IAMSAR Manual

INTERNATIONAL MANUAL OF SERVICES

AERONAUTICAL AND MARITIME SEARCH
AND RESCUE

Volume III
MOBILE MEDIA
(as amended by MSC/Circ.1181 and earlier)

GENERAL SECRETARY
MINISTRY OF TRANSPORTATION
OF PROMOTION General Directorate of the
merchant navy
Preamble

The purpose of the International Aeronautical and Maritime Search and

Rescue Manual is to assist States in meeting their own search and rescue
(SAR) needs and in meeting their obligations under the Convention on
International Civil Aviation, the International Convention on Maritime Search
and Rescue and the International Convention for the Safety of Life at Sea
(SOLAS). The Manual provides guidance on a common aeronautical and
maritime approach to organizing and delivering SAR services.
Volume III of the Mobile Facilities Manual is to be carried on board as
required by SOLAS amendment MSC.123(75), effective 1 January 2004, and is
intended to improve the effectiveness of search activities. , rescue or the role of
the coordinator at the scene of the accident, as well as the search and rescue
aspects corresponding to their own emergencies.
This edition of volume III includes the following amendments:
- MSC/Circ.999 prepared by the joint ICAO/IMO working group in
charge of the harmonization of aeronautical and maritime search and
rescue services and sanctioned by the Subcommittee on
Radiocommunications and Search and Rescue at its 5th session (11
to December 15, 2000). The Maritime Safety Committee decided at
its 74th session that the amendments should enter into force on 1
July 2002.
- MSC/Circ. 1044 accepted by the Maritime Safety Committee (MSC),
at its 75th session, held from 15 to 24 May 2002, after learning that
the International Civil Aviation Organization (ICAO) had approved
amendments to the IAMSAR Manual, repaired by the Joint ICAO/IMO
Working Group on the Harmonization of Aeronautical and Maritime
Search and Rescue Services and endorsed by the Subcommittee on
Radiocommunications and Search and Rescue at its 6th session
(COMSAR Subcommittee) (18-22 February 2002), adopted the
attached amendments in accordance with the procedure stipulated in
resolution A.894(21). CSM 75 decided that the approved
amendments would apply from 1 July 2003.
- MSC/Circ.1080 accepted by the Maritime Safety Committee (MSC),
at its 77th session (28 May to 6 June 2003), after learning that the
International Civil Aviation Organization (ICAO) had approved the
amendments to the IAMSAR Manual prepared by the Joint ICAO/IMO
Working Group on the Harmonization of Aeronautical and Maritime
Search and Rescue Services, and that these had been endorsed by
the Subcommittee on Radiocommunications and Search and Rescue
(COMSAR) in At its session (January 13-17, 2003), the attached
7th

amendments were adopted in accordance with the procedure

stipulated in resolution A.894(21). MSC 77 decided that the approved
amendments will enter into force on 1 July 2004

- MSC/Circ 1124 accepted by the Maritime Safety Committee (MSC),

at its 78th session (12-21 May 2004), after being informed that the
International Civil Aviation Organization (ICAO) had approved the
 amendments to the IAMSAR Manual prepared by the Joint ICAO/IMO
Working Group on the Harmonization of Aeronautical and Maritime
Search and Rescue Services, and that these had been endorsed by
the Subcommittee on Radiocommunications and Search and Rescue
(COMSAR Subcommittee), at its 8th session (16-20 February 2004),
adopted the attached amendments in accordance with the
procedures established in resolution A.894(21). The Committee
decided that the amendments will enter into force on July 1, 2005.
- MSC/Circ. 1173 accepted by the Maritime Safety Committee (MSC),
at its 80th session (11-20 May 2005), after being informed that the
International Civil Aviation Organization (ICAO) had approved the
amendments to the Manual IAMSAR prepared by the Joint ICAO/IMO
Working Group on the Harmonization of Aeronautical and Maritime
Search and Rescue Services, and that these had been sanctioned by
the Subcommittee on Radiocommunications and Search and Rescue
(COMSAR Subcommittee), at its 9th session (7-11 February 2005),
adopted the attached amendments in accordance with the
procedures established in resolution A.894(21). The Committee
decided that the amendments will enter into force on June 1, 2006.
- MSC/Circ.1181 accepted by the Maritime Safety Committee (MSC),
at its 81st session (10 to 19 May 2006), after being informed that the
International Civil Aviation Organization (ICAO) had approved the
amendments to the IAMSAR Manual prepared by the Joint ICAO/IMO
Working Group on the Harmonization of Aeronautical and Maritime
Search and Rescue Services, and that these had been endorsed by
the Subcommittee on Radiocommunications and Search and Rescue
(COMSAR Subcommittee), at its 10th session (6-10 March 2006),
adopted the attached amendments in accordance with the
procedures established in resolution A.894(21). The Committee
decided that the amendments will enter into force on June 1, 2007.

February 15, 2007

INDEX

ABBREVIATIONS AND ACRONYMS.......................................................................11

GLOSSARY.....................................................................................................................4
Section 1 - OVERVIEW...................................................................................................1
SAR Coordinators.........................................................................................................2
SAR mission coordinator..............................................................................................2
On-Scene Coordinator (CLS (OSC))............................................................................3
AMVER........................................................................................................................4
Section 2 - PROVISION OF AID....................................................................................1
Auxiliary ships..............................................................................................................1
Methods of notification of dangerous situations.......................................................1
Immediate measures..................................................................................................1
On the way to the accident area.................................................................................3
Preparations on board................................................................................................3
Vessels that do not provide assistance......................................................................5
Assistance provided by aircraft.................................................................................5
Distress alert and message received......................................................................5
Immediate measures..............................................................................................5
On the way to the incident area.............................................................................6
Search message and action plan................................................................................7
Preparation of own search plans............................................................................8
Search settings.......................................................................................................8
Radio communications at the scene of the accident..............................................8
Visual communication media................................................................................9
Lookouts..............................................................................................................13
Rescue message and action plan.............................................................................14
Preparation of the rescue plan..............................................................................15
Assistance provided by SAR aircraft......................................................................15
Supply Drop.........................................................................................................15
Assistance provided by helicopters.....................................................................16
Rescue sling.....................................................................................................17
Double lifting method......................................................................................18
rescue network.................................................................................................18
Rescue stretcher...............................................................................................19
Guide rope technique.......................................................................................20
Generalities..........................................................................................................21
Communications between the ship and the helicopter for lifting operations......21
Helicopter to ship.............................................................................................22
ship to helicopter..............................................................................................23
Example of information to be provided to a ship prior to helicopter lifting
operations.............................................................................................................23
Preparations on board the ship.............................................................................24
Location of landing or lifting areas..................................................................24
Security preparations...........................................................................................27
Safety precautions to take when approaching or leaving the helicopter.............28
General maritime considerations.........................................................................32
Assistance in case of forced ditching of aircraft..................................................33
Rescue by maritime means......................................................................................34
 Rescue survivors with aid ships...........................................................................34
Rescue by land means.............................................................................................35
Care for survivors....................................................................................................36
Immediate care for survivors...............................................................................36
Recording information about survivors...............................................................36
Interrogation of survivors....................................................................................37
Action regarding deceased persons.........................................................................38
relationship with the communication media...........................................................39
Interception and escort service................................................................................40
Generalities..........................................................................................................40
Interception of an aircraft........................................................................................40
Direct interception...............................................................................................40
The direct frontal interception solution consists of:.........................................41
The solution to direct interception by overtaking consists of:.........................42
Lateral or transverse interception:....................................................................43
Minimum Time to Scene Intercept (TMIL (MTTSI)).........................................46
Forced ditching of aircraft.......................................................................................48
Guidance for forced ditching of aircraft..............................................................48
Assistance provided by surface ships..................................................................48
Communications..................................................................................................48
Radio................................................................................................................48
Communication through visual signals............................................................49
Call prefix........................................................................................................49
Assistance provided by ships...............................................................................50
Rescue and care for survivors..........................................................................51
Search and rescue personnel....................................................................................51
Air search and rescue means...................................................................................52
Pilots....................................................................................................................52
Navigators............................................................................................................52
Observers.............................................................................................................52
Personnel in charge of launching supplies and supplies......................................53
Maritime search and rescue means..........................................................................53
Crew members.....................................................................................................53
bridge officers......................................................................................................53
Radio operators....................................................................................................54
Lookouts..............................................................................................................54
Rescue boat crews................................................................................................55
First aid................................................................................................................55
 Search and rescue means on land............................................................................55
Medical and rescue personnel by parachute............................................................56
Warehouse staff.......................................................................................................57
Captains and officers of merchant ships..................................................................57
Section 3 - COORDINATION AT THE ACCIDENT SITE............................................1
Coordination requirements............................................................................................1
Coordination by land authorities...................................................................................1
Coordination at the scene of the accident.....................................................................2
Designation of the coordinator at the scene of the incident (CLS (OSC))...................2
Duties of the CLS (OSC)..............................................................................................3
Designation of the aircraft coordinator (COA (ACO)).................................................4
Duties of the COA (ACO)............................................................................................4
Standard onboarding report...........................................................................................5
Risks of SAR operations...............................................................................................5
Communications on-scene............................................................................................6
Communications of the CLS (OSC) with the CCS (RCC) or SCS (RSC)...................6
Situation reports (SITREP).......................................................................................6
CCS (RCC) or SCS (RSC) Communications........................................................8
Maritime radiotelex............................................................................................8
Maritime safety information..............................................................................8
Radiotelegraphy (RT(WT))................................................................................9
Phonetic alphabet and digit key.........................................................................9
Frequencies for distress radio communications...................................................10
Maritime...........................................................................................................13
Aeronautics......................................................................................................14
Terrestrial.........................................................................................................14
Generalities..........................................................................................................14
CLS Responsibility (OSC)..................................................................................14
Search planning...................................................................................................15
Datum...............................................................................................................15
Visual search....................................................................................................17
Separation between trajectories.......................................................................17
Search speed (V)..............................................................................................19
Search area (A).................................................................................................20
Search settings.....................................................................................................21
Expanding Square Search (BCE(SS))..............................................................21
Sector Search (BS (VS))..................................................................................22
Search along the route (BD (TS))....................................................................27
 Parallel sweep search (BP (PS)).......................................................................28
Search by contour lines (BCN (OS))...............................................................30
Coordinated search configuration by ships and aircraft...................................31
Start of search......................................................................................................32
Restricted visibility..........................................................................................33
Radar search.....................................................................................................33
Ground Search Settings....................................................................................34
Ground visual search........................................................................................34
SAR instructions, reports and task assignment................................................35
Other measures at the end of the initial stage..................................................35
Navigational inaccuracies of search vessels....................................................36
Evidence of the location of damaged ships......................................................36
Instructions for maneuvers...............................................................................37
Survival and emergency radio equipment........................................................39
Search Conclusion...............................................................................................40
Unsuccessful search.........................................................................................40
Successful search.............................................................................................43
Section 4 - EMERGENCIES ON BOARD......................................................................1
General information......................................................................................................1
Distress Alert Notification............................................................................................1
distress signals...........................................................................................................1
Verbal emergency signals and regulatory expressions.........................................1
Alert methods............................................................................................................2
Distress alert from a ship.......................................................................................2
Distress alert from an aircraft................................................................................3
RLS (EPMB) and TLS (ELT)................................................................................3
Additional equipment............................................................................................4
Distress message from a ship.................................................................................4
Helicopter evacuation............................................................................................8
Preparations on the ship.........................................................................................9
Inflight safety checklist..........................................................................................9
Other considerations............................................................................................11
Three situations....................................................................................................11
Ship maneuvers....................................................................................................12
Initial measurements............................................................................................12
Normal recovery methods....................................................................................12
Fire on board........................................................................................................17
Grounding............................................................................................................17
 Hull malfunctions................................................................................................17
Abandonment of the ship.....................................................................................17
Medical emergency..............................................................................................18
ILLEGAL ACTS.........................................................................................................18
Pirates and armed robbers.......................................................................................18
AIRCRAFT EMERGENCIES....................................................................................19
Aircraft distress message.........................................................................................19
Help......................................................................................................................19
Emergencies.........................................................................................................19
Aircraft Pilot Distress Message Checklist...........................................................19
Transmission of the distress message..................................................................20
Ship-aircraft communications..............................................................................20
2182kHz...........................................................................................................21
4125kHz...........................................................................................................21
3023 and 5680 kHz..........................................................................................21
121.5MHz AM.................................................................................................21
123.1 MHz AM...........................................................................................21
156.8MHz FM..................................................................................................22
GENERAL INFORMATION ABOUT EMERGENCY CASES IN FLIGHT..........22
Unlawful interference..............................................................................................22
Fuel shortage...........................................................................................................22
Mechanical difficulties............................................................................................22
Communications failure..........................................................................................22
Crash landing...........................................................................................................23
Forced ditching........................................................................................................23
EMERGENCY TEAM...............................................................................................28
Appendix A - Regulation V/10 of the International Convention for the Safety of Life at
Sea, 1974.......................................................................................................................164
Appendix B - Message about search activities.................................................................1
Appendix C - Factors Affecting Observer Effectiveness.................................................1
Appendix D – Standard Situation Reporting Format (SITREP) for Search and Rescue
Purposes........................................................................................................................170
Appendix E - Forms for the initial and final reports of a SAR operation........................1
 ABBREVIATIONS AND ACRONYMS

Spanish acronym English

acronym
TO search area TO
A/N aircraft A/C
ab gross tonnage gt
AB dejection L.W.
A.M modulated amplitude A.M
B/P fishing ship F/V
B/V sailing ship S/V
B/M merchat vessel M/V
ECB expanding square search H.H
BCN search by contour lines YOU
BCRD search with return along the route TSR
BSRD search without return throughout the defeat TSN
B.D. search throughout the defeat T.S.
BLU single side band SSB
BMD datum marker buoy DMB
B.P. parallel scan search P.S.
B.T. transversal search C.S.
BPTC coordinated transversal search CSC
CCM mission control center MCC
CCS rescue coordination center RCC
CCSC joint rescue coordination center JRCC
(aeronautical and maritime)
CIRM International Radio-Medical Center CIRM
CLS coordinator at the scene of the incident CSO
CMS SAR mission coordinator SMC
CMVI flight meteorological conditions BMI
instruments
CMVV visual flight meteorological conditions VMC
COA aircraft coordinator ACO
C.S. SAR coordinator S.C.
CTA air traffic control ATC
D/L call sign C/S
ETA estimated arrival time ETA
ETB ship earth station SES
ETC coastal earth station CES
ETD estimated departure time ETD
ETET earth station on land GES
ETT terrestrial earth station THE
FM modulated frequency FM
fw meteorological correction factor fw
GHz gigahertz GHz
GPS Global system for determining the GPS
position
H.F. decameter waves H.F.
IDBE NBDP narrowband direct printing

IMSO International mobile satellite IMSO

telecommunications organization
Inmarsat satellite communications service provider
for the GMDSS
INTERCO International signal code INTERCO
ISM maritime safety information M: YES
kHz kilohertz KHz
LDC constant bearing line LCB
LSD digital selective call DSC
m meters m
mm nautical mile N.M.
MEDEVAC medical evacuation MEDEVAC
DOCTOR DOCTOR
medical advice, usually by radio
M.F. hectometric waves M.F.
MHz megabertzio MHz
ICAO International Civil Aviation Organization ICAO

OC continuous wave C.W.

IMO International Maritime Organization IMO
OSGE large scale rescue operation MRO
PAA person in water P.I.W.
PAB people on board POB
PCB search start point CSP
PE estimated position D.R.
PRNA Regional air navigation plan RANP
R/TG radiotelegraphy W.T.
R search radius R
R/TF radiotelephony R/T
REC coastal radio station C.R.S.
RESAR SART
radar search and rescue responder
R.G. radio direction finding D.F.
RLP PLB
person locator radio beacon
RLS accident location radio beacon EPIRB

RSR search and rescue region SRR

RTG radiotelegraphy RTG
RTT radioteletype RTT
VR true course T
RVI instrument flight rules IFR
RVV visual flight rules VFR
Yes separation between paths Yes
HE search and rescue HE
SCS rescue subcenter CSR
SITREP situation report SITREP
SMSSM global relief system and GMDSS

ii
 maritime security
ALONE International Convention for the Safety of ALON
Life at Sea E
SSR search and rescue subregion MR
S.T.A. air traffic services ATS
T time available for search T
TLS accident location transmitter ELT
TLU local user terminal LUT
T.P. parallel path search P.S.
U.B. search unit HIS
UHF decimeter waves UHF
USR search and rescue unit SRU
USC last known position LKP
UTC coordinated universal time UTC
V V
SAR medium speed at the surface
VAV true airspeed TAS
V.B. search vector V.S.
VHF meter waves VHF
V.S. ground speed G.S.

iii
GLOSSARY

Dejection (AB (LW)) - Leeway

Movement of the search object in water caused by the effect of wind on
exposed surfaces.

