CASARA

CIVIL AIR SEARCH AND RESCUE ASSOCIATION

PILOT TRAINING COURSE

Phase 2

Search Procedures

CASARACASARA

Maps

• CASARA typically uses 1:500,000 maps (VNC’s) for transit and the 1:250,000 scale (Topo or JOG charts) for searches

• Another transit chart available to crews is the 1:1,000,000 (WAC)

• A chart used occasionally for a missing person search is the 1:50,000 chart

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GEOREF System• rectangles of 1 degree of latitude and

longitude• identified by a two-letter symbol • each rectangle is divided into four• identified by numbers 1-4 starting at upper

left hand corner then each box is again sub-divided by 4 with letters a-d

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GEOREF

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Maps• using the GEOREF system rough in the

boundaries with a pencil• study the area for terrain features• draw search patterns on map• identify possible check-points• check the height of the terrain, mark on map

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Search Planning Methods• Search planning can be done either

manually or by computer• The two manual methods are:

Canadian Search Area Definition (CSAD)Mountain VFR (MVFR) Method

• The computer method is: Search HQ which is being used by Search Coordinators in

some provinces and territories

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Canadian Search Area Definition (CSAD) Method

• Two probability areas are computed as follows• AREA 1- a rectangle 10 nautical miles (NM)

each side of the track, beginning 10 NM before LKP and extending 10 NM beyond the destination.

• AREA 2- a rectangle 15 NM each side of the track, beginning at LKP and extending 15 NM beyond destination. Area 2 includes the overlapping portion of Area 1.

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Canadian Search Area Definition

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Mountain Visual Flight Rules (MVFR) Method

• AREA 1- An area 5 NM each side of the track, beginning 5 NM before LKP and extending 5 NM beyond destination.

• AREA 2- An area 10 NM each side of the track, beginning 10 NM before LKP and extending 10 NM beyond destination.

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Mountain Visual Flight Rules

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Search Patterns

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Search Patterns

• Track Crawl• Creeping-Line-Ahead (CLA)• Parallel Track• Expanding Square• Sector Searches• Contour Search• Coast Crawl or Shoreline Search

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Search Patterns

• coverage 1st search - day 1500 and 3nm, night 3000ft and 5nm visibility

• 2nd search - 1000ft and 1nm visibility• 3rd search - 500ft and 1/2nm visibility• ELT - 1st search 10,000ft 30nm reception

2nd search 5000ft 15nm reception

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Search Patterns

Track Crawl• search crew flies to LKP and begins to fly a

track parallel to the intended flight route: see page 3.2 in handbook (illus.1) distance = visibility distance

• search crew flies to LKP and along intended flight route to destination then re-track with given visibility distance (illus.2) page 3.2

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Search Patterns

Track Crawl • searching during turns is very important,

otherwise areas will not be searched unless tasked with turns outside the assigned area

• careful on the search assigned, parallel or following the intended route

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Track Crawl (illus. 1)

DestinationLKP

3nm

visibility 3 miles

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Track Crawl (illus. 2)

Destination6nm

6nmLKP

3nm

3nm

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Search Patterns

Creeping Line Ahead • after being briefed on the area to be

searched, altitude to be flown, visibility distance, commence search point and direction of flight, search crew proceeds to the Commence Search Point (CSP)

• track spacing will be twice the visibility distance

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Search PatternsCreeping Line Ahead• the Creeping Line Ahead is flown parallel to

the shortest side of the search area• the search track is plotted one visibility

distance from the search area boundary • for example, if the search requested is 500

and 1/2 nm then the 1st line is drawn at 1/2 nm from edge of block then the rest are drawn at 1 nm

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Creeping Line Ahead

CSP

2vboundarysearch area

1v

flight planned track

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Search PatternsParallel Track• the Parallel Track is flown parallel to the

longest side of the search area• the search track is plotted one visibility

distance from the search area boundary • for example, if the search requested is 500

and 1/2 nm then the 1st line is drawn at 1/2 nm from edge of block then the rest are drawn at 1 nm

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Parallel Track

Destination

visibility 1 mile

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Search PatternsExpanding Square • you need LKP, altitude to be flown and

visibility distance• fly lines at right angles to each other with a

track spacing of two vis distances, increasing by twice the visibility

• assess the drift and apply correction before the search starts

• fly the cardinal headings

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Search Patterns

Expanding Square• accurate navigation is mandatory when

utilizing the expanding square• draw a run in line prior to LKP to establish

heading, airspeed, and altitude with the spotters searching

• this is also a difficult search to fly due to the tight turns at the beginning of the search

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Expanding Square

commence searchpoint (CSP)

