South Carolina Wing Civil Air Patrol Mission Aircrew Course

South Carolina Wing Civil Air Patrol Mission Aircrew Course
Sign in roster Fill out Fax for AFIADL course Class introduction - name, aviation experience, length of time in CAP, scanner, observer, pilot? Show Outline ** Revised July 2008 – TX176/R.Hischke **

Administrative Items Form 101
So, you wanna train ??? Form 101 Form 101 Specialty Qualification Card CAPR NEED GENERAL ES !!! Complete information contained in CAPR 60-3 Issued by the wing commander. SQTR required for training in each specialty Currency requirement - as a minimum qualified personnel should participate in at least one mission (actual, training or proficiency sortie) every two years in each specialty. Scanners and observers must also maintain currency IAW CAPR 60-1 which means satisfactorily completing a biennial refresher qualification program covering the subjects in this course. Lost currency may be regained IAW procedures in CAPR 60-3, pp READ

Mission Scanner Requirements
Trainee 18 years of age minimum Complete on-line CAPT 116, ES/ICS tests Qualification Preparatory Training per SQTR-MS Recommend Completion of AFIADL 02130A Scanner Course Demonstrate knowledge of procedures and plans Assist in planning & conducting two sorties Training conducted & verified by a qualified Mission Scanner Requirements for Scanner/Observer positions contained in CAPR 60-3 Training requirements found in CAPR 60-3 pp 2-3 Positional Checklists found in SQTR-MS,MO,MP Two sorties is minimum. Must complete all training requirements and demonstrate proficiency. No specified minimum number of required hours for flight and classroom training - the goal is to achieve level of proficiency Mission Pilots can conduct Scanner / Observer flight training Training is a continuous process - it doesn’t stop when the CAPF 101 is issued - professional performance demands continuous training.

Training Requirements
Visual Search Pattern Procedures Electronic Search Pattern and Procedures Aircrew Coordination Flight Line Operations Survival and First Aid Procedures Safety Scanning Techniques and Sighting Characteristics - This course covers the classroom training required for Scanner, Observer, & Pilot. - Five Visual Search Patterns - Four Electronic Search Patterns - Assignment of Duties - Crew Efficiency - Search Altitude Selection - Coordination with ATC (Air Traffic Control) - Aircraft Marshalling Hand Signals - Flightline Safety - Safety Considerations - Scanning Patterns - Lighting Conditions - Visual Clues - Wreckage Patterns - Reducing Fatigue Effects

Flight Training/Qualification Requirements
Minimum of two separate sorties as a trainee under the direct supervision of a qualified Mission Scanner Demonstrate Thorough Knowledge and Understanding of: Visual Search Pattern Procedures Electronic Search Pattern and Procedures Coordination with Ground Teams/Air-Ground Signals Aircrew Coordination - Trainee must demonstrate to a qualified mission observer a thorough understanding of SAR/DR operations procedures. - SQTR-MS,MO,MP show list of training requirements:HAND OUT - Visual Search Track Line, Parallel Track, Creeping Line, Expanding Square, Sector, Contour/Mountainous Terrain - Electronic Search Wing Shadow (Signal Null), Aural, DF/Metered,Mountainous Terrain - Coordination with ground team: Directing ground teams along a desired route to specified objectives, with and w/o radio communication and correctly sending and receiving signals - Demonstrate proficiency in working with assigned crew members

Scanner Duties PRIMARY RESPONSIBILITY: Visual Search
Be prepared to fly the mission — clothing, equipment, credentials, etc. Assist in Completion of pre-mission paperwork Participate in briefings Maintain an observer’s log Conduct the mission as planned Report observations accurately Assist in completion of all post-mission paperwork Primary responsibility - Visual Search; allows the pilot to fly safely and accurately. You are the Eyes and Ears of the Mission Coordinator (MC). Briefings include: Mission, safety, comm, preflight/aircrew, passenger/crew and debrief CAPF 60 (Emergency Notification Form) CAPF 103 (Sign In Rosters) CAPF 121 (Aircraft and Vehicle Sign In Rosters) CAPF 104 (Flight Plan / Mission Briefing/Debriefing Form) Observer’s Log Source documents for Scanner/Observer are: CAPR 60-3, CAP Emergency Services Training and Operational Missions CAPR 60-1, CAP Flight Management

