)




Discuss the six steps of ORM and the four principles
involved {O & P; 10.3}
Discuss the aircrew briefing {O & P; 10.5}
Describe the information contained in and how to fill out
the flight planning and briefing sections of the CAPF 104
{O & P; 10.6}
Discuss the items checked and actions taken before
leaving on a sortie: {O & P; 10.7}
• Release and preparation
• Preflight and Departure
• State when the ‘sterile cockpit’ rules starts and ends

Discuss duties during the sortie, including: {O & P; 10.8}
• Preparations prior to entering the search area
• Required radio reports
• State when the ‘sterile cockpit’ rules starts and ends
Objectives (con’t)
 Discuss
your actions upon arrival back at mission
base {O & P; 10.9}
 Describe the information contained in and how
to fill out the debriefing section of the CAPF 104
{O & P; 10.10}
 Discuss the aircrew debriefing {P; 13.11}
 Discuss your actions upon arrival back home,
including: {P; 13.12}
• What to do with the aircraft
• What to do if you observe signs of post-traumatic stress
• When the mission is officially over for you and your crew
What’s the Rush?
 Why
do we go to so much trouble to train
mission aircrew members and encourage
members to spend the time it takes to stay
proficient?
 Time is such a critical factor in missing person
or aircraft crash searches
 Treat every minute after you been alerted as
critical to the survival chances of the victims
Survival Rates
 Of
the 29% who survive a crash, 60% will be
injured:
• 81% will die if not located within 24 hours
• 94% will die if not located within 48 hours

Of those 40% uninjured in the crash:
• 50% will die if not located within 72 hours
• Survival chances diminish rapidly after 72 hours
Response Times
 Average
time from the aircraft being
reported missing to AFRCC notification:
• 15.6 hours if no flight plan was filed
• 3.9 hours if a VFR flight plan was filed
• 1.1 hours if an IFR flight plan was filed

Average time from the aircraft being
reported missing (LKP) to CAP locating and
recovering:
• 62.6 hours if no flight plan was filed
• 18.2 hours if a VFR flight plan was filed
• 11.5 hours if an IFR flight plan was filed
What’s the Rush?
 What do these statistics tell us?
• We must take each mission seriously!
• Strive to do everything better, smarter and faster!
Training, practice and pre-planning help us
accomplish these goals
 Also tells us, as pilots, to always file a flight
plan

Leaving Home Base
NOTE: Mission Pilots may skip the portions that
were covered in Chapter 12, Phases of Flight
 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
Leaving Home Base
 Check
the Weight and Balance, ORM, CO
monitor & Fire Extinguisher status, fuel reserve
and management plan, Discrepancy Log
 Tie-downs, chocks, Pitot cover and engine
plugs
 Equipment such as fuel tester, survival kit,
binoculars, sick sacks, and cleaning supplies
Leaving Home Base


Obtain briefing and file FAA Flight Plan (use Flight Following)
Complete “Inbound” 104 and get released by FRO (may be
mission base if AFAM)
Leaving Home Base
“IMSAFE”
 Illness
 Medication
 Stress
 Alcohol
 Fatigue
 Emotion
Leaving Home Base -- FRO Checklist
Review CAPF 99, CAP Flight Release Log, reverse, CAP
FRO Checklist Questions





Are PIC(s) qualified to fly the CAP aircraft for the type of
flight proposed (consult the Ops-Qual FRO Report)? Does
the PIC(s) possess the appropriate pilot currency for the
flight?
Are all aircraft occupants CAP members? If not, have
applicable procedures been followed for non-CAP
members, including CAPF 9 if applicable?
Is the correct mission symbol selected?
Is the route of flight complete, and does the PIC have
permission to fly to destinations outside the wing? Does
permission exist for all landings at every airport IAW CAPR
60-1?
Will a flight plan be filed (required for over 50 nm)? If not,
what is the estimated landing time? Unless an FAA flight plan
is filed and activated, the FRO is responsible for initiating
missing aircraft procedures two hours after the estimated
landing time if not notified the flight was safely concluded
Pre-flight begins even before
you even get to the aircraft
Preflight


Check the aircraft: Pre-flight (e.g., CAPF 71, CAP Aircraft
Inspection Checklist)
Check the date and starting Tach & Hobbs times to ensure
you won't exceed:
• Mid-cycle oil change (40-60 hours, not to exceed six months)
• 100-hour/Annual
• 24-month Transponder inspection, Pitot-Static system inspection,
Altimeter calibration, & ELT inspection/Battery replacement date
• 30-day VOR check for IFR flight