Wind Reach - Fetch

Distance over which the wind blows unobstructed in a constant direction.

Distress alert - Distress alert

Notification by any means that a distress situation exists and that help is
needed.

Forced ditching - Ditching

Forced descent of an aircraft into water.

Amver
Global reporting system for ships for search and rescue purposes.

Search - Search
An operation normally coordinated by a rescue coordination center or a
rescue subcenter, in which available personnel and means are used to locate
people in danger.

Captain - Captain
Captain of a ship, pilot in command of an aircraft, commander of a warship or
person who commands any other ship.

Rescue co-ordination center (RCC)

Unit responsible for promoting the good organization of search and rescue
services and for coordinating the execution of search and rescue operations
within a search and rescue region. Note: The expression CCS (RCC) will be
applied in this Manual to both aeronautical and maritime centres, using CCSA
(ARCC) or CCSM (MRCC) when the context requires it.

Aircraft Co-ordinator (ACO)

Person or team of people who coordinates the participation of several aircraft
in SAR operations to assist the SAR mission coordinator and the on-scene
coordinator.

On-Scene Coordinator (CLS (OSC)) - On-scene co computer (OSC)

Person designated to coordinate search and rescue operations in a given

area.

Search and rescue mission co-ordinator (SMC)

Official temporarily assigned to coordinate the response to a situation of real
or apparent danger.

4
 Wind current (CA (WC)) - Wind current
Current created in water by the action of the wind that acts on its surface for a
certain time.

Datum - Datum
Point, line or area that is used as a reference in planning the search.

Drift
Displacement of the search object due to natural forces.

Wind direction - Direction of wind

Direction from which the wind blows.

Direction of waves, swells, or seas - Direction of waves, swells, or seas

Direction from which the waves, swell or swell come.

Swell Direction
Direction from which the swell moves. The direction in which the swell is
heading is called the downward direction of the swell.

Coast earth station (ETC (CES)) - Coast earth station (CES)

Maritime name of an Inmarsat ground station that links ship earth stations with
terrestrial communications networks.

Completion stage - Conclusion stage

Period of a SAR event in which the SAR facilities return to their usual position
and prepare for another mission.

False alarm - False alarm

Distress alert not due to an appropriate test, initiated by the communications
equipment intended to issue alerts, when there is no real danger situation.

False alert - False alert

Distress alert from any source, including communications equipment intended
to issue alerts, when a real dangerous situation does not exist and should not
have occurred.

Sea front background - Swell face

Band of swell heading towards the observer. The back is the band that faces
away from the observer. These definitions are applicable regardless of the
direction from which the swell is moving.

Hypothermia - Hypothermia
Abnormal drop in the internal temperature of the human body (heat loss) due
to exposure to cold air, wind, or water.

Narrow band direct printing (NBDP)

Automated telegraphy used in the NAVTEX system or in radio messages by
facsimile.

Crash scene - On-scene

5
 Search area or place where the accident occurred.

Digital Selective Calling (LSD (DSC)) - Digital Selective Calling (DSC)

Technique that uses digital codes and that allows a coastal radio station to
establish contact with another station or a group of stations and transmit
information to them.

Sea - Sea
State of the surface produced by waves and swell.

Primary swell
The swell that has the greatest height from the crest to the trough.

Bottom swell - Swell

State of the surface produced by a distant wind. An individual swell has a
regular and calm appearance, there being a considerable distance between the
rounded crests.

MAYDAY - MAYDAY
International radiotelephone distress signal, repeated three times.

MEDEVAC - MEDEVAC
Evacuation of a person for medical reasons.

DOCTOR - DOCTOR
Medical advice. Medical information and recommended treatment for sick or
injured persons when such treatment cannot be administered directly by the
prescribing medical personnel.

NAVAREA - NAVAREA
Each of the 16 areas into which the International Maritime Organization has
divided the world's oceans to broadcast nautical and meteorological radio
warnings.

Ship - Craft
Any air, sea or submersible vehicle of any type and size.

NAVTEX - NAVTEX
System for automatically transmitting and receiving maritime safety information
using narrowband direct printing telegraphy

Olas (or swell) - Wave (or chop)

State of the surface caused by the local wind and characterized by its
irregularity, short distance between crests, ridges and breaks.

Mass rescue operation (MRO)

Search and rescue services that are characterized by the need to provide
immediate assistance to a large number of people in danger, such that the
means that are normally available to search and rescue authorities are
insufficient.

6
 International mobile satellite telecommunications organization
(Inmarsat) - Inmarsat
Geostationary satellite system for global mobile communication services and for
support of the Global Maritime Distress and Safety System and other
emergency communication systems

PAN-PAN - PAN-PAN
International emergency radiotelephone signal. When repeated three times it
indicates uncertainty or alert, and is followed by a message about the nature of
the urgency.

Rescue plan - Rescue action plan

Rescue operations plan usually prepared by the CMS (SMC) to be executed
by the CLS (OSC) and the services at the scene of the incident.

Search action plan

Message normally prepared by the CMS (SMC) to transmit instructions to the
SAR means and organizations participating in the search and rescue operation.

Commence search point (CSP)

Point normally specified by the CMS (SMC) at which a SAR facility initiates
search configuration.

Emergency position-indicating radio beacon (EPIRB)

A device normally carried on board a ship that transmits a signal to alert
search and rescue authorities and allow rescue units to locate the scene of the
incident.

Search and rescue region (SRR) - Search and rescue region (SRR)

Area of defined dimensions associated with a rescue coordination center in

which search and rescue services are provided.

Search and rescue transponder (RESAR (SART)) - Search and rescue

transponder (SART)
Survival craft transponder that, once activated, automatically sends a signal
when it receives a pulse from a nearby radar, the signal appears on the
interrogator radar screen and facilitates the bearing and distance of the
transponder from the interrogator radar for the purposes of search and rescue.

Course - Heading
Horizontal direction in which a ship is oriented.

Course - Course
Planned horizontal direction of navigation of a ship.

SafetyNET - SafetyNET
Inmarsat Enhanced Group Calling (LIG) system service specially designed for
the dissemination of Maritime Safety Information (MSI) as part of the Global
Maritime Distress and Safety System (GMDSS)

Rescue - Rescue

7
 Operation carried out to recover people in danger, provide them with initial
medical or other aid and transport them to a safe place.

Separation between trajectories (S) - Track spacing (S)

Distance between adjacent parallel search paths.

Global Maritime Distress and Safety System (GMDSS)

Global communications service based on automatic safety systems, both
satellite and terrestrial, used to issue distress alerts and disseminate maritime
safety information to mariners.

Cospas-Sarsat System - Cospas-Sarsat System

Satellite system designed to detect distress beacons that transmit on the
frequencies of 121.5 MHz or 406 MHz.

Rescue sub-centre (RSC)

Unit subordinated to a rescue coordination center, established to complement
the function of the latter according to special provisions of the responsible
authorities.
Note: The expression SCS (RSC) will be general in this Manual, except when it
is an aeronautical or maritime subcenter, in which case SCSA (ARCS) or
SCSM (MRSC) will be used.

Emergency locator transmitter (ELT)

Aeronautical distress radio beacon that issues an alert and transmits signals
for homing

Search and rescue unit (USR (SRU)) - Search and rescue unit (SRU)
Unit composed of trained personnel and equipped with adequate equipment
to quickly carry out search and rescue operations.

True air speed (VAV (TAS)) - True air speed (TAS)

Speed at which an aircraft moves in a mass of air. The VAV corrected for the
effect of the wind is equal to the ground speed.

Swell velocity
Speed in knots at which the swell advances in relation to a fixed reference
point.

8
Section 1 - OVERVIEW

AIM

The objective of the International Manual of Aeronautical and Maritime Search

and Rescue Services for Mobile Enforcements, intended to be carried on board
search and rescue units and civil aircraft and vessels, is to provide guidance to
those who:

* explode aircraft, ships or other vessels, and who may be required to use such
means in support of search and rescue operations,

* may have to perform the functions of coordinator at the scene of the incident for
various means located in the vicinity,

* are in a real or possible emergency situation and may need SAR assistance.

RESPONSIBILITIES AND OBLIGATION TO PROVIDE HELP

Under ancient maritime traditions and various provisions of international law,

shipmasters have an obligation to assist those in need of relief at sea when they
can do so without risk.

The responsibilities for providing assistance to a damaged ship or aircraft are

based on humanitarian considerations and established international practices.
These obligations can be found in various agreements, including:

* Annex 12 to the Convention on International Civil Aviation.

* The International Convention on Maritime Search and Rescue.

* Regulation V/10 of the International Convention for the Safety of Life at Sea,
1974 ( SOLAS 1974)1 .

ORGANIZATION OF NATIONAL AND REGIONAL SAR SYSTEMS

Many States have accepted the obligation to provide services for aeronautical and
maritime search and rescue operations and coordinate them 24 hours a day in their
territories, territorial seas and, if appropriate, the high seas.

* In order to fulfill these responsibilities, States have created national search and
rescue organizations or have joined with one or more States to form a regional
SAR organization covering a particular oceanic or continental area.

* A search and rescue region (RSR (SRR)) is an area of defined dimensions

related to a rescue coordination center (CCS (RCC)) in which search and rescue

1 See appendix A

section 1-1
services are provided.
- SRRs help define who has primary responsibility for coordinating responses to
relief situations in each area into which the world is divided, but they do not serve
to limit the ability of others to provide help to those in need.
- The International Civil Aviation Organization (ICAO) publishes regional air
navigation plans describing aeronautical RSRs (SRRs)
- The Global SAR Plan of the International Maritime Organization (IMO) describes
maritime RSR (SRR).

SAR COORDINATION

The SAR system has three levels of coordination:

*SAR coordinators (CS)

*SAR mission coordinators (CMS)

*coordinators at the scene of the incident (CLS (OSC))

SAR Coordinators

- CSs (SCs) are the highest level SAR directors; Typically, each State has one or
more persons or agencies to whom this designation applies.

- The CS (SC) are responsible for:

- establish, staff, equip and manage the SAR system
- establish CCS (RCC) and rescue sub-centres (SCS (RSC))
- facilitate or organize SAR means and facilities
- coordinate SAR training
- develop SAR standards.

SAR mission coordinator

* All search and rescue operations are carried out under the coordination of a
CMS (SMC). This function exists only during a specific SAR event and is normally
performed by the head of the CCS (RCC) or someone designated by him. The
CMS (SMC) may have auxiliary personnel.

* The CMS (SMC) directs a SAR operation until rescue has been carried out or it
becomes clear that further efforts would be futile.

* The CMS (SMC) will be trained in all SAR processes and will be fully familiar
with applicable SAR plans, and:
* will collect information on relief situations
* develop reliable and practical SAR action plans
* will dispatch and coordinate all resources to carry out SAR missions.

* The tasks of the CMS (SMC) will include:

- obtain and evaluate all available information about the emergency case

section 1-2
 - evaluate the type of emergency equipment that the missing or endangered ship
has on board
- stay informed of prevailing environmental conditions
- if necessary, determine the movements and location of vessels and alert the
maritime transport sector in possible search areas regarding rescue, lookouts
and/or radio monitoring
- determine search areas and decide the methods and means to be used
- prepare the search action plan and the rescue action plan as appropriate
- coordinate operations with adjacent CCS (RCCs), whenever possible
- organize debriefing and end-of-mission sessions for SAR personnel
- evaluate all reports and modify search plans as necessary
- arrange for the resupply of aircraft and, in cases of prolonged searches,
organize the accommodation of SAR personnel
- arrange for the supply of provisions to sustain the survivors
- maintain an up-to-date and accurate record in chronological order
- publish reports on the progress of operations
- recommend to the head of the CCS (RCC) to abandon or suspend the search
- determine when the search is suspended or abandoned
- exempt some SAR means when their assistance is no longer necessary
- notify authorities investigating accidents
- if necessary, notify the State of registration of the aircraft
- prepare a final report.

On-Scene Coordinator (CLS (OSC))

When two or more SAR means act jointly in the same mission, there must be a
coordinator at the scene of the incident to coordinate the activities of all the
participating means.

* The CMS (SMC) designates a CLS (OSC) who may be the person in charge
of:
- a search and rescue unit (USR (SRU)), vessel or aircraft participating in the
search, or
- a nearby environment that is capable of carrying out the tasks of the CLS
(OSC)

* The person in charge of the first vehicle to arrive at the scene will normally
assume the functions of the CLS (OSC) until the CMS (SMC) relieves him or her.

NOTIFICATION SYSTEMS FOR SHIPS

* Several States have established reporting systems for ships.

* It is possible that the only vessel near the scene of an aircraft or vessel
accident is a vessel that is underway.

* The ship reporting system will allow the CMS (SMC) to quickly:
- identify vessels that are in the vicinity, as well as their positions, courses and
speeds

section 1-3
- Be aware of other information about the ships that may be useful (for example,
whether they have a doctor on board, etc.)
- know how to contact the boats
- improve the possibility of providing rapid assistance during emergencies
- reduce the number of calls requesting assistance to vessels that are in
unfavorable locations to respond
- reduce response time to provide assistance

* Ship masters or those authorized to do so are urged to submit regular reports to

the authority maintaining the ship reporting system dedicated to SAR operations
and other safety-related services.

* Additional information on ship reporting system operators can be obtained from

RCCs.

AMVER

* AMVER is one of the many notification systems for ships. It is a global system
whose exclusive function is to support SAR operations and provide information to
all CCS (RCC).

- Vessels participating in AMVER pay nothing, nor do RCCs that use the system.
- Many shore communication service providers relay ship reports to AMVER free
of charge.
- Any merchant ship of 1,000 gross tons or more can participate on any voyage of
more than 24 hours.
- Information voluntarily provided by AMVER vessels is protected by the United
States Coast Guard as proprietary commercial information and will only be
transmitted to SAR authorities or those specifically authorized by the vessel in
question.

AIRCRAFT REPORTING SYSTEM

* Aircraft generally depend on air traffic services (STA) units for flight tracking and
communications services.

*Pilots are encouraged to submit their flight plans to the appropriate STA (ATS)
unit to ensure rapid response in the event of an emergency.

UNDERWATER SEARCH AND RESCUE

* If a mobile facility has reason to suspect that an underwater accident has

occurred, every effort will be made to contact the nearest Rescue Coordination
Centre. When accidents occur, survivors may find themselves either on the surface
or trapped in a submarine sitting on the sea floor. In general the medical care
requirements for survivors of an underwater accident are specialized and
competent medical assistance is needed.

section 1-4
* Vessels that believe they have had a collision with a submarine, as with any
collision with any vessel, should anticipate the need to provide SAR assistance.
More information on submarine search and rescue and parallel activity, submarine
evacuation and rescue, can be found on the website of the International Submarine
Escape and Rescue Liaison Office ).

section 1-5
Section 2 - PROVISION OF AID

INITIAL MEASUREMENTS OF THE AUXILIARY SHIPS

Auxiliary ships

Methods of notification of dangerous situations

* An alarm signal or a distress call from another ship, either made directly or by
retransmission.

* A distress call or message from an aircraft; usually retransmitted from a coastal

radio station (REC (CRS)).

* A warning call from a ship's warning equipment via shore-to-ship relay.

* Visual or acoustic signals of a nearby ship in danger.