Mission Observer Requirements
Trainee Qualified Mission Scanner Qualification Preparatory Training per SQTR-MO CAP Radio Operator Authorization Card Recommend Completion of AFIADL 02130B Observer Course Demonstrate knowledge of Procedures and Plans Plan & conduct two sorties Training conducted & verified by a qualified Mission Observer This course covers material required prior to the issuance of a SQTR for the Observer Specialty Visual Search Patterns and Procedures Electronic Search Patterns and Procedures Chart Reading / CAP Grid System Search Coverage Navigation and Position Determination Air Crew Coordination Weather High Altitude and Terrain Considerations Coordination with Ground Teams Flight Line Operations Communications Procedures Flight Plans and Mission Forms Reimbursement Procedures State/Local Agreements Survival and First Aid Procedures Safety Transport Mission Procedures Scanning Techniques and Sighting Characteristics

Flight Training Requirements
Minimum of two separate sorties as a trainee under the direct supervision of a qualified Mission Observer Visual and electronic search procedures Visual search patterns as applicable Electronic search with direction finding equipment Electronic search without direction finding equipment Aircrew coordination Other search mission procedures Trainee must demonstrate to a qualified mission observer a thorough understanding of SAR/DR operations procedures. - SQTR-MS,MO,MP show list of training requirements: Visual Search Procedures to include a. Track line (route) search b. Parallel track search c. Creeping line search d. Expanding square search e. Contour search f. Mountainous terrain procedures (if applicable) Electronic Search Procedures a. Wing shadow method b. Aural search c. Use of direction finding equipment d. Mountainous terrain procedures (if applicable) Coordination with Ground Teams/Air-ground Signals Navigation and Position Determination Air Crew Coordination

Observer Duties PRIMARY RESPONSIBILITY: Visual Search
SECONDARY RESPONSIBILITY: Assist MP Be prepared to fly the mission — clothing, equipment, credentials, etc. Complete pre-mission paperwork Participate in briefings Maintain an observer’s log Conduct the mission as planned Advise the mission base of status Report observations accurately Complete all post-mission paperwork Primary responsibility - Visual Search; allows the pilot to fly safely and accurately. You are the Eyes and Ears of the Mission Coordinator (MC). Briefings include: Mission, safety, comm, preflight/aircrew, passenger/crew and debrief CAPF 60 (Emergency Notification Form) CAPF 103 (Sign In Rosters) CAPF 121 (Aircraft and Vehicle Sign In Rosters) CAPF 104 (Flight Plan / Mission Briefing/Debriefing Form) Source documents for Scanner/Observer are: CAPR 60-3, CAP Emergency Services Training and Operational Missions CAPR 60-1, CAP Flight Management

Mission Pilot Requirements
Trainee Qualified Mission Scanner Highly recommended to be Qualified Mission Observer Current CAP Pilot with 175 Hrs. PIC incl. 50 Hrs. X/C Preparatory Training per SQTR-MP Qualification CAP Radio Operator Authorization Card Complete MISSION AIRCREW Course Fly two separate training sorties Demonstrate capability to fly search patterns Complete evaluation flight check - CAPF 91. Training conducted & verified by a qualified Mission Pilot Classroom training covering the applicable material outlined below is required prior to the issuance of a SQTR for the Observer Specialty Visual Search Patterns and Procedures Electronic Search Patterns and Procedures Chart Reading / CAP Grid System Search Coverage Navigation and Position Determination Air Crew Coordination Weather High Altitude and Terrain Considerations Coordination with Ground Teams Flight Line Operations Communications Procedures Flight Plans and Mission Forms Reimbursement Procedures State/Local Agreements Survival and First Aid Procedures Safety Transport Mission Procedures Scanning Techniques and Sighting Characteristics

Radio Operator Authorization Card
Mission Forms Radio Operator Authorization Card Complete Basic Comm User Training CAP Form 76 (ROA) CAPR 100-1 This is a prerequisite to Observer & Mission Pilot qualification. Wing Director of Communications issues this card. Requires an understanding of CAP Manual

SQTR’s Specialty Qualification Training Records CAPR 60-3 & eServices
SQTR-MS - Mission Scanner SQTR-MO - Mission Observer SQTR-MP - Mission Pilot etc. Need these forms to begin training. Complete information and instructions found in CAPR 60-3 pp 2-3. Individual can train in up to 3 specialties at a time. To receive credit for field training the instructor must endorse the SQTR. SQTR expires in 2 years, but is no longer used when a person becomes qualified in an area and it is added to the CAPF 101. SQTR should be retained for continued participation in a training status until receipt of the CAPR 101. CAPF 100 documents the request for SQTR and the Unit Commander issues SQTR.