Check the AD compliance list
Fill in the CAP Flight Log
Preflight





Check the Discrepancy Log; ensure no discrepancy makes
the aircraft unsafe for flight or reduces your ability to
accomplish the mission
Verify any outstanding discrepancies during your aircraft
preflight. If new discrepancies are discovered, log them
and ensure the aircraft is still airworthy and mission ready
During loading, ensure that all supplies and equipment
correspond to what you used in your Weight & Balance
Windshield and windows are clean, and that the chocks, tiedowns, and Pitot tube covers/engine plugs are stowed
Check and test special equipment
Preflight
 Check
parking area for obstacles, arrange for
marshaller or wing-walker
 The mission pilot will perform the passenger
briefing, Sterile Cockpit rules, and review the
emergency egress procedure. The pilot should
also brief the crew on the fuel management plan
and assumptions, and assign responsibility for
inquiring about fuel status once an hour.
 The pilot will review the taxi plan and taxiway
diagram, and assign crew responsibilities for taxi
 Once everyone is settled in, organize the cockpit
and review the "Engine Fire on Start" procedure
Departure
 Always
use the checklists; use the
challenge/response method
 Seat belts and shoulder harnesses
 Collision avoidance! An increasing number of taxi
mishaps are the number one trend in CAP.
Investigations reveal that pilots are: straying from
designated taxi routes, not allowing adequate
clearance, not considering the tail and wings
during turns, taxiing too fast for conditions, taxiing
with obscured visibility, distracted by cockpit
duties, and not using other crewmembers to
ensure clearance. Use exterior lights!
Departure

CAPR 60-1 taxi rules:
• Taxi no faster than a slow walk when within 10 feet of obstacles
• Maintain at least 50' behind light single-engine aircraft, 100' behind
light multi-engine or jet aircraft, and 500' behind helicopters and
heavies


Go over the crew assignments for takeoff and departure and
make sure each crewmember knows in which direction they
should be looking during each.
Remind the crew that midair collisions are most likely to
occur in daylight VFR conditions within five miles of an
airport at or below 3,000’ AGL! This means that most midair
collisions occur in or near the traffic pattern. Since the pilot
has only one set of eyes, this (and aircraft design) leaves
several 'blind spots' that the observer and scanner must
cover -- particularly between your 4 and 8 o'clock positions.
Departure




Be sure and include the DF unit's Alarm light self-test in your
scan during startup. The light should blink for several
seconds; if it doesn't your unit may be inoperative.
Ensure that the DF, Audio Panel and FM radio are set up
properly. If possible, perform an FM radio check. Select
your initial VOR radial(s) and GPS setting (e.g., destination or
flight plan).
Obtain ATIS and Clearance (read back all clearances and
hold-short instructions). Then verify the crosswind limitation.
Set up the navigational instruments (e.g., VOR radials and
GPS destination, entry points and waypoints)
Once you begin taxiing, check your brakes
Departure







Sterile cockpit rules are now in effect
Keep the checklist close at hand, open to Emergency
Procedures
Check for landing aircraft before taking the active
Good idea to state what you intend to do if you have engine
problems on takeoff
After takeoff, start the Observer Log with the time and Hobbs
for “Takeoff“
The FAA's "operation lights on" encourages pilots to keep
aircraft lights on when operating within 10 miles of an airport,
or wherever flocks of birds may be expected
While departing the airport environs practice collision
avoidance and maintain the sterile cockpit until well clear of
traffic and obstacles. The pilot should use shallow S-turns
and lift a wing before turns to check for traffic. The crew
must keep each other appraised of conflicting aircraft and
obstacles
Arrival at Mission Base
 Obtain
ATIS (or AWOS) as soon as possible. May
be able to contact mission base on FM radio.
 Review taxi plan/airport taxi diagram and make
crew assignments for approach, landing and taxi
 Make sure each crewmember knows in which
direction they should be looking during each.
Remind the crew that midair collisions are most
likely to occur in daylight VFR conditions within
five miles of an airport at or below 3,000’ AGL! This
means that most midair collisions occur in the
traffic pattern, with over half occurring on final
approach
 Sterile cockpit rules are now in effect
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 “Landing"
 Watch for Marshallers and follow their
directions, signal Ignition Switch OFF (hold
keys out the window) so they can chock
Arriving at Mission Base
(with style)
Arrival at Mission Base
 Secure the aircraft:
• Avionics/Control lock, Master Switch OFF
• Tie-downs, chocks, Pitot tube cover and engine plugs
• Close windows, Fuel Selector Switch in 'Right' or 'Left,' and Parking Brake
OFF; remove personal items and special equipment; lock the doors and
baggage compartment.
 Oil
& fuel, clean windows and leading edges
 Close FAA flight plan, call FRO
 Check aircrew and aircraft into the mission
 Complete “Inbound” 104 (WMIRS)
 Get sortie assignment
 Determine food and lodging
General Briefing
 Mission
objective and status
 Safety and hazards
 Mission base procedures
 Weather
 Frequencies
Operational Risk Management
 Accomplish
the mission with the least
possible risk
 More than common sense, more than just
a safety program
 Educated (informed) risk versus taking a
gamble
 Part of the CAP culture

