MART Vol. II MO/MP - NESA - Civil Air Patrol

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8-2). [Note: In the example the aircraft makes all turns inside the grid; if thebriefer and circumstances allow (no aircraft in adjacent girds), turns should bemade outside the grid in order to give the scanners short breaks.]Figure 11-2This type of search is used to search a grid. A worksheet (Figure 8-3) may beused to plan the search. You can use this to enter the latitudes and longitudesthat define the entry point and bound the grid (or generate a flight plan).Figure 8-3In the example, you will be searching STL Grid #104-D, which is a quartergridmeasuring 7.5' x 7.5'. Plot the grid's coordinates and draw the pattern140
starting at the entry point (northeast corner); include track spacing (one nm) andthe direction of the legs (north/south). You will enter the entry point coordinatesas a waypoint (N 39º 07´ W 86º 00´; northeast corner). As you fly to the entrypoint, set up at search altitude and speed about 3-5 miles out. Then fly thepattern using the GPS' continuous latitude/longitude display (e.g., presentposition). Remember, latitude increases as you go north; longitude increases asyou go west.For planning, the following table gives the approximate time it takes to fly aquarter-grid (assuming seven legs, seven turns, no wind and 1-nm track spacing).Speed over ground NM per minute Total Time (minutes)80 knots 1.33 46.290 knots 1.5 42100 knots 1.67 38.5Even though you are using the GPS lat/long display, it's still helpful to noteyour headings for the legs (in the example, north and south). Once you haveflown a couple of legs you will have two headings that you can shoot for that willcorrect for any wind; it's easier to use the heading indicator as your primaryindicator and check your accuracy with the GPS. [Note: if you're not using yourVOR heads, set the top OBS with one heading (e.g., north) and the lower OBS tothe other heading -- use all available equipment.]Also, always enter relevant VOR cross-radials onto your worksheet; use themas a backup and to verify important positions.Latitude, Longitude, and DistanceFor training purposes, we assume that "one minute = one nautical mile."In the continental U.S., one minute of latitude is equivalent to 1.0018 nm; forour purposes you can assume that if you fly one minute of latitude (north/south)you are covering one nm -- very handy for flying 1-nm east/west track spacingwith 'present position' displayed on the GPS.Longitude isn't so clean: in Washington state one minute of longitude may beequivalent to 0.6572 nm, in the central parts of the country its 0.7695 nm, and inFlorida it may be 0.9152 nm. This means that to fly a north/south 1-nm leg meansflying anywhere from 1.5 to 1.1 minutes of longitude, depending on where you arein the country. This isn't hard to do, but for training we fly one-minute longitudinallegs even though it means flying less than 1-nm north/south track spacing). [Tofind the latitude/longitude/distance relationship for your area, go tohttp://jan.ucc.nau.edu/~cvm/latlongdist.php]In the example above (Figure 8-3) you are flying a quarter-grid withnorth/south legs and one-mile track spacing. The aircraft enters the grid at thenortheast corner and flies a constant longitude (W 86º 00´) southbound until thepilot sees the latitude decrease to where she will begin her turn to the east (e.g.,N 39º 00´). When she completes the 180º turn she should be flying a constantlongitude northbound, offset one mile east of the first leg (W 86º 01´; remember,for training we are using "one minute = one nautical mile"). The pilot will continueup this longitude line, watching the latitude increase until it is time to begin thenext turn to the east (e.g., N 39º 07´). This process will be repeated until thesearch is completed.141
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CIVIL AIR PATROLU.S. Air Force Auxi
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AcknowledgementsMany dedicated pers
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Suppose you want to conduct a Missi
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Mission Pilot Course Classroom Sche
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Table of ContentsList of Acronyms _
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9. Mission Pilot __________________
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List of AcronymsA/C AircraftA/P Air
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SARSARSATSQTRSOSUATPATFRTWEBUSAFUTC
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Chapter1. Mission Observer Duties1O
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Once airborne, the observer provide
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Chapter2. Communications2Airmen use
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The 720-channel radios are normally
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adio but failed to select the corre
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Intercom Mode. A 3-position toggle
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Controls and normal settings:• Th
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go. The pilot may repeat this maneu
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Keeping contact with the ground tea
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Objective is here.SAR• Aircraft a
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and are updated as changes occur. T
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2.3.6 Hazardous In-Flight Weather A
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Chapter3. Weather3OBJECTIVES:1. Dis
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This theoretical pattern, however,
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the mountainside. The stronger the
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typical C172 significantly increase
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or visible moisture with temperatur
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If a flight were made from Pittsbur
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• Make an immediate landing that
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thorough weather briefing before fl
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measurements of the height of the f
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Chapter4. High Altitude and Terrain
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Assume an aircraft is taking off fr
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Density altitude’s effect on twin
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4.3.2 Sinus blockDuring ascent and
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Chapter5. Navigation and PositionDe
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ecause most ground or surface dista
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5.3 Magnetic variationVariation is
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Figure 8-3Warning Areas are similar
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5.5 Electronic Aids to Navigation (
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Figure 5-6In a crosswind, the pilot
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To fly away from a station, first t
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displayed, typically in miles and t
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Fly between any two pointsThe abili
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and maintain current charts. It lis
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careful study of contour lines. An
Page 89 and 90: wires exist between the strobe-equi
Page 91 and 92: Next you must determine the total d
Page 93 and 94: departure and destination. Your tru
Page 95 and 96: 37-00NAB30'CD103-00W36-00N30'102-00
Page 97 and 98: 40-00N40-00N30'39-00N39-00N30'90-00
Page 99 and 100: Chapter6. Search Planning and Cover
Page 101 and 102: 6.2 Search PlanningWhen faced with
Page 103 and 104: • Pilot's previous flying record.