SQTR-MS

SQTR-MO

SQTR-MP

Form 101 Form 101 Specialty Qualification Card CAPR 60-3 & eServices
Complete information is contained in CAPR 60-3 pp 2-1 Issued by the wing or region commander. Currency requirement - as a minimum qualified personnel should participate in at least one mission (actual, training or proficiency sortie) every two years in each specialty. Reciprocity is granted between states. Scanner and observers must also maintain currency IAW CAPR 60-1 which now means satisfactorily completing a biennial refresher qualification program covering the subjects in this course. Lost currency may be regained IAW procedures in CAPR 60-3 pp 2-5.

Forms 104 and 108 CAPF 104 Mission Flight Plan / Briefing / Debriefing Form CAPR 60-1 Completed for each mission sortie 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 Processing may take weeks Observer log information is transferred to the back of the CAPF 104 for debriefing / recording. Is used in lieu of the FAA Flight Plan for operational missions.

FAA Flight Plan FAA Form 7233-1 FLIGHT PLAN
CLOSE VFR FLIGHT PLAN WITH ________________FSS ON ARRIVAL U. S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION FLIGHT PLAN TIME STARTED SPECIALIST INITIALS 1. TYPE VFR IFR DVFR 2. AIRCRAFT IDENTIFICATION 3. AIRCRAFT TYPE/ SPECIAL EQUIPMENT 4. TRUE AIRSPEED KTS 8. ROUTE OF FLIGHT PROPOSED (Z) ACTUAL (Z) 5. DEPARTURE POINT 6. DEPARTURE TIME 7. CRUISING ALTITUDE 9. DESTINATION (Name of airport and city) 10. EST. TIME ENROUTE HOURS MINUTES 12. FUEL ON BOARD 13. ALTERNATE AIRPORT(S) 11. REMARKS 14. PILOTS NAME, ADDRESS, & TELEPHONE NUMBER & AIRCRAFT HOME BASE 17. DESTINATION CONTACT / TELEPHONE (OPTIONAL) 15. NUMBER ABOARD 16. COLOR OF AIRCRAFT CIVIL AIRCRAFT PILOTS, FAR Part 91 requires you file an IFR flight plan to operate under instrument flight rules in controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the Federal Aviation Act of 1958 as amended (FAA USE ONLY) PILOT BRIEFING STOPOVER VNR CAPR 60-1 para 2-1g requires this be filed any flight over 50 NM distance except where CAPF 104 or CAPF 84 flight plan forms are used. Filed with FAA to record your intended flight and will start a search if you don’t arrive/return. Observer may need to fill this out for some non-mission sorties. BE SURE TO CLOSE YOUR FLIGHT PLAN WITH FAA.

Radio Communications & Procedures
There are many radios in aircraft ALL have similar features, tuning, volume, squelch Learn how to operate the radio you will be using Keep radio transmissions brief and clear Use “Code words” Use “Prowords” Figures Time Phonetic Alphabet Handouts Code words are used to prevent unauthorized individuals from obtaining information (news media, etc.) Example “Blackjack” means recall (return to base).

Ground Team Coordination
CAPR 60-3 Ground to Air Signals Size equals visibility Natural materials (contrast is important) Body signals Paulin signals Air to Ground Signals Aircraft motion Circling and heading Racing the engine Message drop Think BIG! A radio is not always available, so you may have to communicate with ground teams using non-verbal means. IAMSAR Vol II Apx A and Vol III Sect 2 establishes standard signals Contrast and size are most important elements of ground signals

Ground Signals

Aircraft Motion Signals
NO YES Also, to direct the ground team in a certain direction, fly over the team on the appropriate heading and race the engine. Message received and understood

Low Level Navigation THE DANGER
The biggest single problem is crew workload Your perception of speed varies with altitude SPECIAL ATTENTION Man-made obstructions Air crew duties These items should be covered during the pre-flight briefing.