ORM Courses on the National website
ORM – Six Steps
 Identify
the hazards
 Assess the risks
 Analyze risk control measures
 Make control decisions
 Implement risk controls
 Supervise and review
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
ORM and the Aircrew
 Acknowledge
risks in order to deal with them
 Each crewmember is responsible to look for risks
 Don’t ignore risks; if you can’t eliminate or
reduce the risk, tell someone
 PIC has ultimate authority and responsibility to
deal with risks during the sortie
 PIC has the responsibility to inform his or her
crew of the risks involved, and to listen to and
address their concerns
Aircrew Briefing

Sortie Objectives

Weather

Altitudes

Duties
FAA Flight Plan

U. S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
FAA Form 7233-1
(FAA USE ONLY)
PILOT BRIEFING
VFR
IFR
DVFR
2. AIRCRAFT
IDENTIFICATION
TIME STARTED
SPECIALIST
INITIALS
STOPOVER
FLIGHT PLAN
1. TYPE
VNR
3. AIRCRAFT TYPE/
SPECIAL EQUIPMENT
4. TRUE
AIRSPEED
5. DEPARTURE POINT
6. DEPARTURE TIME
PROPOSED (Z)
ACTUAL (Z)
7. CRUISING
ALTITUDE
CAP 4239
KTS
8. ROUTE OF FLIGHT
9. DESTINATION (Name of airport
and city)
12. FUEL ON BOARD
HOURS
10. EST. TIME ENROUTE
HOURS
13. ALTERNATE AIRPORT(S)
MINUTES
11. REMARKS
N239TX
14. PILOTS NAME, ADDRESS, & TELEPHONE NUMBER & AIRCRAFT HOME BASE
MINUTES
15. NUMBER
ABOARD
17. DESTINATION CONTACT / TELEPHONE (OPTIONAL)
16. COLOR OF AIRCRAFT
FAA Form 7233-1 (8-82)
CIVIL AIRCRAFT PILOTS, FAR Part 91 requires you file an IFR flight plan to operate under instrument flight rules in
controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the
Federal Aviation Act of 1958 as amended
CLOSE VFR FLIGHT PLAN WITH ________________FSS ON ARRIVAL
CAPF
104
(WMIRS)
- Flight Plan
- Briefing form
CAPF
104
(WMIRS)
- Flight Plan
- Briefing form
CAPF
104
(WMIRS)
- Flight Plan
- Briefing form
QUESTIONS?
Preparing to Leave on a Sortie
 Check
in with Briefing Officer, who will
check your 104 and sign
 Flight Release Officer will inform you of any
changes and release you
 Pilot pre-flights aircraft
 Observer checks mission equipment and
supplies
 Review flight time and duty limitations
 Final restroom visit
Preparing to Leave on a Sortie
 Pilot’s
•
•
•
•
•
briefing:
Seat belts and shoulder harness, no smoking
Emergency egress procedure
Fuel management plan and assumptions
Taxi plan/diagram, crew assignments
Startup and Taxi emergency procedures
• When sterile cockpit rules are in effect

When more than one flight is accomplished by the
same crew during the day, subsequent briefings
are not required to be so detailed but must, at a
minimum, highlight differences and changes from
the original briefing
Preparing to Leave on a Sortie
 If
this is the first sortie of the day the
observer will perform an FM radio check
with mission base; you may also perform a
DF functional check if this is an ELT search.
Other special equipment should also be
tested before the first sortie (camera,
camcorder, SDIS).
 Enter sortie settings into the GPS
(destination or flight plan, entry points and
waypoints)
Taxi Mishaps