Immediate measures

* Any ship that receives a distress message will immediately take the following
measures:
- will acknowledge receipt of the message
- gather, to the extent possible, the following information about the vessel in
distress:
^ geographical location of the ship
^ identity, call sign and ship name
^ number of people on board (PAB (POB))
^ nature of the danger or incident
^ type of help needed
^ number of victims, if any
^ course and speed of ship in distress
^ type of ship and cargo it carries
^ any other relevant information that may facilitate rescue
- You will maintain continuous listening on the following international distress
frequencies if you have the appropriate equipment:
^ 500 kHz (radiotelegraphy)
^ 2182 kHz (radiotelephony)
^ 156.8 MHz FM (channel 16, radiotelephony) for distress alerts from
ships
^ 121.5 MHz AM (radiotelephony) for distress alerts from aircraft

- From 1 February 1999, SOLAS ships will be required to comply with applicable
requirements for on-board equipment and listening services.
- radio communications equipment referred to in SOLAS corresponds to that of
the Global Maritime Distress and Safety System (GMDSS) and includes:

section 2-1
 ^ Inmarsat Ship Earth Stations
^ digital selective calling (LSD (DSC)) radio equipment on VHF, MF and
HF waves
^ SafetyNET and NAVTEX service receivers for maritime safety
information
^ portable VHF equipment
^ disaster locating radio beacons (RLS (EPIRB))
^ search and rescue responders (RESAR (SART))
-any ship carrying GMDSS-compatible equipment must use it for its intended
purposes and be prepared to receive distress alerts through it at all times (see
table).

* Vessels must maintain communication with the ship in distress while trying to
notify search and rescue services of the situation.

* They must communicate the following information to the ship in distress:

- identity, call sign and name of the vessel receiving the distress alert
- geographical position of said ship
- speed and estimated time of arrival of the ship at the place where the ship in
distress is located
- Bearing or true bearing and distance from the vessel in distress to the vessel
receiving the alert.

section 2-2
* They will use all available means to remain informed of the location of the ship in
distress (such as radar pointing aid, track plots on charts, global position
determination system (GPS).
* When the ship is close to the ship in danger, it will post an extra number of
lookouts so as not to lose sight of it.

* The ship or coastal radio station coordinating distress communications will

establish contact with the SAR mission coordinator (CMS (SMC)) and transmit all
available information, updating it as necessary.

On the way to the accident area

* A traffic coordination system will be established between ships heading to the

scene of the incident.

* Vessels in the vicinity will keep their radar pointing active.

* The estimated time of arrival at the scene of the incident of the other vessels
providing assistance will be calculated.

* The situation, the origin of the distress alert, will be evaluated in order to
prepare for operations at the scene of the incident.

Preparations on board

Every ship heading to assist a ship in distress must have the following equipment
ready for use:

* Lifesaving and rescue equipment:

-lifeboat
-inflatable raft
-lifevest

section 2-3
 -immersion suits for the crew
-lifebuoys
-life-saving pants portable VHF radio equipment to communicate with the ship
and lifeboats
-line throwing devices
-floating lifelines lifting ropes
- boat hooks or harpoons that do not produce sparks
- small axes
- rescue baskets
- stretchers
- ladders to board
- rescue nets
- copies of the International Code of Signals
- radio equipment operating on MF/HF and/or VHF/UHF waves, and allowing
communication with the mission coordinator, search and rescue facilities, and a
direction-finding facility
- supplies, provisions and survival equipment, as required
- fire fighting equipment
- portable bilge pumps
- binoculars
- Photo cameras
- bailers and oars

* Signal equipment:
- signal lamps
- projectors
- lanterns
- Flare gun with color-coded flares
- floating VHF/UHF marker beacons
- floating lights
- smoke generators
- flaming and smoke floats
- dye markers
- megaphones

* Preparation for medical care, including:

- stretchers
- blankets
- medical supplies and medicines
- clothes
- provisions
- means of shelter

section 2-4
 * Various equipment:
- if available, a gantry crane on each side, ready for lifting, and rigged with a
platform or net to recover survivors
- a barloa that runs on each side, from bow to stern, at the height of the
waterline, secured with restraints to the sides to help the boats and rafts dock to
the ship
- on the lower exposed deck, guides and ladders to help survivors climb aboard
the ship
- the ship's life rafts will be ready to be used as a means of embarkation
- a line launching device prepared to establish connection with the ship in
distress or survival craft
- floodlights placed in suitable places, if the rescue is carried out at night.

Vessels that do not provide assistance

The captain who decides not to proceed to the scene of the incident due to the
time it would take to arrive and the knowledge that a rescue operation has already
been undertaken, must:

* Make the relevant annotation in the navigation log.

* If you have acknowledged receipt and responded to the distress alert, notify the
corresponding search and rescue service of the decision not to provide assistance.

* Consider that notification is unnecessary if you have not established contact

with the search and rescue service.

* Reconsider the decision not to go to provide aid or inform the search and rescue
service when the ship in distress is far from land or in an area where the density of
maritime traffic is low.

Assistance provided by aircraft

Distress alert and message received

* Aircraft may receive a distress message or alert transmitted directly from an

aircraft, or relayed by an air traffic services unit.

* Aircraft flying over the sea may receive an alarm signal or distress alert from a
ship, usually by retransmission from a coastal radio station (REC (CRS)).

* Aircraft may receive acoustic distress signals from a radio beacon (RLS
(EPIRB)) or a casualty location transmitter (TLS (ELT)) transmitting on 121.5 MHz.

* Aircraft near a ship in distress can receive visual signals.

section 2-5
 Immediate measures

* The information will be evaluated to determine its validity and degree of

urgency.

* Any aeronautical station or aircraft that is aware of an emergency situation will

retransmit the MAYDAY or a distress message, if necessary, in order to obtain help
for the person, aircraft or vessel in distress.

* In such circumstances, it must be clear that the aircraft transmitting the alert is
not the vessel in distress.

On the way to the incident area

As the aircraft heads toward the incident area, preparations will be made to provide
assistance to the distressed craft.

The following equipment must be available:

* Navigation equipment
- Designated SAR aircraft must be equipped to receive and land at:
^ radio signals
^ Loss Location Transmitters (TLS (ELT))
^ casualty locating radio beacons (RLS (EPIRB))
^ search and rescue transponders (RESAR (SART))
- High-precision navigation equipment such as the Global Positioning System
(GPS) can be useful in covering a search or rescue area in detail, or locating a
landmark.

* Communications equipment
- Every aircraft must be equipped to maintain good communications with the
CMS (SMC) and other aeronautical search and rescue facilities.
- designated SAR aircraft carrying out rescue operations at sea must have
equipment that allows them to communicate with ships or survival craft
- Designated SAR aircraft must be able to communicate with survivors on VHF-
frequency modulation channel 16 (156.8 MHz) and VHF-amplitude modulation at
121.5 MHz.

- Disposable radios, in droppable packages, operating on 123.1 MHz can be

used to establish communication with survivors
- Portable radios are suitable for aeronautical SAR facilities to communicate with
other maritime or ground SAR facilities and with the CLS (OSC)

* Various equipment
- for SAR operations the following equipment must be available, as required:
^ binoculars
^ a copy of the International Code of Signals - signaling equipment, such
as pyrotechnic signals - floating VHF/UHF marker beacons, floating lights
^ firefighting equipment
^ cameras to photograph the wreck and location of survivors
^ first aid material

section 2-6
 ^ megaphones
^ vessels for throwing written messages
^ inflatable life rafts
^ life jackets and lifebuoys
^ portable, battery-operated, launchable radio set to establish
communication with survivors
^ any type of equipment that can help in rescue operations.

SEARCH FUNCTION

Search message and action plan

- Normally the CMS (SMC) prepares the search action plan.

- The CLS (OSC) and the SAR means at the scene of the accident implement
the search action plan2 .

- The search action plan message comprises six parts.

1st. Situation
- brief description of the event
- geographical position of the event and time it occurred
- number of people on board (PAB (POB))
- primary and secondary search objects
- quantity and types of survival equipment
- weather forecast and forecast period
- SAR means at the scene of the accident

- ª Search areas (presented in columns)

- designation of the areas, extension, angles, center point and radius of the circle
it covers
- other essential information

3rd Execution (presented in columns)

- identification of SAR facilities, agency responsible for the facilities, search
configuration, tracking direction, search start points and altitude

4th Coordination
- CMS (SMC) and CLS (OSC) designation
- time of arrival of the SAR means at the scene of the incident
- convenient path separation and coverage factors
- CLS (OSC) instructions (e.g. use of datum marker buoys)
- reserved airspace (e.g. dangerous zone)
- aircraft safety instructions
- change of operational coordination of SAR facilities (SAR facilities follow
instructions coordinated by the CMS (SMC) or the CLS (OSC))
- relief instructions from the organization on which the SAR means depend
- authorization to enter the area for aircraft not designated for SAR operations
2See example message in appendix B

section 2-7
5th Communications
- channel coordination
- channels to be used at the scene of the accident
- channel monitoring
- method for SAR means to identify the CLS (OSC)
- media channels, if applicable

6th Reports
- CLS (OSC) report on meteorological conditions at the incident site and report
on the event using the standardized SITREP format
- daily summary of operations provided by the agencies responsible for the
operations (flight hours, area(s) where the search has been carried out, and
coverage factor(s).

- The CMS (SMC) may authorize the CLS (OSC) to alter the plan of
search action based on the situation at the location
of the accident.

Preparation of own search plans

- Considerations that will need to be taken into account when developing a search
plan include:
- estimation of the most probable geographical position of the ship or survivors in
distress, taking into account the effect of drift

- determination of search area

- selection of SAR means and equipment to be used
- Selecting a Search Setting
- coordination planning at the scene of the incident.

* Specific guidance on search planning is provided in Section 3.

Search settings

* Factors to consider when deciding the type of search configuration include:

- available number and type of relief ships
- search area extension
- type of ship in danger
- ship size in danger
- weather visibility
- cloud limit
- state of the sea
- time of the day
- time of arrival at the datum.

- Section 3 provides specific information on search settings.

section 2-8
 Radio communications at the scene of the accident

- The CLS (OSC) must coordinate communications at the scene and ensure
that they are reliable.
- SAR facilities usually report to the CLS (OSC) on an assigned frequency
- If a frequency shift is made, instructions should be given on how to proceed if
communications cannot be established on the new frequency
- All SAR facilities will carry a copy of the International Code of Signals, which
contains information on communications used between aircraft, ships and
survivors.
- Typically, the SMC will select search and rescue frequencies to be used at the
scene, including primary and secondary frequencies.

Visual communication media

* As appropriate, the following means of visual communication will be used:

- signal lamp
- international code flags

section 2-9
 - international distress signals.

SeAmles dhurnes

- SAR means
S*
* The tables below describe the life-saving signals, referred to in regulation V/16
of the SOLAS Convention, 1974, as* amended, intended for use by:
that carry out
Verüical movement of a white
search and rescue operations, when communicating
benders or two arms o shot of a signal gives green stars

with ships or people in danger

- ships or people in distress when communicating with SAR means.
nocturnal
1* *
Vertical movement of a white light or
bongala 0 shot of a green star signal
MANUAL SIGNALS LIGHT SIGNS OTHER SIGNS MEANING

N*K
*
daytime signs

daylight
signs Horizontal movement of a white flag,
or horizontally extended arms * or transmission of the letter K of the
nocturnal Vertical movement of a white Code with a device that emits light
sañaleu bandore or arms "or shooting of a green star signal" or acoustic signals This is "1 best place to
disembark"

Night signs *
white light or flare
9
Vertical movement of a* white light
*

or shot of a starburst signal or transmission

- of the letter K of the
Code with a device that emits light
or flare The shot of a green star signal or acoustic signals

A leading (indication of direction) can be given by placing a fixed white light or a flare with the same characteristics at a level lower than that of the observer in the direction to be
indicated.

Dkrnes signals k oee

or transmission of letter 3 of the

Code with a device that emits light
ocominaconsesemeklmosa
0 shot of a» MA«I of red stars or acoustic
yacustica signalslight)
(detonating Disembarkation here
Horizontal movement of a white flag
consisting of three simple signals
that ARE fired at approximately one
minute INTERVALS
orange smoke signal •-and•
Nocturnal
signals
* or transmission of letter 3 of the (The repetition of these wañales
Horizontal movement of a white light Code with a device that emits light will have meaning)
or flare I shoot a signal with red stars or acoustic signals

1 o transmission of letter 3 (...) of the

Code followed by the letter R (.-.)
* •7
oonettuido by tro» MAOJOO
•impious that will be fired An •
to the right, in the direction that
the vessel in danger is headed ,
intervals of approximately one there is a better place to
o* ' ?1
minute disembark
daytime signs 1 Horizontal movement of a white 1 or shooting a signal with red stars
2 or transmission of the letter 3 (...)
of the Code followed by the letter
flag followed by do vertically and L (...) of the Code ai ooo best
2 the placement is on the ground 2 A Mancas star sign directed place of disembarkation should
and towards the place that offers a be further to the left in the
3 the translation of another white better landing direction in which the vessel is
Unloading that
point
maritime rescue units to distress signals
flag in the direction you wish to extremely
dangerous.
in danger

issued by a ship or by people At the MMi address there is

a more propichoperae

*lal.k
1st transmission of the letter 3 (...) of
the Code followed by the letter denemberco place
R(.-.)if further to the right, in the
1 •
* direction in which the vessel is
t ■ zi in danger, there is a better place
1 Horizontal movement of a white to disembark
light or flare •• 2 or transmission of letter 8 (...) of
nocturnal 2 followed by placing the light or the Code sago ida of the letter
1st shot of one red star sign
dreams flare on the ground L(._. )of the Code if it falls
Naneas and vertical mount and do The best landing place is further

¡ 3 of the translation of another white 2 Mancos star signal directed

light or flare in the direction you
want to point
towards the place that offers a
better landing
to the left, the direction in which
the boat is in danger.

Landing signs for guiding small vessels

with crew members or other people in danger

section 2-10
section 2-11
MANEUVERS TO BE PERFORMED BY THE AIRCRAFT IN THE GROEN INDICATED MEANING

The aircraft directs the ship towards

an aircraft or vessel in distress

(The repetition of these signals will

have the same meaning)
2 CROSSING.aoscaMaltitude.of the
ship's projected track, near the BOW of 3 ORIENTATION of the flight in the
1 Description of at least one CIRCLE the ship. SWINGING the wings (see Is direction that the ship must
around the ship note) follow.

4 CROSS, at a low altitude, the ship's wake, near the stern of the ship. SWINGING the wings (see note).

Lam1
_ .

I no longer need the help of the ship

(The repetition of these signals will

have the same meaning)
NOTE Increasing and decreasing engine power and varying propeller pitch can also be used as a means of attracting
attention instead of swinging wings. However, this form of acoustic signal can be less effective than the visual signal
of rolling of the wings due to the high noise level prevailing on the vessel.

Signals that will be used by ships in response to aircraft affected by search areas and nationally

Visual cues from air to surface

Use the surface-to-air visual cues below.

below forming the relevant symbol on the cover
or on the ground

ICAO/IMO visual
Message
signals
We need assistance V
We need medical assistance x

No or negative N
Yes or affirmative AND

We are heading in this direction t

Signs of survivors

section 2-12
 Responses of an aircraft observing the above signals emitted by a surface vessel
or for his survivors MEANING

okay-

Broadcast daetello* twice EITHER Use any other suitable The nun has been
v< with lo* faro* signal understood
landing or with the
navigation light (during
that hour of darkness) or Emit the signal -T- or the
Swing the wings* (during* "R" signal of the Walrus
Drop a message or daylight hours) or Code with mourning

4- — --G- - — emme emmumme M

Use any other suitable

Fly straight in a horizontal Broadcastthedream! signal The message has not
line without swinging the “RPT- of the Mooe Code been understood (repeat
wings or with Portuguese it)

Visual cues from air to surface

Maneuvers that you carry out. MEANING

The ship wishes to inform or give

instructions to the survivors

Dojur fall a /
message or /* dropequlpod 6
communications that N

allow to establish aEa

direct contact “
Signals that survivors will use in response to a message dropped by an aircraft MEANING

The survivors understand the message

that has been dropped
either
Sañnl-TaR-
of the Monkey Code -5 with gopher Any other suitable sign

The survivors do not understand the

message that has been dropped on you

Sañai -RPT- of the Walrus Code with light

87050s

Signs of survivors

Lookouts

* The role of lookouts, also known as observers, is very important for the
effectiveness of searches. The search means must take due account of their
integration into the system, in terms of scanning techniques and the concentration
of searches. The lookouts will report any object or noise they perceive.

* In aircraft, observers will concentrate the visual sweep within the trajectory
separation distance.

* Vessels:

During the day

- Lookouts will be placed at high points of the ship.