Position Determination
Electronic means Radial and distance (DME) from an identified station Intersection of two radials Intersection of two reverse courses

Position Determination
Pilotage Work from larger to smaller Work from a known location to present location Watch the scale on maps Remain suspicious if all points don’t seem to line up right Use groups of 3 characteristics to verify position Pilotage is using primarily VISUAL REFERENCES or landmarks along with some computations of time, speed, heading, and wind. Dead Reckoning is navigation using ONLY time, heading, wind and airspeed. No visual references are used.

Pilotage Get a current chart Plot course Choose checkpoints
20º 15º 10º 5º 0º Agonic Line Easterly Variation Westerly Variation Get a current chart Plot course Choose checkpoints Measure true course Adjust for magnetic variation Correct for wind Note compass deviation

CAP Grid Systems Overlay standard sectional maps
Subdivides the map into distinct working areas Aeronautical Chart System Each grid is 1/4° of latitude by 1/4° of longitude and is assigned a number Standardized Latitude/Longitude System Each primary grid is 1° of latitude by 1° of longitude and is defined by the Lat/Long of the lower right corner Primary grids are subdivided by appropriate letters for sub-grids The grid system is used to uniformly identify areas for search. Only a couple of charts in the US have overlaps.

Aeronautical Chart Grid System
HOU 101 HOU 126B Each 15’x15’ grid on the sectional is assigned a number In this example, the grids depicted are on the HOU sectional Grids are subdivided into 7.5’x7.5’ sections labeled A, B, C, and D For areas of overlap the grid number of the most westerly chart is used 96-00 W 95-00 W 31-00 N A B C D 30-30 N The first full 15 minute quadrangle in the northwest corner of the chart is numbered “001” and numbered in sequence from west to east. Continue in this manner until reaching the southeast corner of the gridded area which serves as the last full 15 minute quadrangle. 95-45 W 30-00 N 95-30 W 96-00 W HOU 176 95-00 W

Standardized Latitude/Longitude Grid System
30/095 AA 30/095 ADB This system does not require special numbering Lat-long of lower right corner defines the primary grid Letters are used to define sub-grids A defines a 30’x30’ grid AA defines a 15’x15’ grid AAA defines a 7.5’x7.5’ grid 96-00 W 95-00 W 31-00 N A B B C A B C D 30-30 N This is another type of grid system that uses the Lat/Long to define the grid number. Otherwise, it is very similar to the aeronautical chart grid system 95-45 W C D 30-00 N 95-30 W 96-00 W 95-00 W

Making Grid Charts You can use a new sectional — normally not updated unless it gets worn out Use a hi-lighter (not pink) to mark grid boundaries on the chart using a long ruler Mark grid identification in black ink for easy visibility You should always keep a current sectional with you even if you have a sectional which is marked with grids You can make a master grid chart and then mark up you current navigation chart with selected grids as needed. Red or pink marks on your charts will not be visible at night when the red light is the only light on.

Search Planning & Coverage
Search Involves Estimating the position of the wreck or survivors Determining the area to be searched Selecting the search techniques to be used 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 Searches must be planned and conducted in an orderly, methodical fashion to be sure the target is found quickly and important areas are covered properly. These issues are usually handled by the Mission Coordinator. You need to be familiar so you can understand where your sortie fits into the mission and what information is important in your debriefing report.

Determining the Possibility Area
No wind endurance Flight level winds: 330/20 Aircraft Speed: Kts Endurance: Hours LKP 40NM 200 NM Wind vector Take the radius of the endurance of the aircraft (possible range from last known position, LKP), and offset it by the current wind velocity times the endurance. Corrected for wind Maximum possibility area

Determining the 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 Not necessarily a written flight plan. It could be a report of what the pilot planned to do or would usually do. Many pilots follow interstates, roads, and railroads.

Narrowing the Probability Area
Flight plan Weather information National Track Analysis Program data Airports along the intended flight track Aircraft performance Pilot’s 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 The MC will assess the conditions and facts to determine the priorities for search.