Becoming a bigger problem each year (#1 trend in CAP)
Pilots are:
• Straying from designated taxi routes
• Not allowing adequate clearance and not considering the tail and
wings during turns
• Taxiing too fast for conditions and taxiing with obscured visibility
• Distracted by cockpit duties
• Not using other crewmembers to ensure clearance

Strategies:
•
•
•
•
•
Thorough planning and preparation eliminates distractions
Crew assignments for taxi
Treat taxiing with the seriousness it deserves
Use exterior lights (be considerate of others, especially at night)
Sterile cockpit rules
Taxi and Departure






The sterile cockpit rules begin at this time
Startup, taxi and departure were covered earlier
If there are flight line Marshallers, they will expect you to turn
on your rotating beacon and signal the impending engine
start before starting the engine. You are also expected to
signal (e.g., turn on your pulse light or flash your taxi/landing
light) before beginning to taxi.
Observer begins Observer Log with time and Hobbs, reports
“Takeoff”
Takeoff, climb and departure were covered earlier
Once clear of the airport/controlled airspace environs the
crew settles into the transit phase
During the Sortie
 Depending
on circumstances (e.g., the airspace is
still congested or multiple obstacles are present)
the sterile cockpit rules are normally suspended at
this time.
The aircrew maintains situational
awareness at all times during the flight
 Double-check navigational settings that will be used
in the search area, review search area terrain and
obstacles, review methods to reduce crew fatigue
during the search or to combat high altitude effects.
 Update in-flight weather, file PIREPs, periodically
check navigational equipment against each other
to detect abnormalities or failures
During the Sortie
 The
pilot should stabilize the aircraft at the assigned
search heading, altitude and airspeed at least two
miles before you enter the search area, and turn
sufficient aircraft exterior lights on to maximize
visibility (so others can "see and avoid")
 The sterile cockpit rules begin at this time
 Observer logs and reports “Entering the Search
Area,” primary duty is now Scanner
 Periodic “Ops Normal” reports, Observer asks about
fuel status and altimeter setting at least hourly
 Scanner and observer logs, sketches
During the Sortie
 During
the actual search or assessment, the aircrew
must be completely honest with each other
concerning their own condition and other factors
affecting search effectiveness.
If you missed
something, or think you saw something, say so. If
you have a question, ask.
 If target spotted notify mission base immediately;
begin recovery ASAP
 Mission commander monitors for fatigue, ensures
crew drinks enough fluids, schedules breaks
Return to Base
 When
the aircraft completes its mission
and leaves the search area, the observer
notes the time and the Hobbs reading and
reports "Leaving the Search Area“
 Double-check heading and altitude with
what was assigned for transit to the next
search area or return to base
 Reorganize the cockpit in preparation for
approach and landing
 Approach,
landing and arrival were
covered earlier
Return to Base
 Check
back in and take a break
 Complete the CAPF 104 and prepare for
debriefing
 The Debriefing section of the F104 contains
your observations and comments
regarding your sortie and your assessment
of sortie effectiveness
CAPF
104
WMIRS
Debrief
Debriefing
 Note
both Positive and Negative results
 Use the Debriefing Information section of the
CAPF 104
 Used to determine how effective the search
was:
•
•
•
•

Weather — shadows, visibility, snow cover
Terrain — open, flat, mountainous, rough
Ground Cover — barren, forest, scrub, sparse, dense
Other information — hazards, changes from plan
Used to calculate the “probability of
detection” that is used for subsequent search
planning
Debriefing
 Discuss
items on the 104
 Assemble and label attachments
 Report to Debriefer
 Be TOTALLY HONEST during the debriefing
Debriefing
 Crew
comments about effectiveness
 Times (and Hobbs readings)
 Sketches and attachments
 Fuel receipt
 Be TOTALLY HONEST during the debriefing
End of the Mission
 Turn
in equipment and supplies
 Settle fuel, food and lodging bills
 Plan the trip home
 Fill out “Outbound” CAPF 104 (WMIRS)
 Check weather and file FAA Flight Plan
 Check out with mission staff, obtain flight
release
The Trip Home
 Maintain
crew discipline and continue to use
mission procedures and checklists
 SAR personnel can experience post-traumatic
stress, so look for signs (refer to CAPR 60-5)
 Once on the ground, secure the aircraft and
ready it for its next mission
 Close FAA Flight Plan
 Complete the “Outbound” 104 (WMIRS)
 Once everyone is at home, call mission base to
close out the mission
Local Drills and Exercises
 Easy
 Inexpensive
 Very
efficient
 Very worthwhile
 Fun
QUESTIONS?
Crew Resource
Management
(Chapter 11)
Objectives
 Discuss
failures and error chain
{O & P; 11.2}
 Discuss situational awareness {O & P; 11.3}
 Discuss how to regain SA once lost
{O & P 11.4}
 Describe barriers to communications
{O & P; 11.5}
 Define/discuss task saturation {O & P; 11.6}
 Discuss assignments and coordination of
duties {O & P; 11.8}
Why CRM?
 Properly
trained aircrew members can
collectively perform complex tasks better
and make more accurate decisions than the
single best performer on the team