Overnight

- Lookouts will be placed in the most advanced part of the bow and as close to
the water as possible so that they can hear any distress call and have the best
night vision.

section 2-13
 - Factors influencing the effectiveness of observers; Guidance for lookouts is
provided in Appendix C. Among the factors mentioned include:
- weather conditions and visibility
- type of search craft (vessel, aircraft or life raft)
- sea state (calm, rough or rough)
- type of terrain (forest, desert, jungle)
- day or night period
- lookout fatigue.

RESCUE FUNCTION

Rescue message and action plan

* The action plan, which may be communicated through a rescue message, is

usually developed by the CMS (SMC) for implementation by the CLS (OSC) and
SAR facilities at the incident scene.

* Possible parts of such a message, similar to those of the search message, are
listed below:

1st Situation
- includes a brief description of the following:
^ event
^ number of people in need of relief
^ severity of bodily injuries
^ quantity and types of survival equipment
^ weather forecast and forecast period
^ SAR media at the scene of the incident

2nd rescue area

- description of the place where the accident occurred
- indication of the access routes that the SAR means will have to follow

3rd Execution
- listing of assigned SAR facilities, including the call sign of these facilities and
the organizations to which they depend
- rescue method that will be tried to be put into practice
- lists of supplies or equipment that will need to be provided

4th Coordination
- CMS (SMC) and CLS (OSC) designation
- estimated time of arrival of the SAR means at the scene of the incident

- change of operational coordination (SAR means follow instructions coordinated

by the CMS (SMC) or the CLS (OSC))
- relief instructions from the organization on which the SAR means depend
- temporary flight restrictions
- authorization to enter the area for aircraft not designated for SAR operations

5th Communications

section 2-14
 - The channels to be used at the scene of the incident and for coordination are
prescribed.
- call signs of aircraft designated for high-altitude communications relay
- other pertinent information regarding communications

6th Reports
- reports from CLS (OSC) to CCS (SMC) are reviewed
- reports on activities, provided by the body responsible for SAR facilities.

Preparation of the rescue plan

- While it is usually the CMS (SMC) that develops the rescue plan, sometimes
the CLS (OSC) assumes responsibility for developing it.

- Among the factors that will be taken into account are the following:
- risks to SAR personnel
- number, location and situation of survivors
- status of survivors and medical considerations
- prevailing weather conditions
- as applicable, state of the sea
- time of the day
- survival equipment available
- type of rescue ship, etc.

* It is common that when an event occurs that requires the provision of relief,
even people who have not suffered injuries and who in principle should be able to
act in a logical manner, are unable to carry out simple tasks and hinder their own
rescue. .

Assistance provided by SAR aircraft

Supply Drop

* Assistance provided by SAR aircraft may include dropping life rafts and
equipment to distressed craft, lowering experienced personnel from helicopters, or
evacuating survivors by helicopter.

* Vessels in distress or survivors may receive special equipment dropped by SAR

aircraft.

* To launch life rafts, supplies and equipment to people who are on a boat or in
the water, it is recommended to follow the following procedure:
- The aircraft will approach in a slightly ascending attitude and perpendicular to
the direction of the wind.
- will throw the object(s), with 200 meters of floating line attached to it, about 100
meters in front of the survivors
- he will let the rope fall so that it floats downwind towards the survivors.

- Each package or container must carry:

section 2-15
 - a clearly legible written indication in English and one or more other languages
- It must also have symbols of obvious meaning
- ribbons of bright colors that conform to the following code:
^ Red – Medical supplies and first aid equipment
^ Blue : food and water
^ Yellow: blankets and protective clothing
^ Black: miscellaneous equipment consisting of stoves, axes,
compasses, kitchen utensils, etc.

*The diverse team will include the following:

- individual life rafts
- life rafts linked together by a floating rope
- radio beacons and/or floating transceivers
- floating dye and smoke markers and flaming beacons
- parachute lighting flares
- bilge pumps for rescue operations.

*·The following factors should be taken into account when deciding whether or
not to drop supplies to survivors:
- communications with survivors
- supplies survivors need
- availability of appropriate aircraft and trained crews.

*The success of a supply drop depends on the following factors:

- suitability of the point from which they are launched
- wind drift effect
- aircraft speed and height
- relative positions of the scene of the incident and the base of the rescue
means
- time elapsed until rescue is carried out
- danger of exposure to the elements.

Assistance provided by helicopters

* Helicopters may be used to supply equipment and rescue or evacuate people.

* Usually the radius of action of a helicopter covers about 300 nautical miles from
its base, but it can be longer, especially with refueling in the air.

* Helicopters can have a lifting capacity of up to 30 people depending on size and

type.

* Certain rescue operations will involve risks to the helicopter crew, and these
should be kept to a minimum.

* It is essential to evaluate the seriousness of the situation in each case and

determine to what extent it is necessary to provide assistance with helicopters.

* The mass of the helicopter may be a factor that limits the number of survivors
that can be transported on each trip.

section 2-16
 - it may be necessary to reduce the mass of the helicopter by removing non-
essential equipment, or by using a minimum of fuel and establishing forward bases
where the helicopter can be refueled.

* For the evacuation of people, a sling, a basket, a net, a stretcher or a rescue

seat can be attached to the end of the lifting cable.

* Experience has shown that when lifting a person suffering from hypothermia,
especially after immersion in water, a rescue basket or stretcher should be used to
keep the person in a horizontal position, since lifting the person in a horizontal
position vertical can cause serious shock or even cardiac arrest.

Rescue sling

* The most frequently used means to evacuate people is the rescue sling.

* Slings are suitable for quickly picking up people, although not for injured or sick
people.

* The user puts on the sling as he would put on a jacket, making sure that the
breast of the sling goes over his back and under his armpits.

* The user must face the hook and cross their hands in front as shown in the
figure.

section 2-17
 You should not sit on the sling or unhook it.

Rescue sling

Double lifting method

* Some SAR helicopters use the double hoist method, in which a normal rescue
sling is used, and a belt that serves as a seat, which is handled by a helicopter
crew member.

* This method is suitable for picking up disabled people from the water or deck of
a ship, but who are not injured seriously enough to require a stretcher.

* The helicopter crew member places the person in the sling and then carries out
the lifting operation.

rescue basket

* The use of the rescue basket does not require special measures. The person
who is going to use it simply climbs onto it, sits down and holds on.

rescue network

* The rescue net resembles a conical "bird cage" and is open on one side.

* The person who is going to use it simply enters it through the opening, sits down
and holds on.

section 2-18
 rescue basket rescue network
Rescue stretcher

* In most cases, the injured are embarked with the help of a rescue stretcher.

* The evacuation of injured people is carried out using a special stretcher

provided by the helicopter or supplied at the scene of the accident.

* The stretcher is provided with ties that allow it to be hooked and unhooked
quickly and safely.

* The stretcher provided by the helicopter must not be hooked to the lifting cable
while the injured person is placed on it.

rescue seat

* The rescue seat has the appearance of a three-armed anchor with two nails or
flat seats.

* The person to be hoisted simply sits astride one or two of the seats and puts
his arms around the anchor shaft.

* This device can be used to lift two people at a time.

section 2-19
 Rescue stretcher rescue seat

Guide rope technique

In certain circumstances, usually in bad weather, impeded vision or a restricted

area for winching, it may not be possible to lower a helicopter crew member or the
lifting harness onto the deck from a location directly above the vessel. In these
cases the guide rope technique can be used.

* A weighted line, which may be illuminated by cyalin tubes, attached to the hook of
the aircraft by a weak link, is lowered to the ship. The transfer area must provide
unobstructed access to the edge of the deck.

* The rope must be handled by a member of the ship's crew.

* ONLY WHEN INSTRUCTED BY THE HELICOPTER CREW CREW should the

loose end be recovered (it is advisable to use gloves)

* THE LINE SHOULD NOT BE TIED

* The helicopter will release the rope as it descends to the side of the ship, while
the crew member continues to recover the loose rope. A second crew member
must roll up the excess rope and put it in a container free of obstacles.

* When the helicopter crew member or the lifting harness reaches deck height,
the rope must be pulled to bring the winch hook on board (which can require great
effort).

* The static discharge line must touch the vessel before contact is made with the
hook.

* The helicopter may interrupt the operation at any time, in which case the rope
must be released immediately without getting caught on obstacles.

* When ready to lift, the helicopter crew member, if one is present, or the ship's

section 2-20
crew member, must indicate this to the helicopter using hand signals.

* The helicopter will rise while retrieving the cable with the winch. The rope will be
released while holding it with enough force to avoid oscillations.

If several transfers must be made, the cable must be retained. On the last lift, the
end of the rope must be released over the side of the vessel.

HELICOPTER OPERATIONS

Generalities

* Helicopter operations include landing or ditching and hoisting with a winch or

winch on land or at sea. Landing on ships will normally be done on well-equipped
ships with properly trained crews. The debate in this regard will focus on the use of
the winch for lifting since it must be used both in means that have trained crew and
in others with untrained crew. The use of the winch can be dangerous for the
people being hoisted, for the rescuers and for anyone who is in the place where the
operations are carried out.

* The final decision on whether it is prudent to use the winch for lifting, subject to
the agreement of the personnel at the scene of the incident, will rest with the
person responsible for the rescue facilities.

* The ship or the land rescue means at the scene of the incident must have
information, prior to the rescue operation, about what is required. Below is an
example of the necessary training they will have to undergo, which may be carried
out by another rescue brigade before the arrival of the helicopter.

Communications between the ship and the helicopter for lifting operations

* It is important that information is exchanged between the ship and the helicopter
in a manner that is clear and understandable to both.

* A direct radio link must be established between the ship and the helicopter. This
is usually achieved by equipping the helicopter with a radio adapted to VHF
maritime frequencies, frequency modulation capable of transmitting and receiving
at least on channel 16 and preferably on two other simplex frequencies.

* The exchange of information and instructions on meeting positions, etc., may be

established through coastal radio stations.

* Unless other arrangements have been agreed in advance, the ship should
remain on watch on VHF channel 16 for the arrival of the helicopter.

* If the helicopter has radio direction finding equipment, it will be able to identify
the ship and make landfall using the ship's radio transmission on an agreed
frequency.

section 2-21
 * To avoid misunderstandings, below is a selection of phrases for international
use that can be used, depending on the case.

Helicopter to ship

* Listen on channel... VHF.

*Question- What is your exact position?

* Please transmit a long homing signal on 410 kHz.

*Question- What is your direction?

*Question - What is your speed?

*Question - What are the relative wind speed and direction on the deck?

* Question - What are the pitch, sea roll and ration conditions in the area of
operations?

* I understand that your vessel has

-a landing area with a free zone ____________________________Metters of
diameter port/starboard, center/side of deck, or
- an area with a winch with a maneuvering area of meters in diameter to
port/starboard. I propose to approach the landing area/windlass area to
port/starboard/central area

*I will be on your ship in ________________minutes.

* I have sighted your ship.

*Question - Is the ship ready?

*Question - Is the deck group ready?

*Question - Is the operations area free of unnecessary personnel?

*Question- Is the firefighting equipment ready?

* Please confirm that there are no obstacles above the operating area.

* Please confirm that all passengers have been briefed on lifting procedures.

* Please confirm permission to land.

*·I am waiting.

*I hope to be ready in _________________minutes.

* Please maintain your heading and speed (if possible).

* Can you alter your course to ___________degrees?

section 2-22
 * Can you reduce your speed to ___________knots?

* Please indicate when you have reached your new speed/course

* Can it regain its original course and speed?

* Confirmation.

ship to helicopter

* My ship's position is ___________________miles of __________(Point of

reference).

* The ship has

- a landing area with a free zone ___________________________ Metters of

diameter port/starboard/side/center of deck or
- an area with a winch with a maneuvering area __________________meters
diameter port/starboard

* The ship is not ready for you to approach.

* Keep waiting. I hope the ship is ready for its approach in minutes.

* The ship's current heading is ____________degrees.

* The current speed of the ship is __________ knots.

*The relative wind is ___________degrees to__________knots.

* There are light/strong sprays on deck.

* The ship suffers a moderate/strong pitch/roll.

* Question Do you want the ship to alter course?

* Question Do you want the ship to slow down?

* The ship is ready - all preparations have been made.

* Affirmative: You have permission to begin the operation.

* Affirmative: you have permission to land.

* Confirmation.

* The means of communication between the ship and the helicopter are also
included in the International Code of Signals - general section, DANGER -
EMERGENCY under the heading "Aircraft - Helicopters".

section 2-23
 Example of information to be provided to a ship prior to helicopter lifting
operations
(Adapt the text for a ground operation.)

"A helicopter is heading towards their location and should arrive at approximately
____________________________ Keep a radio watch on
_________ MHz/kHz/channel __________ FM VHF. The helicopter will try to
establish contact with you. Prepare a free area for lifting, preferably on the port side
to the stern. Lower as many masts and outriggers as possible and secure all loose
rigging. Keep all persons not involved in the operations away from the lifting area.
Just before the helicopter arrives, turn off the ship's radar or put it in standby mode.
Do not direct lights towards the helicopter, as this would affect the pilot's vision.
Direct all available lighting towards the lifting area. When the helicopter arrives,
change course so that the wind is at 30º from port to bow and keep the course and
minimum steering speed constant. As the helicopter approaches, its rotors may
produce strong winds, making steering difficult. The helicopter will provide all the
equipment necessary for the lift. It will probably be launched from helicopter a rope
for its crew to guide the rescue device as it is lowered. Do not touch the device
before it reaches the ship, which will allow static electricity to be discharged. If it is
necessary to move the lifesaving device from the lifting area to place the patient,
untie the cable of the lifesaving device and leave the hook on the deck so that it
can be picked up by the helicopter. Do not attach the hook or cable to the vessel.
The helicopter will be able to move laterally while the patient is placed in the
device. The patient will need to wear a life jacket in which important reports must
be placed, as well as the medical history that includes the medication that has
been administered. Once the patient is securely attached to the device, signal the
helicopter to move into position and lower the hook. Let the hook touch the deck of
the ship and reattach it to the life-saving device. Signal to the winch operator by
raising your thumbs that you are ready for the lifting operation to begin. When the
device is hoisted, tighten the rope to prevent it from swinging. When you reach the
end of the rope, throw it gently overboard."

Preparations on board the ship

* The following information must be exchanged between the helicopter and the
ship:
- ship position
- course and speed to the meeting place
- local weather conditions
- how to identify the ship from the air (using flags, orange smoke signals,
searchlights or daytime signal lamps).

* A checklist for ship use is provided in section 4.

Location of landing or lifting areas

* The operations areas of the vessels must be located on the main deck and, if
feasible, arranged on both the port and starboard sides.
- The operations areas are composed of an exterior maneuvering zone and an

section 2-24
interior free zone.
- Whenever possible, the free zone should be close to the side of the ship
- The maneuvering zone may protrude from the side any amount, but the free
zone may not protrude at all.

- Clearly indicate access to the operations area and the exit from it to the side of
the ship.

- Establish within the maneuvering area the best position that offers the largest
free area.

section 2-25
 * Areas close to the bow are not recommended due to the increase in turbulence
of air currents caused by the passage of the ship.

* For the lifting area, there must be as large an area of unobstructed deck as
possible.

* Larger vessels may have marked areas on deck. These signals consist of a
targeting circle with an "H" painted in white for landing, or a circle with another
inner circle painted in yellow for lifting only as indicated on the following page.

* At night, the lifting area must be illuminated with projectors, which will be located
so that they cannot dazzle the pilots in flight or the personnel providing services in
the area.

section 2-26
 - The floodlights must be arranged and oriented so that their light beam is not
directed towards the helicopter and shadows are reduced to a minimum.
- The distribution of the spectrum of the projectors must be such that the surface
and signs of obstacles can be correctly recognized
- Obstacles will be clearly identified by obstacle lights
- When projectors for the lifting area and lights for obstacles cannot be provided,
the ship should be illuminated in consultation with the pilot, as brightly as possible,
especially the lifting area and all obstacles, such as masts, chimneys , deck
equipment, etc.

* Scattered clothing or other objects must be picked up or secured due to the

strong air currents produced by the helicopter.

* The helicopter may lift a person from a boat or life raft that is attached to a long
painter. However, the air current from the helicopter can capsize the life raft.

Security preparations

* Before starting operations, a second briefing must be organized for all personnel
participating in said operations in order to address aspects related to safety and
operational details of helicopter-ship maneuvers.