Page 105 and 106: Per CAPR 60-1, sustained flight bel
Page 107 and 108: earlier example of the missing red
Page 109 and 110: ground units is the primary individ
Page 111 and 112: air can change rapidly and the emer
Page 113 and 114: At each site, besides sketching or
Page 115 and 116: Chapter7. Electronic Search Pattern
Page 117 and 118: activation (e.g., removal/installat
Page 119 and 120: Track of missing aircraftB½ x S½
Page 121 and 122: Functional Check - with transmitter
Page 123 and 124: your heading for a few minutes. The
Page 125 and 126: Figure 7-4Figure 7-5Upon hearing th
Page 127 and 128: eturn to the position and altitude
Page 129 and 130: the signal strength measures 8.0) a
Page 131 and 132: Figure 7-9The crew receives the bri
Page 133 and 134: Figure 7-10aOnce you have determine
Page 135 and 136: 7.10.1 Legal IssuesPer CAPR 60-3 Ch
Page 137 and 138: Chapter8. Visual Search Patterns8Al
Page 139: 8.2 Track line (route) searchThe pl
Page 143 and 144: Figure 8-4This coverage is followed
Page 145 and 146: Assume that the aircraft will be fl
Page 147 and 148: Figure 8-5The GPS is used because t
Page 149 and 150: • Starting Waypoint (483´ AGL to
Page 151 and 152: method of keeping records during co
Page 153 and 154: Chapter9. Mission Pilot9OBJECTIVES:
Page 155 and 156: 9.2.1 Flying Into and Taxiing on Un
Page 157 and 158: about fuel status at least once an
Page 159 and 160: • Per CAPR 60-1, simulated emerge
Page 161 and 162: constant-rate turns under IFR condi
Page 163 and 164: The great majority of our imaging m
Page 165 and 166: Bird’s Eye Imaging PatternFigure
Page 167 and 168: • Search patterns using the GPS a
Page 169 and 170: • If equipped with a transponder,
Page 171 and 172: of the discrepancies make the aircr
Page 173 and 174: • Cargo tie-down or cargo net (pr
Page 175 and 176: single-engine aircraft, 100' behind
Page 177 and 178: Review search assignments and doubl
Page 179 and 180: available). [Note: Tie-down chains
Page 181 and 182: Like the rest of the aircrew, the m
Page 183 and 184: Chapter10. Step Through a Typical M
Page 185 and 186: 10.1 Leaving Home Base for Mission
Page 187 and 188: Also fill out your "Inbound" CAPF 1
Page 189 and 190: Keep the emergency checklist close
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the decision maker the greatest opp
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about aircraft markings and perform
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Figure 10-2b195
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the pilot to the Flight Release Off
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10.10 Debriefing InformationThe Deb
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assessment into consideration when
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Finally, the crew should brief thei
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Chapter11. Crew Resource Management
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11.2 Failures and the Error ChainFa
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Once we have lost situational aware
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11.7 Identification of ResourcesExt
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AttachmentAttachment 1AGRIDDINGAppe
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Attachment 2FLIGHT GUIDEThe Flight
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31. Formsa. ELT Search Information
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IndexAaccident chain · 181ADF · 3
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Imaging · 162Imaging flight patter
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Visual Routes (VR) · 73VOR · 37,
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MART Vol. II MO/MP - NESA - Civil Air Patrol

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