Search Coverage Factors which affect detection
Weather & lighting conditions Type of Terrain Search Visibility Scanning Range Track Spacing (S) Determining factors for search area coverage Type and number of aircraft available Search visibility Possibility Area Probability Area Probability Of Detection (POD) AFIADL 2130A & B defines the process in great detail probability of detection = mathematically expressed measure of detection capability - see table in AFIADL 2130A, figure 2-11 track spacing = distance between adjacent search tracks - should never exceed a distance equal to twice the search visibility search visibility = distance at which an object can be recognized on the ground - always less than the meteorological visibility search altitude ft for aircraft crash over open terrain in good weather

Search Coverage Probability Of Detection (POD)
POD expressed as a “percent” that the search object can be detected Four interrelated factors used to calculate Track Spacing (S) Search Visibility Search Altitude Type of Terrain Cumulative POD calculated using a chart “Effectiveness” must also be considered Crew ability, training, fatigue also contribute to the POD.

Probability of Detection Chart
Search Coverage Probability of Detection Chart Visibility, altitude and track spacing all directly affect your ability to spot the target (POD).

Cumulative Probability of Detection Chart
Search Coverage Cumulative Probability of Detection Chart Previous POD 5-10% 15 11-20% 20 25 21-30% 31-40% 41-50% 51-60% 61-70% 71-80% 80+% 5-10% 11-20% 21-30% 31-40% 41-50% 51-60% 61-70% 71-80% 80+% The cumulative POD increases with each repeated search of an area. POD For This Search

Emergency Locator Transmitter (ELT)
Electronic Search Patterns Requires special skills that must be learned and practiced. Emergency Locator Transmitter (ELT) Normally set off by the impact of an airplane crash; can be set off by a hard landing--check before engine shutdown TSO 91 ELTs are most common 121.5 MHz 98% of all ELT activations are false alarms TSO 91A ELTs also available 406 MHz Signal includes registration information Has lower false alarm rate - only 90%

Electronic Search Line-of-sight ELT signals can be blocked
Signal blocked by the curvature of the earth Area of Reception Area of Reception

Done using Track Line or Creeping Line pattern
Altitude is normally 5,000 to 10,000 AGL Use a search pattern assigned by the Mission Coordinator Track Line (route) search or Creeping Line may be used Track Line flown out and back on either side of expected track. Creeping Line flown back and forth covering a large area. Legs flown perpendicular to the general direction the target would have been traveling Path of missing aircraft Search Path Path of missing aircraft

Homing with DF Equipment
Direction Finding Equipment for MHz Use standard homing procedures Determine direction from the needle indications Turn toward the direction indicated by the needle Proceed until you get a strong “crossover” indication Descend if needed to locate the signal Homing at low altitudes may cause problems due to interference from the ground or man-made obstacles

Signal Null Method Requires a receiver AND a SPECIALLY PLACED antenna, i.e. directly between the wings. Fly the turn, record the heading of the null (where the signal disappears), calculate the direction to the signal (add or subtract 90 deg.) Signal Heard High Ant Null Low Ant Null No nulls detected at low altitude Null vector from first turn Null Vector from second turn Path of Aircraft

Aural Search Pattern Only requires a receiver.
Don’t touch the volume, or squelch controls while working the pattern. One person should determine the points where the signal fades or returns. Signal faded Signal heard again Signal heard First heading Second heading Third heading Chord 1 Chord 2 Chord 3 Barely audible signal in aircraft receiver at search altitude Commence low altitude search Signal faded again

Metered Search Only requires a receiver with a signal strength meter.
Watch the strength meter on the receiver. First pass- signal detected 2 8 7 6 5 Signal fades out ELT 4 Second pass -turn to locate ELT

Electronic Search Problems
Pattern distortion due to terrain/obstacles Beware, the signal may lead you AWAY from the actual target. Signal loss due to terrain Determination of aural signal Different people hear sounds differently. Volume problems Volume control and Squelch Automatic volume controls Individual differences in people Success requires Equipment Knowledge Practice

Visual Search Patterns & Procedures Track Line (Route Search)
Used when aircraft missing without a trace - also used at night Rapid and reasonably thorough coverage near the expected track. Track of missing aircraft 1/2 S Track of search aircraft

Visual Search Patterns Parallel Track (“Grid”)
Used for large and fairly level search areas.