LKP

4v6v

4v

6v

8v

8v

v = visibility distance

2v

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Search Patterns

Sector Search• used when the LKP is established with a

high degree of accuracy and the search area is small

• when persons are lost in bushland and they are in a small area

• on completion of an ELT homing when the source of the signal cannot be readily seen

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Search PatternsSector Search• you will need LKP, altitude to be flown and

visibility distances• fly to the LKP or CSP (commence search

point)• fly lines radiating from the centre every 60

degrees• for 2nd coverage rotate the search pattern

30 degrees left or right (illus. 3.5)

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Sector Search

LKP

csp

2nd search

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Search Patterns

Contour Search • plot the area, study the topography, check

the weather, proceed to the area, check out the area, cross 1000ft above the highest peak, check the weather again, plan your search, plot an escape route, note all prominent features (3.6 handbook)

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Contour Search

Patterns are flown left or right hand turns based onaircraft requirements and the terrain to be searched.

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Coast Crawl or Shoreline Search

• Similar to a Contour Search, follow the contour of a shore line or coast line

• The altitude flown, distance from shore and visibility distance will depend on the terrain

• The above tasking information should come from Search Headquarters or JRCC but if left to the discretion of the pilot should be flown at an operationally safe altitude and distance from shore

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Search Pattern Choice• If you are operating as a lone aircraft such

as on a missing person search, you may have to decide which pattern best fits the search situation

• For a small area, a Sector Search works well giving numerous passes and different angles to spot from

• Track Crawl, Parallel Track and Creeping Line Ahead work well for larger areas such as a search for an overdue aircraft

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Search Pattern Choice• ELT searches for a missing or overdue

aircraft, without ELT signal heard, can be searched well with a Parallel Track at a high altitude for better signal coverage

• An ELT hit, with coordinates given, can be searched well with an Expanding Square until the ELT is heard, then ELT homing should take place

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ELT Homings• use either aircraft or ground homer• set frequency, DF mode, SENS minimum,

Vol at 12 o’clock• turn SENS up until meter needle goes left

or right and signal is audible• left to right needle swing is normal when

flying. Follow heading that keep swings equal

• the ELT homer is most accurate when the aircraft is in straight and level flight

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ELT Homings• as volume increases and/or needle

becomes too sensitive, decrease SENS. Slight left-right swing and audible signal is enough.

• the closer the target, the more rapidly volume and sensitivity increase.

• to evaluate the quality of the bearing, turn a full circle. If the needle centres more than twice 180 degrees apart, fly a circle, keeping needle either left or right constantly

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Location of Search Object

• Contact JRCC/Searchmaster/CASARA Search Coordinator or On-Scene Commander

• use radio frequency assigned • relay through nearest FSS or ATC unit• provide a Notice of Crash Location (NOCL)

message

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AURAL NULL PROCEDURE “A”

• In the event that your homer is not working, you must know Aural Null methods, “A”, and “B”.

• The only equipment you need is:– VHF receiver– clock– map– pen

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

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When signal detected:• Pinpoint your position on map• Descend to minimum reception altitude • Disable squelch if possible and adjust radio

volume to minimum reception• Fly a constant heading and draw a track

made good on the map • Once signal is lost, do a 180º turn and mark

the spot (A) where the signal is acquired• Maintain constant altitude and volume

setting at all times

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When signal fades out

• Fly across the same track and pinpoint position of fade out (B), do another 180º

• Calculate mid-point of track made good (C)

• From this mid-point plot at 90 degrees, a new desired track which extends on both sides of track made good

• Return to mid point and fly either direction to make good, the new track

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• When signal strength fades out, plot this point on your map (D)– Reverse course, signal will build and then

fade. Plot point at which signal fades (E)

• In theory, the ELT should be located at the mid point of the second track

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D

C B

A

E

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AURAL NULL PROCEDURE “B”

• This method has both an advantage, and disadvantage:– ADVANTAGE: It is faster than Procedure “A”– DISADVANTAGE: It requires sufficient

cockpit space to adequately plot the information

• Requires:– VHF receiver - pen - dividers– map - ruler - 900 triangle

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• Position of the aircraft is plotted as soon as the signal is heard

• Continue on same heading for a short distance

• Turn 900 either left or right, and proceed until the signal fades. Note this position

• Turn aircraft 1800 and again plot where the signal is heard, and where it fades

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• Approximate position of ELT is plotted by:– drawing chord lines between each set of

“signal heard” and “signal fades” positions

– Drawing perpendicular bisectors of each chord

• Aircraft proceeds to the point where the perpendicular bisectors intersect. The ELT should be there

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Extreme radius of signal

Beware of a difference of signal reception on the nose of the search

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

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Search Procedures

End of Phase 2