* Where available, the following firefighting equipment or its equivalent should be

usable during helicopter operations:
- at least two dry powder fire extinguishers with a combined capacity of at least
45 kg
- an appropriate system (fixed or portable) for the application of foam, which can
deliver a foam solution at a flow rate of at least 6 liters per minute for each square
meter of free area and sufficient foam-producing agent for this delivery can be
maintained for at least 5 minutes
- carbon dioxide (CO 2 ) extinguishers with a combined capacity of at least 18 kg
- a bridge water spray system capable of delivering at least two jets of water to
all parts of the helicopter's operating area
- at least two double-acting fire hose nozzles
- fire resistant blankets and gloves
- a sufficient number of proximity firefighting suits
- portable hydrocarbon fire extinguishing equipment must be installed near the
landing space

- If possible, the fire pump should be running and the hoses should be connected
and ready for use.

- For better identification of the vessel from the air, and also to show the direction
of the wind to the helicopter pilot, flags and pennants should be hoisted.

- All crew members participating in operations, as well as people who must be

evacuated, must wear life jackets.
- This precaution may be omitted when it unjustifiably aggravates the condition of
the patient to be transferred.

section 2-27
 Safety precautions to take when approaching or leaving the helicopter.

- Do not approach or move away from the helicopter UNLESS directed by the
pilot or crew member.

Generic security illustration

section 2-28
 * It is necessary to ensure that the patient is not wearing loose clothing or a
hood.

section 2-29
 * Under no circumstances should the lifting device at the end of the winch
cable be attached to any part of the vessel or become entangled in the rigging
of the apparatus.

* Vessel personnel should not attempt to grab the lifting device unless
requested to do so by the helicopter crew
- even in this case, it will be necessary to first let a metal part of the lifting
device touch the cover in order to avoid any possible shock caused by static
electricity.

* When lifting by helicopters is to be carried out from ships carrying flammable

or explosive cargo in the vicinity of a spill of flammable mixtures, the contact of
the lifting cable on deck must be away from the spill or the breathing zone of the
tank. ship in order to avoid any possible fire or explosion due to electrostatic
discharge.

* The helicopter pilot will want to approach the vessel so that it remains
stationary in the relative wind and the pilot's side (starboard) is closest to the
vessel during the approach.

* If the helicopter approaches in the usual manner, that is, from the stern, the
vessel must maintain a constant speed in the water with the wind at 30° on the
port bow or on each side if the maneuvering area is located in the central part of
the vessel, or at 30° along the starboard quarter if said area is aft.

* It is very important that there is an air current over the lifting area, whenever
possible without turbulence, that does not contain smoke or other obstacles to
visibility.

* These procedures may be modified in the event that there is communication

with the pilot and he gives the corresponding instructions.

* They must not carry personal effects

- loose clothing can become tangled in the winch cable or be attracted to the
helicopter's rotors.

* The following charts demonstrate the appropriate daytime signals to be

displayed by the ship while helicopter operations are in progress and the
signals that may be used in communications regarding lifting operations:

section 2-30
 helicopter operations
APPROACH Signal given to the helicopter pilot to indicate that the vessel is
ready and that the helicopter can approach. (Repeated movement of arms back
and forth signaling the helicopter to approach.)

END OF OPERATIONS
Signal given to the helicopter pilot to indicate that operations have ended.
(Arms crossed several times above head.)

section 2-31
 RESCUE BY MARITIME MEANS

General maritime considerations

* When there are survivors in the water, it may be necessary for the rescue
vessel to:
- rig rescue nets
- launch lifeboats
- launch life rafts
- properly equip crew members who are going to enter the water to help
survivors
- be prepared to administer the first medical treatment.

- In cases of fire or extremely bad weather, or when it is impossible for the

rescue vessel to approach alongside, a lifeboat or liferaft may be towed to a
closer location.

- In bad weather, the possibility of using oil to reduce the effect of the sea
should be considered.
- Experience has shown that oils of vegetable and animal origin, as well as
fish, are the ones that best calm the waves.
- lubricating oils may be used

- Fuel oil should not be used except as a last resort, as it is harmful to people
in the water
- lubricating oil is less harmful and tests have shown that the slow discharge
of 200 liters of such oil through a rubber hose whose outlet is immediately
above the sea, while the ship is moving at low speed, can effectively attenuate

section 2-32
the effects of waves on an area of about 5 000 m 2
- In bad weather, a low freeboard vessel may be more appropriate for
salvage operations.

* An embarkation station may be prepared by mooring a life raft to the side of

the ship.
- This is especially useful when using lifeboats.
- survivors can quickly move to this embarkation station, leaving the boat
available for another trip.

* The direction of approach towards the ship (or survivors) in distress will
depend on the circumstances.
- In some emergency cases, such as when a fire has broken out on board the
ship, the approach must be made to windward, and
- in other cases, such as when using life rafts, downwind
- The two essential factors are:
^ the possibility that protection on the lee side will be
necessary during the salvage operation, and
^ the comparative speeds of the drift of the vessel in distress
and that of the rescue vessel.

* If time permits, evaluate relative drift velocities.

- This precaution can avoid serious accidents during rescue operations
- As a general rule, it is best to approach survivors in the water from the lee.

* If possible, take appropriate measures to transfer injured persons requiring

medical attention to a ship where a doctor is present.

Events on the high seas

- If there is no ship with a doctor on board, the rescue service should request
the CLS (OSC), if appropriate, or the CMS (SMC) to consider transmitting an
urgent message requesting a ship with a doctor on board. a doctor heading
towards a meeting point
- If necessary, a REC (CRS) may be contacted to obtain information through
a ship reporting system on the availability of ships carrying a doctor on board

Coastal events

- the CMS (SMC) must take the necessary measures to send medical
assistance from land
- The local REC (CRS) may serve as an intermediary.

Assistance in case of forced ditching of aircraft

* Aircraft usually sink quickly, within minutes.

They are often rescued by ships.

* When an aircraft decides to ditch in the vicinity of a ship, it must:

- transmit delays (bearings) to the aircraft for landfall purposes
- transmit signals that allow the aircraft to take its own bearings (bearings)

section 2-33
 - during the day, produce black smoke
- at night, focus a projector vertically and turn on all deck lights (avoid
focusing the projector towards the aircraft, because this could affect the pilot's
vision).

* The ship that is aware that an aircraft intends to dock must be prepared to
provide the pilot with the following information:
- wind direction and strength
- direction, height and length of the primary and secondary wave systems
- sea state
- meteorological conditions.

- The pilot of the aircraft will choose his own course to land.

- If the vessel is aware of that course, it will set its course parallel to that of
the ditching.

- If not, the ship will set its course parallel to the main wave system and, if
there is wind, in the opposite direction to the wind component. as shown in the
following figure:

Rescue by maritime means

Rescue survivors with aid ships

* Seafarers will consider how to rescue survivors on their own ships in different
weather conditions. Rescue methods will include.

section 2-34
- use launching rockets or guides to pass lifebuoys or/and ropes to survivors;
- deploy a cable with lifebuoys or other flotation devices;
- use pilot ladders, jack ladders or nets, preferably away from the side of the
vessel, with safety lines. If the survivors cannot climb, ladders and nets can be
hoisted with the survivors attached to them. When it is possible:
• The ladders and nets will be hooked to the pilot doors and
• other openings,
• Safety ropes with strobes and rescue loops will be deployed,
• crew members with the appropriate equipment will be used to assist the
• survivors,
• A life raft with the ladder or net will be deployed to serve
• of transshipment platform,
- hoist survivors through appropriate marine evacuation systems,
- launching rafts or lifeboats so that survivors can hold on or climb into them,
- use rafts or boats as lifts, leaving them in the lifting gear

If conditions permit,
- hoist survivors using cranes, davits or loading struts, with ropes to minimize
rocking against the side of the vessel, - use purpose-built or improvised rescue
baskets,
- lay a mooring line so that boats and vessels can be attached along it,
- lower the boarding ladders.

* The lights used will not be directed at helicopters that are in the area.

*Survivors in the water will be hoisted in a horizontal or semi-horizontal position,

if possible (for example, with two slings: one under the arms and one under the
knees) to minimize the risk shock caused by the sudden release of water and
hypothermia.

*Aid ships will also be ready to receive survivors from helicopters (see page 2-
23).

- Where the risks of rescue operations exceed the risks of leaving survivors in
lifesaving facilities, the following measures will be considered:
- use the ship to provide shelter from the wind to survivors;
- deploy lifesaving devices from the aid vessel;
- maintain eye contact and communications with survivors;
- provide updated information to the coordinating authority;
- transfer essential survival and medical supplies.

Rescue by land means

- The obligations of ground resources at the accident site include the

following:
- provide initial medical treatment
- collect and retain medical and technical data for research purposes
- conduct a preliminary examination of the remains
- report the results to the CMS (SMC), and

section 2-35
 - Evacuate survivors by any available means.

- Special requirements apply at the scene of an aircraft accident

- In the case of military aircraft, extreme care will be taken to avoid contact
with potentially hazardous materials or to activate the seat release mechanism
(activation handles are normally painted red or yellow and black)
- The wreckage of the aircraft should not be disturbed except to the extent
necessary to assist the recovery of survivors
- Except for imperative reasons, corpses and human remains must not be
moved or removed without authorization from the CMS (SMC).

Care for survivors

Immediate care for survivors

* Once the rescue is over, survivors may need treatment in a hospital.

* They will be taken to a safe place as soon as possible.

* CMS (SMC) will be notified if ambulances are needed.

* SAR personnel will be alert and ensure that survivors are not left alone after
rescue, especially if the injured show signs of physical or mental exhaustion.

* When survivors are to be admitted to a hospital, the person in charge of the

delivering facility will provide complete information about any initial medical
treatment the survivors have received.

Recording information about survivors

* This information will include:

- type of injuries the patient has suffered
^ serious injuries described
^ secondary injuries are described
- how the injuries occurred
^ history of the most serious injury can provide important details
about the nature and extent of injuries that might not otherwise be
detected
- medical history
^ including operations
^ congenital defects
^ diseases, allergies
^ medications the patient is taking
- results of a second full evaluation, including
^ vital signs
^ the other constants
^ symptoms
- treatment given
^ especially if it consisted of the administration of morphine or
another similar narcotic

section 2-36
 ^ indication of dosage and times
- occasions when tourniquets, splints, or pressure bandages have been
applied
- in cases where the injured person is on a stretcher, this information will be
written down and placed in a waterproof bag, securing it securely to the survivor

- the survivor's medical history will be provided to the hospital as soon as

possible.

* Once on board, medical care and assistance will be provided to survivors.

Assistance will be requested from SAR authorities as necessary;

* Medical assistance will be requested from the Telemedical Consultation

Service through the CCS (RCC).

Interrogation of survivors

* Survivors should be questioned about the crashed ship as soon as possible.

The information they provide may be useful for current and future SAR
operations and to prevent future events. The information will be reported to the
CMS (SMC).

*Questions will include the following:

- At what time and on what date did the accident occur?
- Did you jump out or did the aircraft ditch?
- If you jumped outside, at what height did you do it?
- How many more people did you see abandoning the aircraft by parachuting?
- How many people were on the aircraft when it landed?
-How many did you see abandon the aircraft after it stalled?
-How many survivors did you see in the water?
- What flotation devices did they have?
- How many people were there in total on board the aircraft before the
accident occurred?
- What caused the emergency?
- How many people are there in total on board the ship?
- What was the last known position?
- Could someone abandon the ship with a raft or lifeboat?
-How long did the survivor stay in the water?
- Were rescue vessels seen before the survivors were located and, if so, at
what time and on what date?
- Was any signal or device used to try to attract the attention of the rescue
vessel? If so, what was used and when?

*Survivors will also be asked about their medical history:

- recurrent illnesses
- heart problems
- diabetes
- epilepsy
- ailments that they may suffer.

* This information will be taken note of, along with the medical care provided,

section 2-37
so that the medical personnel who care for them in the future have it.

* The interrogation of survivors has several purposes:

- make sure all survivors have been rescued
- attend to the physical well-being of each of them
- obtain information that can help and improve SAR services.

* Care must be taken to avoid worsening a survivor's condition by asking too

many questions.

* If the survivor is frightened or agitated, the interrogator will carefully evaluate

his or her statements.

Note: Questions should be asked in a calm voice and the interrogator will
avoid suggesting to the survivor what he or she has to say. He will explain that
the information requested is essential to the success of the SAR operation and
that it can be extremely valuable for future operations.

Action regarding deceased persons

* Search and recovery of bodies is not normally considered part of SAR

operations. However, sometimes it is necessary to handle human remains.

* Human remains at the scene of an aircraft accident must not be moved or

removed without authorization from the CMS (SMC) except for imperative
reasons.

* Without this posing a danger to the rescuers, an attempt will be made to

identify the bodies. All items found on or near a dead body will be kept
separately, preferably in a labeled container so that they can later be linked to
the dead body. All items will be handed over to the relevant authorities as soon
as possible.

* When bodies are recovered in a SAR operation or when a death occurs on

board a SAR unit, a transfer note will be issued for each deceased person. The
note will include the name and age of the deceased (if known) as well as the
place, date, time and cause of death (if possible). This transfer note will be
issued in the national language of the SAR unit and, whenever possible, in
English.

* Measures to be taken in relation to the transport of human remains include

the following:
- Canvas or body bags will be carried on board. (If human remains are kept
on board for a long time, they must be properly wrapped and placed in a
suitable place on the ship)
- SAR aircraft do not normally transport human remains. (However, these
aircraft may have to transport them if other means are not available)

- Immediately upon return to a base established by the CCS (RCC), the

human remains will be delivered to the competent authorities along with the
transfer note.

section 2-38
 - If it is known or suspected that any of the deceased persons had a
contagious disease, all materials and objects that were in direct contact with the
deceased person must be cleaned, disinfected, or destroyed.

relationship with the communication media

* SAR operations are of great interest to the families of the victims, to the
general public and to radio, television and newspapers. Normally, media
relations are the responsibility of the CCS (RCC) or a higher authority.

* The media will be waiting for the rescue unit to return to base or arrive at its
next destination, and will sometimes arrange radio interviews. In these cases in
which there is contact with the media, the spokesperson for the rescue unit
must be designated. This person should use common sense and avoid:
- Give your personal opinion or derogatory information about:
- crew or missing persons
- the judgment, experience or training of the pilot in charge, captain or
crew
- formulate disparaging opinions about the conduct of SAR operations (only
factual information should be provided)
- formulate personal opinions and theories about the cause of the accident
and how it could have been avoided
- give names of missing or endangered persons until everything possible has
been done to inform relatives
- give the name of the operator or owner of the aircraft, vessel or vessel
before they have been informed
- give the names of people who have provided information in relation to the
case.

OTHER ASSISTANCE

* SAR services may be requested to carry out operations other than search
and rescue, which, if not carried out, could result in a SAR event.

* Provide assistance to a vessel that is in a potentially serious situation and in

danger of becoming a SAR event, for example:
- boarding at sea
- loss of propulsion
- fire
- grounding
- water entering the ship

- lack of fuel

* Provide medical assistance.

* Inform the competent authorities of illegal acts that have been committed
against an aircraft or ship
* act of piracy
* kidnapping attempt.

section 2-39
 * Provide assistance after the ship or aircraft has been abandoned to
minimize risks.

Interception and escort service

Generalities

* The objective of this service is to minimize the delay in reaching the scene
of the accident and eliminate the possibility of prolonged searches for survivors.
Escort service for both aircraft and vessels will normally be provided to the
nearest appropriate airfield or shelter.

*Interception procedures apply to both ships and aircraft. However, higher

aircraft speeds often require faster calculation of heading and intercept speed.

* An escort can provide the following types of help:

- offer moral support to people on board the ship in need of help
- assume the navigation and communication functions of the ship in need of
assistance and thus allow the crew to concentrate on resolving the emergency
- visually inspect the exterior of the ship in need of assistance
- give advice on the procedures of:
^ ditching of an aircraft
^ abandonment of a ship
^ docking of a ship
^ provide lighting during
- the ditching of an aircraft
- the abandonment of a ship
- assist in the approach procedure to the destination
- provide emergency and survival equipment aboard the escort ship; and
- Direct rescue services to the scene of the accident.

* The CMS (SMC) can alert SAR services capable of providing an escort
service, and dispatch an escort service when appropriate.