Visual Search Patterns Creeping Line
Used when search area is long, narrow, fairly level and target is thought to be on either side of the expected track. s Direction of Search

Visual Search Patterns Expanding Square (second pass rotated 45°)
Used when the approximate location of target is known - very difficult to fly without a GPS. Gradually will cover a larger and larger area. 4S S 2S 3S 5S

Visual Search Patterns Sector Search
Used when the position of the distress incident is known to be within close limits; i.e., there was a MAYDAY call with definite location. The pattern provides concentrated coverage near the center of the area This pattern is used when an electronic search has led the crew to a general area to find the exact location visually The pattern and headings are planned in advance S max S mean

Visual Search Patterns Contour Search
Always flown from high terrain to lower terrain. CAUTION - Density altitude and aircraft performance limitations can cause you to get into an unrecoverable situation. This is a most difficult and dangerous pattern to fly Requires special training Don’t try it when winds or turbulence are bad Watch density altitude Ensure the aircraft has the required performance for the mission

Vision Physiology The maximum visual acuity is a circle 10° in diameter around a fixation point During the day, peripheral vision is good to pick up things, then focus on them with your central vision. Dark adaptation requires 30 minutes At night Use off-center vision Fewer scans Rest between scans Lighting conditions & shadows may significantly affect vision 10 degrees

Visual Clues Light colored or shiny objects
Smoke, fire, blackened areas Disturbed or discolored foliage Fresh bare earth Breaks in cultivated field patterns Disturbances in water and snow Birds and animals Signals and messages

Wreckage Patterns Hole in the ground - steep dive into the ground
Cork screw or auger - uncontrolled spin Creaming or smear - level flight into the ground The four winds - in-flight breakup, pieces scattered everywhere. Hedge-trimming - aircraft strikes high ridge or obstruction and continues on - some wreckage at first impact, most of it further away. Splash – water impact – oil slick & debris

Farther Scanning Technique Fixation area Using proper scanning techniques and understanding sighting characteristics is essential to a proper search. Follow a routine pattern Cover area systematically Pause to “fix” on a point every 3° to 4° Cover 10° per second Lateral pattern Vertical pattern Limitations Weather Altitude Windows Focus points Nearer

Effect of flight path Be aware - Movement of the aircraft across the ground can adversely affect coverage

Scanning from RIGHT SIDE Window
15 14 13 12 11 10 9 Scanning Range 8 7 6 5 4 3 Direction of Flight 2 1 Aircraft Ground Track 1000’ AGL ( 1/2 - 1 mile ) 500’ AGL (1/4 - 1/2 mile)

Scanning from LEFT SIDE WINDOW
15 14 13 12 11 10 9 8 7 Scanning Range 6 5 4 3 Direction of Flight 2 1 1000’ AGL ( 1/2 - 1 mile ) Aircraft Ground Track 500’ AGL (1/4 - 1/2 mile)

Diagonal Scanning Key: Numbers represent scanning focuses
Dots represent focus points Flight Path Left Side Scanning Diagonally In to Out Flight Path 5 1 2 4 3 3 4 2 5 1 1 5 2 4 3 3 4 2 Right Side Scanning Diagonally In to Out 5 1

Fighting Fatigue Change positions every 30 minutes if the size of the aircraft permits Rest your eyes occasionally - let the crew know Switch sides of the aircraft Find a comfortable scanning position Ensure aircraft windows are clean (pre-flight) Scan through open hatches when possible Keep inside lighting low to reduce reflections Only use binoculars to check sightings - Using binoculars to scan will limit your view and probably make you ill. Focus on close objects periodically

Flight Planning Time conversion
Proper flight planning is essential to safe flight and it will make for much more effective sorties. Time conversion Travel across time zones makes local time difficult to use Coordinated Universal Time, Greenwich Mean Time, or Zulu time usually used Conversion factor can be found in flight planning material