An untrained team's overall performance can
be significantly worse than the performance
of its weakest single member

We will cover behavior and attitudes of
teamwork and communication among team
members
Why CRM?
CAP
 Aircraft accidents
 Per 100,000 hours
 A/C flight incidents
 A/C ground incidents
 Fatalities

1996
9
7.79
28
7
7
1997
5
4.16
27
8
2
1998
6
4.76
19
3
3
1999
3
2.34
12
6
2
2000
1
0.94
16
8
0
Why CRM?
MISHAP
 Taxi
 Ground
 Landing
 Other

1998
9
4
8
4
1999
4
6
8
3
2000
9
3
10
2
Failures
Parts
and equipment.
• Mechanical failures
People.
• Human failures
The Error Chain
A
series of event links that, when
considered together, cause a
mishap
Should any one of the links be
“broken,” then the mishap
probably will not occur
It is up to each crewmember to
recognize a link and break the
error chain
Situational Awareness (SA)
Know
what is going on around
you at all times
Requires:
• Good mental health
• Good physical health
• Attentiveness
• Inquisitiveness
Loss of SA
 Strength of an Idea
Hidden agenda
 Complacency
 Accommodation
 Sudden Loss of Judgement

Symptoms of Loss of SA
Fixation
 Ambiguity
 Complacency
 Euphoria
 Confusion
 Distraction
 Overload

Hazardous Attitudes
Anti-authority
Impulsiveness
 Invulnerability
 Macho
 Resignation
 Get There It-us

Regaining SA
Reduce workload: Suspend the mission.
 Reduce threats:

• Get away from the ground and other obstacles
(e.g., climb to a safe altitude).
• Establish a stable flight profile where you can
safely analyze the situation.

Remember: “Aviate, Navigate, Communicate”
How do we get it back?
Trust your gut feelings
 “Time Out,” “Abort,” or “This is Stupid.”

• Pilot establishes aircraft in a safe and stable
configuration, and then discuss the problem

Sterile Cockpit
• Limit talk to the minimum necessary for safety.
• Taxi, takeoff, departure, low-level flying,
approach, landing
QUESTIONS?
Barriers to Communication

Hearing
• The biological function of receiving sounds, converting them to
electrical impulses, and having the brain interpret them

Listening
• Correctly identifying what the sender has sent in their message
Barriers to Communication

Distracters
• Physical/Mental: Noise, static, simultaneous
transmissions; fatigue and stress
• Wording: Incomplete or ambiguous message,
too complex or uses unfamiliar terminology
• Personal: Boring, lack of rapport or lack of
credibility
Task Saturation
Too much information at one time
 Too many tasks to accomplish in a
given time

Usually occurs when an individual is
confronted with a new or unexpected
situation and loses SA

Task Saturation
Keep your workload to an acceptable
level
 If you feel overwhelmed, tell the others
before becoming saturated and losing
you situational awareness
 Watch your team members for signs of
saturation

Identification of Resources

External and internal
Identify your resources, know where
to find them, and how to use them to
accomplish the mission

Assignment of Duties
CAPR 60-3
 Flight-related -- aircraft commander
 Mission-related -- mission commander

Crew Coordination
Understand and execute your
assignments
 Communicate
 Question

Summary
 Pay
close attention to all briefings
 Understand the “big picture”
 Watch for task overload in yourself and other
crewmembers
 67% of air transport accidents occur during
17% of the flight time - taxi, takeoff,
departure, approach and landing. Keep
casual conversation and distractions to a
minimum during these phases of flight.
 Begin critical communications with
instructions, then explain
Summary







Successful missions hinge on each and every
crewmember
Learn how to use the procedures and tools available
to you, and use them correctly
Never stop learning
Don’t be afraid to ask questions
Never criticize someone for asking questions
Anyone can call “Time Out,” “Abort,” or “This is
Stupid”
Remember that the Mission Pilot must make the final
decision based on the crew’s input
QUESTIONS?
EXTRA STUFF
Pilot Records and
Form 91 Review
Introduction