Interception of an aircraft

* When visual contact has been established, the intercepting aircraft will
normally be placed in a position slightly above, behind and to the left of the ship
in need of assistance.

Direct interception

* Three types of direct interception are possible: frontal, overtaking, and lateral
or transverse. For direct interceptions, it is generally assumed that the speed of
the SAR means is greater than that of the ship in need of assistance.

* A ship in need of assistance should not be asked to change its course for
direct interception unless:
- the aircraft is lost

section 2-40
 - Minor course changes are required to correct navigation errors
- the ship is in imminent danger and cannot reach a safe place.

The direct frontal interception solution consists of:

- mark the simultaneous position of the SAR aircraft and the aircraft in need
of assistance
- the SAR aircraft follows a reciprocal track to that of the aircraft in need of
assistance
- calculate the distance between the simultaneous position marks and the
relative speed of approach
- divide the distance separating the two aircraft by the relative speed of
approach to determine the time of interception

Or ( graphical solution):
- mark the relative positions of the aircraft in need of assistance (A) as well as
the intercept SAR means (B) at the time at which the intercept SAR means is
prepared to proceed
- join the two positions with a line (AB)
- draw a line at an angle of 90° with respect to the stabilized course of the
ship in need of assistance and extend it a reasonable distance (AC)
- On this line, measure the distance it will travel in one hour according to the
stabilized speed and mark the position with an
- draw a line at an angle of 90° with respect to the stabilized heading of the
SAR medium towards the opposite side of AB and extend it for a reasonable
distance (BD)
- On this line, measure the distance that the SAR medium will travel in one
hour according to the stabilized speed on its planned course and indicate the
position with a Y
- Join the X and Y positions with a line. The intercept position is where the
heading line intersects

section 2-41
 - To find out the time of this interception, measure the distance from the initial
position of one of the ships to the interception position and divide this distance
by the speed of the chosen ship.
c
Speed 12 knots
Heading 260°
b
___©0900

1015

0900© A
Speed 8 knots
Heading 080"

A and B separated by 25 nautical miles at 09 00

Front interception method

The solution to direct interception by overtaking consists of:

- mark the simultaneous position of the SAR means and the ship in need of
assistance
- The SAR medium follows the same trajectory as that of the ship in need of
assistance.
- calculate the distance between the simultaneous position marks and the
relative speed of approach
- divide the distance separating the two ships by the relative speed of
approach to determine the time of interception

Or (graphical solution):
- mark the relative positions of the ship in need of assistance (A) and that of
the interceptor (B) at the time at which the intercepting SAR means is prepared
to proceed
- join the two positions with a line and extend it a reasonable distance (BC).
This line is the stabilized course of both ships
- draw a line at an angle of 90° with respect to the heading of the SAR
medium intercept and extend it for a reasonable distance (BD)
- On this line, measure the distance that the SAR medium will travel in one
hour according to its stabilized speed on its planned course and indicate the
position with an
- draw a line at an angle of 90° with respect to the course of the ship in need
of assistance and extend it a reasonable distance (AE) on the same side as BD

section 2-42
 - On this line, measure the distance that the ship in need of help will travel in
one hour according to its stabilized speed and indicate the position with a Y.
- Join the X and Y positions with a line and extend it until it intersects the
heading at F. This is the interception position
- to find out the time of this interception, measure the distance from the initial
position of one of the ships to the interception position and divide this distance
by the speed of the chosen ship.

Lateral or transverse interception:

* Lateral or transverse interception is used when the SAR means is on one

side of the track of the ship in need of assistance.

* The SAR means intercepts the track of the ship in need of help.

* When the ship in need of assistance has a speed with respect to the ground
higher than that of the SAR medium, it must be as close as possible to the
planned landing point so that lateral or transverse interception is possible.
There are three methods to carry out this interception.

Method 1
- mark the relative positions of the ship in need of assistance (A) and the
intercepting SAR means (B) at the time at which the intercepting SAR means is
prepared to proceed
- join these two positions with a line (AB)
- trace the route of the ship in need of assistance in the direction of its course
and extend it a reasonable distance on the map (AC)
- On this track or extended course line of the ship in need of assistance,
measure the distance it will travel in one hour according to its aerodynamic
speed VEA (TAS for aircraft) or in the water (vessels) and indicate the position
with an
- transport the line that joins the two ships through the marked position, X
(KY)
- The center of the circle being the starting point of the SAR medium to
intercept and using a radius equal to the distance it will travel in the time interval
used for the ship in need of assistance, describe an arc and indicate the point
(W) where the arc cuts. the transported line.

section 2-43
 Note: If the speed of the intercepting vessel or interceptor is such that the
chart scale advises against using a full hour, then it will be necessary to use a
proportional time interval to ensure that the radius of the arc intersects the line
being carried.

Method 1: Lateral or transverse intercept

- draw a line from the position of the intercepting SAR facility through the
point where the arc cuts the transported line - this is the interception course for
the intercepting SAR facility. If this line is extended until it intersects the track or
prolonged course line of the ship in need of assistance, the position where the
interception will occur can be found (D).
- To find out the time at which the interception will occur, measure the
distance from the initial position of the intercepting vessel to the point of
interception and divide this distance (BD) by the speed of the intercepting
vessel

Method 2 (with wind or current effects)

- mark the simultaneous positions of the aircraft in need of assistance (A) and
the SAR aircraft (B)

section 2-44
 - plan a 10-minute advance with respect to the position of the aircraft in need
of assistance for navigation errors and mark its position one hour later (D)
- mark these dead reckoning (NE) positions according to the speed in knots
and the stabilized course over land
- draw a Constant Bearing (Bearing) Line (CDL (LCB)) between positions B
and C

Aircraft in need of
help

1 + 10 NE
(DR)

SAR aircraft

Method 2: Lateral or transverse

intercept
- draw another LDC (LCB), parallel to BC, passing through point D
- plot a wind vector (BF) following the wind from the original position of the
SAR aircraft
- an arc equal to the TAS of the SAR aircraft is drawn through the second
LDC (LCB) using the end of the wind vector (F) as the center of origin
- The bearing (bearing) and distance of the line drawn from the SAR aircraft's
original position (B) to point (G) represent the actual interception heading and
ground speed. If necessary, this line can be extended until it cuts the actual
planned course of the aircraft in need of assistance (H).
- The distance to intercept the planned track of the aircraft in need of
assistance can be measured between the original position of the SAR aircraft
(B) and the point at which the actual interception course intersects the actual
planned course of the aircraft in need of assistance (H )
- The en route time for this distance and the approach time for the lead
distance are calculated and added to determine the total time required to
intercept the collision point with the aircraft in need of assistance
- Depending on the difference between the speeds, the SAR aircraft can
make a turn towards the opposite track of the aircraft in need of assistance

section 2-45
when its course has been intercepted.
- Interception of the course of the aircraft in need of assistance can be
confirmed by RG (DF) from that aircraft.

Method 3 (using direction finding equipment)

* This procedure requires that the SAR aircraft be provided with radio direction
finding equipment that can receive transmissions from the aircraft in need of
assistance, and is carried out as indicated in the following figure using magnetic
markings.

- determine the bearing of the aircraft in need of assistance, turn the SAR
aircraft to a heading 45° from this bearing in the direction in which the aircraft in
need of assistance is flying
- maintain a constant bearing of 45° by checking bearings by RG (DF)
- If the RG (DF) check reveals that the SAR aircraft's bearing has increased,
the intercept heading must be increased by twice the amount of change
between the last two bearings.
- If the DF check reveals that the SAR aircraft's heading has decreased, the
intercept heading must be decreased by twice the amount of change between
the last two bearings.
- By limiting bearings as indicated, the interception course is determined by
maintaining a constant Bearing (Bearing) Line.

Minimum Time to Scene Intercept (TMIL (MTTSI))

* This procedure was developed to intercept and escort high-speed aircraft

with low-speed aircraft of the USR (SRU).
- Due to the difference in speeds, it may be necessary for the USR(SRU)
aircraft to turn before the intercept point on the track of the aircraft in need of
assistance to minimize the time to location (provide maximum rescue capacity)
over the distance left to fly
- calculate the maximum operating distance of the USR(SRU)
- calculate the time to activate the USR(SRU)

section 2-46
 - calculate the time at which the USR(SRU) must begin the return (time to
return or THR(TTT)) and allow the aircraft in need of assistance to overtake it
- When the USR(SRU) reaches the point of starting the return, its time to the
place from there to the position of the required aircraft must be equal to the
remaining time of the USR(SRU) to the destination at the time of landing of the
aircraft needed
- keep the aircraft in need of assistance informed of the type and situation of
the interception being carried out.

* The TMIL (MTTSI) should be used when the following conditions are met:
- the aircraft in need of assistance is not, nor is it expected to be, in
immediate danger of ditching, forced landing or abandonment before it reaches
the maximum operating range of the USR (SRU)
- the USR (SRU) will depart and return to the same aerodrome that is the
destination of the aircraft in need of assistance
- the true airspeed of the aircraft USR(SRU) is less than that of the aircraft in
need of assistance
- the position of the aircraft in need of assistance is precisely known

* The maximum operating distance of the USR (SRU) is calculated as follows:

- subtract the required fuel reserve time plus the estimated time required on
site from the maximum range of the USR (SRU) to obtain the maximum
operational range
- The maximum operating distance of the USR(SRU) is obtained using the
following formula:
N ______ TmoVa1Va2
mo
" V al + v a2
where:
Dmo = maximum operating distance
Tmo = maximum operational autonomy
Va1 = ground speed of the USR aircraft (SRU), moving away to
intercept
V a2 = aircraft ground speed USR (SRU), on approach after THR
(III)
- for an aircraft in need of assistance beyond the maximum operating range of
the USR (SRU), the time to activate the USR (SRU) is calculated using the
following formula:

DA V1+2Va1Va2 + Va2Vb
V , mo VaV(Vat+Va2) .
where:
T o = time until activation, in minutes, after the emergency has
been declared
D = distance, in nautical miles, of the aircraft in need of

section 2-47
 assistance from the aerodrome when the emergency has
been declared
VI = speed with respect to the ground of the aircraft in need of
assistance in knots

Note: If the calculated value of To is negative, the USR (SR U) can be

activated immediately.

- the THR, in minutes after activation of the USR(SRU), is calculated using the
following formula:

__ 6000^2(^1 + Vb)
4V(V2+2V1Va2+Va2V)
where:
T a1 = THR (III), in minutes, after USR activation time (SRU)
Do = distance, in nautical miles, of the aircraft required provides
assistance from the aerodrome when the USR (SRU) is
activated.

Forced ditching of aircraft

Guidance for forced ditching of aircraft

*Emergency procedures for ditching are contained in section 4.

Assistance provided by surface ships

* If an aircraft must ditch, or the crew must parachute over the water, the most
convenient place to do so is near a surface craft, preferably next to and
somewhat forward of it. A more detailed explanation of this appears in the
maritime section of this section.

Communications

Radio

* The different radio bands used by the maritime and aeronautical sectors
make direct communication between aircraft and ships (especially merchant
ships) difficult.

* Most civil aircraft flying over oceanic areas are equipped with VHF/AM radios
(118-136 MHz) and HF/Single Sideband radios (3-20 MHz). Military aircraft are

section 2-48
typically equipped with UHF radios (225-399.5 MHz), and HF/Single Sideband
radios (3-30 MHz).

* Both civil and military aircraft use the HF band to maintain contact with ATS
units when flying over oceanic areas.

* In emergencies, the pilot generally notifies an STA (ATS) unit of the

situation and what he or she intends to do.

* If the pilot cannot reach an airfield, the STA (ATS) unit will generally be
asked to notify all vessels in the area, which will be asked to attempt to
establish a continuous voice watch on 4125 kHz. to assist in ditching and
rescue.

* Merchant ships are normally notified of aircraft distress situations by

messages broadcast by RECs (CRS) on the international distress frequencies
of 500 MHz, 2182 kHz or 156.8 MHz (VHF channel 16).

* Few aircraft can communicate on these frequencies.

* Emergency aircraft communications are typically set to 4125 kHz or 5680

kHz.

* Frequently, aircraft-to-ship communication must be relayed by a SAR

aircraft, a military vessel, or a ground station.

Communication through visual signals

* Although there is no standard emergency signal to indicate forced ditching,

the aircraft in distress may use any resources at its disposal to draw attention,
make its position known and obtain help.

* To indicate that a forced ditching is about to be carried out, the landing gear
can be deployed and the landing lights can be turned on and off.

Call prefix

* During search and rescue missions and exercises it is recommended that the
following call prefixes be used before the common radio call sign or as a
mission-specific call sign:

" RESCUE " for all airborne units

"RESCUE" participate in a rescue mission

" AIR CO-ORDINATOR " for aircraft coordinator

"AIRCRAFT COORDINATOR"

" SAREX " for all airborne units

"SAREX" participate in international exercises or
national.

section 2-49
 Assistance provided by ships

The assistance that can be provided in a case of forced ditching includes:

-establish and maintain communications with the aircraft

^ Every effort will be made to establish direct oral communication between
the ship and the aircraft in distress
- A procedure will be arranged in the event that contact is lost
- location of the aircraft. The ship can locate the aircraft by:

Radar
- The normal procedure is for the aircraft in distress to set its transponder to
code 7700 (useful for ships that are adequately equipped).
- If this is not possible, the pilot may make a 90° identification turn.
- the pilot must maintain this new heading for three minutes, and then resume
the basic heading

Landfall signs
- If the ship can transmit homing signals on a frequency compatible with the
aircraft's automatic direction finder, the pilot may provide reverse bearing.

Coastal relief
- the authorities may obtain the position of the aircraft through direction finding
stations or other available information

Aircraft navigation data

- the pilot will be able to announce his position, based on the navigation data

Meteorological data
- Exceptional weather conditions reported by the pilot may provide clues
about the position of the aircraft.

- Vector guidance, or help for the aircraft to land towards the ship.

- A ship can assist an aircraft by transmitting a signal or landing course to

direct by radar or by radio direction bearings from the ship.
- If it is daytime, the vessel may produce black smoke, sail at high speeds to
form a wake, or use other resources to visually draw attention.
- At night, star flares, searchlights, pyrotechnic signals, deck lights, or water
lights may be used.

* Provision of meteorological and sea state information, and recommended

course for ditching.

* The final decision on the course to dock is the responsibility of the pilot, who
must inform the vessel of the course chosen for ditching as soon as possible.

- Marking of the sea route along the course selected for ditching.
- If it is daytime, with relatively calm seas, the ship can mark the seaway with
fire extinguishing foam
- If it is night, or if it is day but visibility is poor, the ship can place a series of
floating lights along the course chosen for ditching.

section 2-50
 - Provision of assistance for the approach.
- The approach can be made visually, by direction finding (using landfall
signals transmitted by the ship), assisted by radar from the ship, or by a
combination of these methods.
- The ship will generally be located on one side of the sea lane
- If ditching is to be carried out visually, whether day or night, the aircraft must
make a visual approach
- If the cloud ceiling is low or visibility is poor, the ship may transmit
continuous landfall signals until final approach.
- Air navigation aids may also be used to enable an instrument approach

- The pilot must be aware of the height of the ship's masts and must deviate
on final approach to avoid hitting the ship.
- If the pilot wishes, and the ship is maintaining radar contact, he may give
the radar distances
- A fully radar-controlled approach should not be attempted unless the ship is
capable of such a procedure.

* Lightning.
- Vessels that have flares or stars can provide lighting to make a night visual
approach
- the lighting may be located at the ditching position and ahead of the end of
the lane, approximately 1 200 meters (3 600 feet) beyond the end of the sea
lane
- The ship may also fire a homing flare when the pilot begins the approach.

Rescue and care for survivors

- Rescue may be carried out using small boats or with the ship itself.

- Generally, survivors in the water will be picked up first and those safely on
rafts last.

- If there are serious injuries, the CMS (SMC) may take action regarding
medical care.

TRAINING

Search and rescue personnel

- Training for search and rescue personnel may include:

- the study of the application of SAR procedures, techniques and equipment
through classes, practical demonstrations, films, manuals and SAR magazines
- participate in or observe actual search and rescue operations
- exercises in which personnel are trained to coordinate different techniques
and procedures in a simulated operation.

section 2-51
 Air search and rescue means

- In addition to normal flight programs, each crew member will need to gain
specialized experience in SAR techniques specific to their specific roles and to
the type of aircraft used.