VFR / IFR Flight Plans Visual Flight Rules (VFR)
VFR flight plans are not required by the FAA, but are highly recommended - helps make sure someone will come looking for you if you don’t reach your destination Minimum weather conditions and clearance from clouds must be observed Pilot assumes complete responsibility to see and avoid other aircraft During search missions, your CAPF 104 is you flight plan - the MC and mission staff will know if you don’t return. FAA flight plan required if Search Area is over 50 miles from Mission Base Instrument Flight Rules (IFR) IFR flight plan and clearance are required Minimum weather conditions are much lower than VFR Controller assumes responsibility for aircraft separation Visual search is not done in IFR conditions

Preflight Briefing Understanding all of the conditions of the flight will better prepare you to do your job. Prior to each flight the pilot-in-command will brief the crew and passengers with essential information regarding the flight, and specific information concerning the aircraft. Pay attention. Mission Objectives Weather Search Altitudes & Routes Crew Duties Emergency Procedures Survival Equipment Know what your looking for, where you’ll be going, what to expect, what you’ll be doing. When you have an emergency it’s too late to discuss what you’re going to do. If you don’t understand something ask.

Aircrew Coordination Scanner / Observer qualifications are contained in CAPR 60-3 Scanner / Observer responsibilities are contained in AFIADL 2130A & B Course Books Maintain flight log Report observations Use effective scanning techniques The Aircrew is a TEAM - Each has a job to perform - the team members must work together to be effective. Remember your job is to look for targets. You must record what you see. You need to be aware of where you are and the status of the sortie at all times.

Inflight Observations
Observers Log Observer Log Aircraft Pilot Observer Mission Date Destination Total Dist ETE Remain Takeoff Time ETA ATA Fuel Inflight Observations Time Observation Departure Pt. Check Points Mag Hdg Dist Ground Speed Ident Freq Provides a record of the flight Preflight calculations Record of observations Basis for debriefing Used to complete CAPF 104 (Debriefing) Information is forwarded to Mission Coordinator to guide mission management Good logs can be combined from several sorties to give the Mission Coordinator a better picture of how the search is going

Team concept and communication
Pay close attention to all briefings Understand the “big picture” Watch for task overload in yourself and other crewmembers – “Crew Resource Management” 67% of aircraft accidents occur during 17% of the flight time - taxi, takeoff, climb, approach and landing. Keep casual conversation and distractions to a minimum during these phases of flight – “Sterile Cockpit” Begin critical communication with instructions, then explain Don’t be afraid to ask questions

Debriefing Note both Positive and Negative results - You may not have seen anything, but the conditions (sun angle, terrain, etc.) may have been such that it will be necessary to send another sortie to that same area. Use the back side of CAPF Report any possible targets spotted that were identified as other things (refrigerators, scrap metal, etc.) This will help others who search the same area if they know you’ve already identified the object. Debriefing used to determine effectivity of the search Weather — shadows, visibility, snow cover Terrain — open flat, mountainous, rough Ground Cover — barren, forest, scrub, sparse, dense Other information — hazards, changes from plan Results used to calculate the “probability of detection” which is used for subsequent search planning

Crew Efficiency Communications - The efficient crew works together and communicates well. Clock Position - When a target is sighted, keep your eyes on it and tell the pilot the position. Something like, “I have a target, 3 o’clock.” High, Low, Level Maneuvers - Then give the pilot maneuver instructions to guide them to it without losing sight of it yourself. Straight ahead Stop turn Small Corrections 5 degrees right 10 degrees left bank External References - Use reference points like “straight out the road to the east”. Don’t expect the pilot to be able to see the target immediately. You must guide them to it. 12 1 2 3 4 5 6 7 8 9 10 11

“Typical” Air Sortie Sequence
SARSAT INCIDENT Flight Service CAP Alert Ofcr AFRCC State Director Air Crew Sqdn Cdr / ES Ofcr Incident Commander Dir of Ops CAPF 99 CAPF 115 WMIRS 103 (all) 104 (all) MO/MS Logs 104 (all) CAPF 117 121 MP ORM (all) 108 (MP) Wing Admin CAPF 201 Wt/Bal (MP) Fuel Rcpt (Click to Advance)

Summary Successful missions hinge on each and every aircrew member
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 Practice, practice, practice

** Revision 5 - July 2008 – TX176/R.Hischke **
Now, Let’s Go Flying !! ** Revision 5 - July 2008 – TX176/R.Hischke **

South Carolina Wing Civil Air Patrol Mission Aircrew Course

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