The purpose of this section is to review the CAPF
91 (CAP Mission Pilot Checkout)
Pilot Records (from 60-1)

All pilot data must be entered into the CAP OPS Quals
system by the member or authorized unit Stan/Eval and
validated by the unit commander or designee
• Data entered shall include all relevant FAA pilot qualifications,
CAPF 5, Aircraft Questionnaire(s), commander written
designations, and other items needed to establish CAP aircraft
operating privileges

All CAP pilots must sign a one time copy of the CAP
Statement of Understanding, which will be maintained on
file with the authorized unit Stan/Eval
Optional Records (Personal)











FRO Personal authorization
Current CAP Membership card
Current CAP 101 card and CAPF 114 (training record)
CAP Communications certificate (CAPF 76, ROA)
Award of Aeronautical Rating (CAPF 2a)
Documentation of total PIC hours (photocopy of last page
of your logbook)
FAA A & P certificate
Emergency Notification Data (CAPF 60)
FAA Wings certificate (highest level held)
Current CPR, Basic Care, Bloodborne Pathogens cards
Keep expired Form 5s at home
CAPF 91
Mission Pilot Checkout
 This
section reviews the CAP Mission Pilot
Checkout
 CAPF 91 instructions describes what to expect
before, during and after your check ride
 Remember, you can use the “Approved Mission
Pilot Proficiency Flight Profile #5” to practice for
your checkout
Oral Discussion
(CAPF 91, I.)
 Ensure
current CAPF 116 Part 1 Exam Passed
 Ensure IS-100, IS-200 and IS-700 completed
 Mission Base Procedures
 Air-to-ground signals
 Mission safety principles
 CAP Radio Procedures (as required)
 Individual & Crew Equipment/Clothing
 Search Procedures
 Map and Chart Reading
Oral Discussion
 Mission
flight planning, including WMIRS,
CAPF 104, and uploading documents
 Observer/Scanner briefing and utilization
(CRM/ORM)
 Use of the standardized chart grid system
 Debriefing procedures
Pre-Flight Planning
(CAPF 91, II.)
 Determine
Performance Limitations
 Obtain Mission Briefing
 Gridded Sectional
 Observer Briefing
 Fuel Planning & Reserve
 Ground Team Coordination
Visual Search Patterns & Procedures
(CAPF 91, III.)
 Locate
Grid or Area (without electronic aids)
 Establish Search Altitudes
 Grid (parallel track) Search Patterns
 Creeping Line Search Procedures
 Expanding Square or Sector Search
 SDIS procedures, if applicable
 ARCHER Procedures, if applicable
Electronic Search
Patterns & Procedures
(CAPF 91, IV.)
 Locate
Starting Point
(with & without electronic aids)
 Establish Appropriate Search Altitude
 VHF-DF Procedures
 Wing Null Procedures
 Aural (build-fade) Procedures
Mountainous Terrain Procedures
(CAPF 91, V.)








Locate Grid/Area (with & without electronic nav)
Establish Search Altitude
Contour Search Procedures
Canyon Search Procedures
Ridge Crossing procedures
Communications Procedures
Wind/Updrafts/Downdrafts
Mountain Wave Effect
Emergency Procedures
(CAPF 91, VI.)
 Low
Altitude Engine Failure
 Ditching
 Landing on Unprepared Surface
 Deteriorating Weather
Mission Flight Maneuvers
(CAPF 91, VII.)
 720°
Steep Turns
 Turns About a Point
 Message Drop Procedure (verbal)
 Airspeed Control
 Low Speed Maneuvering
 Low Level Navigation (without electronic navaids)
 Judgment
Safety Awareness
(CAPF 91, VIII.)
 Clearing
Turns and Collision Avoidance
 Vigilance
 Cockpit Resource Management
 Risk Management
Proficiency

CAPR 60-1 gives considerable attention to proficiency:
• Self-Conducted Proficiency Flight Guidelines

Mission Pilot Proficiency Profiles (use with B12):
•
•
•
•
•
•
•
•
Profile 1: Visual Search Mission
Profile 2: Video Imaging Mission
Profile 3: Electronic Search Mission
Profile 4: Transportation Mission
Profile 5: CAPF 91 Practice
Profile 6: Mountain Search Mission
Profile 7: Proficiency Flight Mission Profile (with CFI/CFII)
Profile 8: ARCHER Mission
QUESTIONS?
Review and Test