* All crew members assigned to SAR duties must be familiar with the
following:
- air-surface coordination in SAR operations
- signal codes and signaling methods used by surface ships and survivors
- exploration and sighting techniques
- Measures to be taken upon sighting the scene of the accident
- first aid.

Pilots

* Pilot training programs will be designed to develop one or more of the

following techniques, as appropriate to the type of operation in question:
- precision in air search configurations, track maintenance and height
- low flight, as appropriate to normal searches or contour searches
- launching of supplies and supplies (selection of course and approach
height, calculation of the launch point)
- how to intercept and escort the aircraft
- assistance to the aircraft that is going to dock
- takeoff and landing in areas of reduced space
- use of sling in helicopters.

Navigators

* It is necessary to be able to navigate accurately and have, at all times,

knowledge of the situation with a minimum margin of error, generally in areas
without nautical aids or with very few nautical aids.

Observers

* The observer (or lookout) plays a very important role; It will be preferable
that you have flight experience as a crew member. An untrained observer
greatly reduces the effectiveness of an aerial search.

* In addition to regular flight experience, personnel designated for observation

duties must receive training in the following:
- enough flight hours to:
^ familiarize yourself with the aircraft
^ become familiar with the terrain of possible search areas
^ acquire an understanding of day and night scanning procedures
^ acquire the ability to detect objects from the air in monotonous
conditions for prolonged periods
- knowledge of what they look like from above:

section 2-52
 ^ the remains of damaged aircraft and the marks of the case (p. e.g.:
cuts in trees, burned areas, skid marks, or scattered remains of the
crashed aircraft)
^ life rafts, lifeboats, traces of dye, a person in the water
^ Knowledge of the procedures for launching supplies and supplies.

* If comprehensive flight training is not feasible, observers can be trained for

their task through the use of films, photographs, and informational circulars
describing general procedures.

* Factors that affect observer effectiveness are explained in Appendix C.

Personnel in charge of launching supplies and supplies

* The personnel in charge of launching supplies and supplies from the aircraft
will be familiar with:
* stowage and handling of containers and parachutes of supplies and
supplies
* Safety precautions during launch operations
* throwing techniques.

Maritime search and rescue means

Crew members

- Every opportunity will be taken to complement the training with the following
SAR exercises:
- SAR coordinated air-surface search operations
- provision of assistance to aircraft (landing, communication, ditching)
- knowledge of signal methods and codes
- handling of all types of survival craft and corresponding equipment
- storage and maintenance of special equipment
- rescue survivors from ships, other survival craft and at sea
- provision of first aid, artificial respiration, and general care of survivors and
wounded
- fire fighting methods and corresponding equipment.

bridge officers

* The training of bridge officers will include all the training provided to crew
members and in addition:

Organization
- knowledge of search and rescue organization
- knowledge of SAR facilities, including those available in adjacent RSRs
(SRRs)
- Knowledge of legal aspects, especially with regard to towing and salvage,

section 2-53
etc.

Procedures
- Search configurations and techniques for aerial and surface means
- communication procedures
- rescue procedures
- equipment and supplies launching procedures
- procedures to provide assistance in forced ditching, standby and escort
- interrogation of survivors

Good seafaring practices

- navigation in difficult conditions near the coast or on the high seas and in
close proximity to unsteered vessels
- use and understanding of all electronic navigation equipment used on SAR
vessels, including degree of accuracy and limitations
- correct use of radar
- knowledge of charts, routes, buoys, lighthouses and navigation aids of the
RSR (SRR)
- use of SRR tidal and current publications and tidal calculations, as
appropriate
- use of weather charts, waves, and courses
- Survival Craft Drift Estimation
- methods for calculating the intercept point
- methods of rescuing survivors, both near shore and offshore, from all types
of vessels, in adverse weather conditions
- good seamanship practices
- methods for calculating search configurations.

Radio operators

* All radio operators must be trained, in accordance with article 55 of the ITU
Radio Regulations (ITU), to use the specific equipment installed in the different
SAR vessels.

- Other training that must be provided:

- SAR communications procedures and regional communications plans
- knowledge of the existing means of communication in the RSR (SRR) and
in the adjacent RSRs (SRR)

- good understanding of the practical difficulties that may arise in ship-aircraft

communications and possible methods of overcoming these difficulties
- knowledge of the procedures that must be followed for the exchange of
information with SAR surface ships and with the coast
- knowledge of the working frequencies available in the RSR (SRR).

Lookouts

* Due to the limited field of vision available from surface SAR ships and the
consequent difficulty in locating objects and people at sea, it is very important to
maintain good surveillance.

section 2-54
 * Captains, commanders and watch officers will be trained to give precise
instructions to lookouts on the performance of their duties and on the
detrimental effects of fatigue on the lookout.

*Training will include:

- knowledge of distress signals
- methods of observation and reporting of sightings
- signs of sunken aircraft or ships, for example, oil slicks or wrecks
- relative detection scope for various types of search objects.

* Appendix C explains the factors that affect the effectiveness of the observer
(lookout).

Rescue boat crews

* The crews of the rescue boats will have the necessary training to carry out
all the tasks that may correspond to them.

First aid

* First aid training will include formal instruction, demonstrations and exercises
by qualified emergency medical personnel.

* Appropriate teaching materials will be used and copies of a first aid manual
will be distributed. The study program will include:
- the use of floating stretchers and other means to collect survivors from
the water
- basic first aid, emphasizing resuscitation of drowning persons and
treatment of shock, prolonged immersion, hypothermia and burns
- artificial respiration (mouth to mouth and with an artificial respiration
cannula)
- oxygen administration.

Search and rescue means on land

* Ground personnel are usually composed of groups whose members are

specially trained to operate in the type of terrain prevalent in a given area.

* It may be necessary to supplement training (for example with search

techniques, first aid and radio communication procedures).

* When the staff is made up of volunteers whose only aptitude is good

physical condition, they will be trained in the following points:
- knowledge of the terrain in which the operations will be carried out and
the SAR methods and techniques to be used
- reading maps and using the compass
- ability to perform day and night in all weather conditions with little
external assistance
- knowledge of the procedures for launching supplies and supplies
- preparation of landing strips or clearings for helicopter landing

section 2-55
 - air-surface coordination in SAR operations
- knowledge of prevention and fire fighting methods in aircraft and
wreckage of damaged aircraft
- knowledge of signal methods and codes
- operation and maintenance of special equipment
- evacuation of survivors and wounded
- provision of first aid and general care of survivors.

* Ground rescue personnel will receive special training on the rescue of

survivors and the removal of bodies from the damaged aircraft.
- Knowledge of the position of the survivors and the bodies found in the
wreckage can be of vital importance for the investigation of the accident
- Rescue personnel will be taught that every effort should be made to
preserve such evidence as much as possible (e.g. e.g.: using photographs)
- Rescue personnel will only remove bodies in case of urgent need, for
example in the event of a fire, or following explicit instructions from the CMS
(SMC) or the CES (OSC) or a member of the accident investigation team.

* Medical training will include formal instruction, demonstrations and

exercises, given and supervised by a competent instructor, for example, a
doctor or a qualified emergency medical person. Manuals on initial medical care
will be distributed to participants. The training will include basic first aid and
general care of survivors, including exposure treatment. It should be
emphasized that medical advice should be obtained before evacuating
seriously injured survivors.

Medical and rescue personnel by parachute

* Medical and rescue personnel, in addition to being trained in parachute drop

techniques and procedures, will also receive the same training as members of
the ground resources.

* Parachute rescue and medical units must be able to land accurately with a
minimum of group dispersion and without injury or damage or loss of
equipment. They must be able to:
- accurately estimate jump points from different altitudes
- perform jumps in various types of land and sea areas, in different
weather conditions
- descending from trees with and without ropes or other descent gear
- swim and use individual life rafts
- use diving equipment.

* Practice jumps must be supervised by an experienced skydiver and the

aircraft pilot must have experience as a pilot in skydiving aircraft. The following
precautions will be observed:
- The aircraft used must be approved for the transport of parachutists
- The supervisor must check that each person is correctly dressed and
equipped:
- who are wearing the appropriate parachute suits, boots and helmets
- that harnesses, parachutes and (where applicable) rescue packages
are correctly positioned

section 2-56
 - who carry reserve parachutes
- that they wear rigid face protection in case they are going to jump
over forests or bushes and that they carry enough rope to be able to
descend from the trees
- who wear life jackets in the event of jumping over or near a body of
water
- that the wind speed or gusts do not exceed the specifications of the
parachute
- The supervisor will decide the jump point by releasing a pilot
parachute or a tape to determine the drift
- You should not jump near landing strips or other firm surfaces.
- The jump altitude must not be lower than that required to land safely
with the reserve parachute in the event that the main parachute does
not open properly.

Warehouse staff

* Appropriately trained personnel must be assigned to every depot to

maintain, inspect, pack and repack life rafts, parachutes, containers and
packages of survival equipment and supplies, and to carry out periodic
inspections.

- Warehouse staff training will include, if necessary, the following:

- fixing parachutes to containers, life rafts, etc.
- docking of vessels and liferafts for combined launches
- loading and securing equipment and supplies on board aircraft and surface
ships
- carrying out inventory inventories and replenishing them
- inspections.

Captains and officers of merchant ships

* The mandatory minimum requirements for the training of masters and

officers of merchant ships in SAR operations are contained in the International
Convention on Standards of Training, Certification and Watchkeeping for
Seafarers, 1995.

section 2-57
 Section 3 - COORDINATION AT THE ACCIDENT SITE

COORDINATION OF SEARCH OPERATIONS AND

RESCUE

Coordination requirements

* When a SAR incident occurs, a CMS (SMC) is normally designated within a

CCS (RCC) or SCS (RSC). The CMS (SMC) obtains SAR services, plans
operations and facilitates overall coordination. The CMS (SMC) also designates
a CLS (OSC) to provide on-scene coordination to implement plans to locate
and save survivors. If no CMS(SMC) has been designated or if communication
between the CMS(SMC) and the CLS(OSC) is interrupted, the latter may have
to perform certain additional functions that are normally the responsibility of the
CMS(SMC). It may be necessary to designate a CLS vessel (OSC) for surface
activities and an aircraft coordinator (COA (ACO)) for air activities, if
communications between ships and aircraft at the scene are not practical.

Note: In practice, the terms CCS (RCC) and CMS (SMC) are often
interchangeable due to their close association.

- When a ship or aircraft becomes aware of a SAR event directly, it must alert
the CCS (RCC) or SCS (RSC) as follows:
- to the CCS (RCC) or the SCS (RSC) responsible for the RSR (SRR) where
the event occurred
- to the nearest CCS (RCC) or SCS (RSC)
- to any CCS (RCC) or SCS (RSC) that can be achieved, or
- to any means of communications (for example, warning post)

- The first medium to arrive in the vicinity of the SAR event must assume the
functions of the CLS (OSC) until the CMS (SMC) is designated and, if
necessary, the functions of the CMS (SMC) until a CMS (SMC) is designated ),
and retain the functions of the CLS (OSC) until the CMS (SMC) designates a
CLS (OSC).

- In relation to the maritime environment, ship masters generally perform the

CLS (OSC) function due to the autonomy of the ship on scene, unless more
capable USRs (SRUs) are available.

Coordination by land authorities

* SAR operations will normally be coordinated by the centers operational CCS
(RCC) equipped with special equipment and trained personnel 24 hours a day.
The working language of these centers must be English.

* Each CCS (RCC) has an associated RSR (SRR). The RSRs (SRR) may be
divided into subregions with associated SCS (RSC).

section 3-1
* Terrestrial communications services include:
-Terrestrial earth stations (ETT (LES))
* COSPAS-SARSAT mission control centers with local terminals
of users (TLU (LUT))
* Independent RECs (CRS) or RECs associated with CCSs (RCCs)
* STA (ATS) units
* Mobile phone networks
* Internet
* Public telephone alert systems

* ETTs (LES) can also be called aeronautical ground earth stations (ETET
(GES)) or maritime coast earth stations (ETC (CES)).

Coordination at the scene of the accident

* The types of media involved in the response and the region of the SAR
event affect on-scene coordination.

* Available media may include:

* Designated USR (SRU)
* civil aircraft and vessels, military, naval or other types of assets with SAR
capability.

* In remote regions, SAR aircraft may not always be available to participate.

* In most ocean regions, there will normally be ships available, depending on

the density of shipping.

* Vessels can receive information from land-based SAR authorities or by

observing distress traffic.

* No indication received from these authorities can override the duties of the
master, as established in regulation V/10 of SOLAS 19743 .

Designation of the coordinator at the scene of the incident (CLS (OSC))

* When two or more SAR facilities conduct joint operations, the CMS (SMC)
must designate a CLS (OSC).

* If this is not practical, the media involved must appoint a CLS (OSC) by
mutual consent.

* This should be done as soon as possible and preferably before arrival at

the search area.

* Until a CLS (OSC) is designated, the first vehicle to arrive at the scene
must assume the duties of the CLS (OSC).

* In deciding the degree of responsibility that should be delegated to the CLS

(OSC), the CMS (SMC) typically considers the communications capabilities and
3 See Appendix A

section 3-2
media personnel involved.
* The poorer the communications, the more authority the OSC will need to
initiate action.

Duties of the CLS (OSC)

* Coordinate the operations of all SAR means at the scene of the incident.

* Receive the search plan or rescue plan from the CMS (SMC), or plan the
SAR operation, if a plan is not available4 .

* Modify the search plan or rescue plan as required by the situation at the
scene of the incident, keeping the CMS (SMC) informed (in consultation with it
when practical).

* Coordinate communications at the scene of the incident.

* Monitor the performance of other participating media.

* Ensure that operations are carried out safely, paying special attention to
maintaining the security of operations between all means, both surface and air.

* Send periodic reports on the event (SITREP) to the CMS (SMC). The
standardized SITREP format is provided in Appendix D. The SITREP must
include the following elements, without being limited to them:
* weather and sea conditions
* search results to date
* any action taken
* any plans or recommendations for the future.

* Maintain a detailed record of the operation:

- arrival at the scene of the incident and time of departure of the SAR means,
other ships and aircraft participating in the operation
- search areas
- separation between paths used
- reported sightings and indications
- measures taken
- results obtained.

* Indicate the CMS (SMC) that it must release the media that is no longer
required.

* Notify CMS (SMC) of the number and names of survivors.

* Notify CMS (SMC) of the name and designation of the media with survivors
on board.

*Indicate which survivors are in each environment.

4 See "Planning and conducting the search" in this section.

section 3-3
 * Request additional assistance from the CMS (SMC) when necessary (for
example, medical evacuation of seriously injured survivors).

Designation of the aircraft coordinator (COA (ACO))

* When conducting SAR operations with multiple aircraft, the CMS (SMC) may
designate a COA (ACO) in addition to a CLS (OSC).

*If this is not practical, the CLS (OSC) may designate a COA (ACO).

* Typically, the COA (ACO) is responsible to the CMS (SMC) and coordinates
closely with the CLS (OSC).

* Typically, the CMS (SMC) or CLS (OSC), as the case may be, would retain
overall responsibility.

* When deciding the degree of responsibility to delegate to the COA (ACO),

the CMS (SMC) takes into account the mix of radio and radar resources and
the capabilities of the qualified personnel of the facilities involved.

* The COA (ACO) may be a fixed-wing aircraft, a helicopter, a ship, a fixed

structure such as an oil derrick, or an appropriate ground crew.

* The flight safety of SAR aircraft is one of the primary considerations of the
COA (ACO).

Duties of the COA (ACO)

* Maintain flight safety:

- maintain safe separation between aircraft

- ensure that a common barometric setting is used
- inform the CMS (SMC) of the climate implications at the scene of the
incident
- determine the entry and exit points and altitudes of aircraft
- distribute radio messages to and from SAR aircraft
- ensure that frequencies are used in accordance with CCS (SMC) guidelines
- coordinate with area control centers (ACC) and adjacent airfields.

- Prioritize and assign tasks:

- ensure that air resources are aware of the overall CMS (SMC)/CLS (OSC)
plan
- monitor and report coverage of the search area
- with the appropriate authority of the CMS (SMC)/CLS (OSC), define the
tasks that arise and direct the SAR aircraft with a view to fulfilling them.

* Coordinate coverage of search areas:

- respond to changing factors at the scene and monitor the effectiveness of
searches
- coordinate refueling of aircraft
- report to CMS (SMC)/CLS (OSC) regarding continuity.

section 3-4
 * Prepare consolidated periodic reports (SITREP) of SAR aircraft for the CMS
(SMC) and the CLS (OSC), as appropriate. The standardized SITREP format is
provided in Appendix D.

* Work closely with the CLS (OSC):

- assist in the execution of CCS (SMC) guidelines
- maintain communications
- advise on ways in which the COA (ACO) can cooperate.

Standard onboarding report

* Airborne search and rescue units will complete a standard form to inform the
COA(ACO) of their joining a search and rescue mission when they enter the
area. This report will include the following data:
- call sign;
- nationality;
- type (specify whether it is a fixed-wing aircraft or a helicopter, and the type);
- situation;
- altitude (relative to the pressure setting used);
- estimated time of arrival (ETA) (at a relevant point or in the search area);
- autonomy in place; and
- observations (equipment or specific limits).

Risks of SAR operations

* The safety and effectiveness of SAR operations depend on coordinated

teamwork and sound risk assessment.

* The rescue of people in danger and the safety of intervention personnel

must be primary considerations of the CLS (OSC).

* Leaders (captain, pilot in command or CLS (OSC)) must ensure that

personnel perform adequately as a team with a single mission.
- mishaps often follow a chain of errors that can begin with errors made during
SAR planning and result in poor decisions during operations
- the security of the equipment is reinforced:
^ knowing how to keep everyone informed
^ matching resource capabilities to tasks
^ detecting and avoiding errors in time
^ following normal procedures
^ adjusting to non-normal activities.

* The search and rescue action plans provided by the CMS (SMC) serve only
as a guide for the CLS (OSC) and SAR facilities at the scene of the incident.
- the CLS (OSC) may adjust plans according to the situation and inform the
CMS (SMC) (in consultation with the latter whenever practical)
- SAR means must keep the CLS (OSC) informed of any difficulty or danger
encountered.

* The risks involved in any SAR response have to be considered in relation to

the likelihood of success and the safety of SAR personnel.

section 3-5
* Among the practical aspects to evaluate the situation, it is worth highlighting:
- Is the damaged ship in immediate risk of causing damage or endangering
the rescue operation?
- Can the rescue vehicle cope with the weather conditions?
- Has the stricken ship sent enough information for the ship that is going to
provide help to prepare for it?
- Can the rescue device really help?
- if rescuing a large number of survivors is a factor:
^ Does the rescue facility have the capacity to receive them in terms of
food, shelter, clothing, accommodation?
^ Will the rescue ship still be stable with the survivors on board?

- if helicopter operations are a factor:

^ Is the ship construction suitable for joint ship and aircraft operation?

^ Does the rescue vehicle have enough crew members available to

provide help?

COMMUNICATIONS

Communications on-scene

The CLS (OSC) must ensure that reliable communications are maintained at
the scene of the incident.

* Normally, the CMS (SMC) selects the SAR frequencies for use at the scene
of the incident, informs the CLS (OSC) or the SAR facilities and establishes
communications with the adjacent CCS (RCC) and the organizations on which
the SAR facilities depend, as appropriate.
- the CLS (OSC) must maintain communication with all SAR facilities and the
CCS (SMC)
- A primary and a secondary frequency must be assigned for
communications at the scene of the accident.

- The SAR facilities must report to the CLS (OSC) on the assigned
frequency.
- If a frequency shift is carried out, instructions must be given on what to do if
it is not possible to re-establish the desired communications on the new
frequency
- All SAR facilities must carry a copy of the International Code of Signals
(CIS (INTERCO)), which contains internationally recognized communications
information for aircraft, ships and survivors.

Communications of the CLS (OSC) with the CCS (RCC) or SCS (RSC)

Situation reports (SITREP)

* SITREPs are used by the CLS (OSC) to keep the CMS (SMC) informed of

section 3-6
mission progress and conditions and forwards them to the CMS (SMC) unless
otherwise indicated. SAR facilities use SITREPs to keep the CLS (OSC)
informed.
- The CMS (SMC) uses SITREPs to keep its superiors and any other
interested body informed
- In the event of contamination or threat of contamination due to the incident
of the ship or aircraft, the agency in charge of environmental protection must be
one of the recipients of the information from all SITREPs.
- promptly notifies of an emergency (short form)
- communicate urgent essential details when requesting help (short form)

- communicates expanded or updated information during SAR operations

(full form).

* Initial SITREPs must be transmitted as soon as the details of an event are

sufficiently clear to require the intervention of SAR services.
- SITREPs should not be unnecessarily delayed in confirming all details
- When other relevant information is known, new SITREPs must be sent
- information already transmitted should not be repeated
- During extended operations, "nothing new" SITREPs should be issued at
two- or three-hour intervals to confirm to recipients that nothing has been
overlooked.
- Upon completion of the event, a "final" SITREP must be sent as
confirmation.

- A standard SITREP format is provided in Appendix D.

- each SITREP relating to the same event must be numbered in sequential
order.

* SITREPs prepared at the scene of the accident usually provide the following
information:

ID
- usually in the line corresponding to Subject
- the SITREP number
- identification of ship in distress
- description of the emergency in one or two words
- consecutive numbering throughout the case
- When a CLS (OSC) is replaced at the scene, the new CES (OSC)
maintains the SITREP numbering order

Situation
- case description
- the conditions affecting the case
- any additional information that clarifies the problem
- After the first SITREP, it is only necessary to include the changes in the
previously reported situation

Measures taken
- a report of all actions taken since the last report, including the results of
that action
- when a search has been carried out without success, the report includes

section 3-7
 ^ the areas explored
^ search hours performed
^ factors that may have decreased the effectiveness of the search,
such as weather or equipment difficulties

Future plans
* description of the measures planned for future execution
* recommendations

- request for additional assistance

Case status
* Normally, this is used only in the last SITREP to indicate that the case has
been closed or that the search is suspended pending further developments.

CCS (RCC) or SCS (RSC) Communications

Maritime radiotelex

* RCCs and RSCs may use radiotelex for shore-to-ship distress traffic.

* Radiotelex is sometimes called radioteletype (RTT) or narrowband direct

printing telegraphy (IDBE (NBDP)).

* Telex messages can be sent via satellite or terrestrial radio.

* Radiotelex services must be indicated in the List of Coast Stations of the

International Telecommunication Union (ITU (ITU)).

* Coast-to-ship telex messages are sent on predetermined frequencies and

primarily at predetermined times.
* The radiotelex frequencies are:
^ 490 kHz,
^ 518 and 4209.5 kHz (NAVTEX international)
^ 2174.5kHz.

Maritime safety information

- NAVTEX is used to disseminate nautical and safety warnings to ships, and

can be used by SAR personnel for SAR transmissions.

- The Global Nautical Warning Service is for long distance NAVAREA

warnings and coastal NAVTEX warnings.
- It allows worldwide coordinated transmissions with NAVAREA Coordinators
for each NAVAREA zone.
- The notices that SAR personnel can send through this service include:
^ distress alerts
^ information about delayed or missing aircraft or vessels.

section 3-8
 - Collectively, these alerts, combined with nautical and meteorological
advisories, are called maritime safety information (MSI).

* Inmarsat is also used to transmit ISM (MI) via SafetyNET.

* SafetyNET provides an automatic, global method for sending SAR

messages to vessels located in both fixed and variable geographic areas. A
similar service from Inmarsat, called FleetNET, can be used to send shore-to-
ship messages to predetermined groups of ships.

* Normally, CCS (RCC) retransmit distress alerts over both NAVTEX and
SafetyNET.

* Typically, SafetyNET SAR transmissions are sent to all vessels within a

desired radius of a specified position.

* It may be quicker to first find out if an appropriate vessel can be identified by

a ship reporting system and communicated with before making a SAR
transmission.

Radiotelegraphy (RT(WT))

* Radiotelegraphy is a Morse Code service that operates in the MF and HF

maritime bands. For distress alerting, the frequencies of 500 kHz and 8364 kHz
are used.

* After February 1999, SOLAS ships will not be required to continue this
service.

* This service overcomes language barriers, but depends on qualified radio

operators.

* It is assumed that radiotelegraph transmissions, other than distress calls, will

be limited to a maximum of one minute.

* The coastal-ship working radiotelegraph frequencies are 425, 454, 458, 468,
480 and 512 kHz.

* It is assumed that, during their hours of service, ships maintain radio

monitoring at 500 kHz for three minutes, twice an hour, starting at 15:00 and
15:00, by an operator with headsets. or loudspeaker.
- During these periods of silence, only distress, urgency or safety signals are
permitted.

Phonetic alphabet and digit key

* It is sometimes necessary to use the phonetic alphabet and digit code when
speaking or spelling call signs, names, search area designations,
abbreviations, etc.

section 3-9
 * For the complete list of the phonetic alphabet, the Morse code of figures
and symbols, obtain a copy of the International Code of Signals.

Frequencies for distress radio communications

* The frequencies specified in the tables below are available for safety,
distress communications and SAR operations.

section 3-10
 Alert frequencies, SAR operations, maritime security,
relief and safety and for survival craft
Function System Frequency

Alerts
406 MHz EPIRB
Inmarsat-E EPIRB (SES) 406-406.1MHz (earth-space)

ETB (SES) Inmarsat 1644.3-1644.5 MHz (Earth-to-space) 1544-

1545 MHz (space-earth)
1626.5-1646.5 MHz (Earth-to-Space) 1645.6-
LSD (DSC) VHF (Channel 1645.8 MHz (Earth-to-Space) 156.525 MHz 1
70)
LSD (DSC) MF/HF2
2187.5kHz 3 4207.5kHz
6312kHz 8414.5kHz 12577kHz 16804.5kHz
121.5MHz
VHF AM
156.8MHz
VHF FM (Channel 16)

Communications on- VHF Channel 16 156.8MHz

scene Radiotelephony IDBE 2182kHz
(NBDP) MF 2174.5kHz
Communications by or At the scene of the 156.8MHz 4 121.5MHz 5 123.1MHz 156,3
with aircraft accident, including SAR MHz
radiotelephony 2182kHz 3023kHz
4125kHz 5680kHz 6

Homing signals 121.5MHz 9200-9500MHz

406 MHz EPIRB 9 GHz
radar transponders

Maritime Safety
NAVTEX Notices
Information (ISM (MSI))
IDBE (NBDP) 518kHz 7
490kHz 8 4209.5kHz 9
4210kHz 6314kHz
8416.5 kHz 12579 kHz 16806.5 kHz 19680.5
kHz 22376 kHz 26100.5 kHz 1530-1545 MHz
SafetyNET via satellite (space-to-earth)
VHF Channel 13 156.650MHz
Safety of navigation

(keep going)
Alert frequencies, SAR operations, maritime security,
Distress and Safety and Survival Crafts (cont.)
Fundon System Frequency
Relief and safety traffic satelite
1530-1544 MHz (space-to-earth) and
1626.5-1646.5 MHz (Earth-to-space)
Radiotelephony 2182kHz 4125kHz
6215kHz 8291kHz
12290kHz 16420kHz
156.8MHz
IDBE (NBDP) 2174.5kHz 4177.5kHz
6268kHz 8376.5kHz
12520kHz 16695kHz

section 3-11
 Survival boats VHF Radiotelephony 156.8 MHz and another frequency in the 156-
174 MHz band
9 GHz radar transponders 9200-9500MHz

1. The 156.525 MHz frequency is used for ship-to-ship alerts and, within maritime zone A1,
for ship-to-coastal alerts.
2. As for ships equipped with MF/HF LSD (DSC) equipment, radio listening is required at
2187.5 kHz, 8414.5 KHz, and another frequency.
3. The 2187.5 kHz frequency is used for ship-to-ship alerts and, within maritime zone A2, for
ship-to-coastal alerts.
4. The 156.3 and 156.8 MHz frequencies may also be used by aircraft for safety purposes
only.
5. The 121.5 MHz frequency can be used by ships for relief and emergency purposes.
6. The priority for ship-to-aircraft communication is 4125 kHz. Additionally, the frequencies of
121.1 MHz, 3023 kHz and 5680 kHz can also be used for intercommunication between mobile
stations and between said stations and earth stations participating in coordinated SAR
operations.
7. The international NAVTEX frequency of 518 kHz is the primary frequency for the
transmission by coast stations of maritime safety information in IDBE (NBDP). The other
frequencies are used only to increase coverage or information provided on 518 kHz.
8. The 490 kHz frequency cannot be used for ISM (MSI) in IDBE (NBDP).
9. The frequency of 4209.5 kHz is not used by all States

section 3-12
 Frequencies for use in the GMDSS
LSD calls (DSC) for IDBE Distress and Safety
Distress and safety radiotelephone traffic
distress and safety Traffic (NBDP)

2187.5kHz 2182.0kHz 2174.5kHz

4027.5kHz 4125.0kHz 4177.5kHz
6312.0kHz 6215.0kHz 6268.0kHz
8414.5kHz 8291.0kHz 8376.5kHz
12577.0kHz 12290.0kHz 12520.0kHz
16804.5kHz 16420.0kHz 16695.0kHz

156.525 MHz (VHF 156.8MHz

channel 70) (VHF Channel 16)
ISM (MSI) transmissions in IDBE (NBDP) by coast and earth
stations
490.0kHz* 518.0kHz
4209.5 kHzt 4210.0kHz
6314.0kHz 8516.5kHz
12579.0kHz 16806.5kHz
19680.5kHz 22376.0kHz 26100.5kHz
Radiotelephony for search and rescue at the scene of the
accident
2182.0kHz (Radiotelephony)
3023.0kHz (Aeronautical frequency)
4125.0kHz (Radiotelephony)
5680.0kHz (Aeronautical frequency)
123.1MHz (Aeronautical frequency)
156.8MHz (VHF channel 16)
156.5MHz (VHF cana! 10)
156.3MHz (VHF channel 6)

Location/homing signals

121.5 MHz (Location and homing of aircraft by Cospas-Sarsat satellite)

156-174 MHz Radiotelephony in maritime VHF band)
406.025 MHz (Cospas-Sarsat Satellite Location)
9200 to 9500 MHz (X-SART band radar transponders)

It will be used after the full implementation of the GMDSS (February 1, 1999). t NAVTEX
service (coastal maritime safety information).

Maritime

* Vessels transmitting a distress message on any of the above frequencies

must use the appropriate alarm signals before transmitting the message until

section 3-13
contact is established.

Aeronautics

* The aeronautical frequencies of 3023 kHz and 5680 kHz can be used by
ships and RECs (CRS) participating in coordinated SAR operations. However,
as these frequencies are not continuously monitored, it may be necessary for
ground authorities to assist in establishing communications on these
frequencies.

Terrestrial

* Ground SAR operation can be performed for many types of events, ranging
from a downed aircraft to a hiker lost in the jungle. Ground and aeronautical
means can carry out coordinated ground searches. Since both operate on
different frequencies, prior coordination may be necessary to establish effective
communications.
* Aircraft usually have at least one radio, so it may be easier for air and
ground environments to use an aeronautical frequency
* If the terrestrial environment does not have a portable aeronautical radio,
communications can be facilitated by an aircraft with a radio that operates on
terrestrial frequencies.

PLANNING AND CONDUCTING THE SEARCH

Generalities

* For surface search facilities and aircraft to operate effectively, search

methods and procedures must be planned in advance so that ships and aircraft
can cooperate in coordinated operations with a minimum of risk and delay.

* Standard search configurations have been established to meet a variety of

circumstances.

CLS Responsibility (OSC)

* The CLS (OSC) must obtain from the CMS (SMC), through the CCS (RCC)
or the SCS (RSC), a search plan as soon as possible. Search planning is
typically carried out using trained personnel, advanced search techniques, and
information about the incident or vessel. in danger, which is not normally
accessible to CLS (OSC). However, the CLS (OSC) may have to plan a search
in certain circumstances. Search operations must begin when the means are
available at the scene of the accident. If the CMS (SMC) has not provided a
search plan, the CLS (OSC) must carry out the planning until a CMS (SMC)
assumes the task. Simplified techniques follow.

- Modify search plans based on changes that have arisen at the scene of the

section 3-14
accident, such as:
- arrival of additional means of assistance or
- receipt of additional information
- changes in weather, visibility, lighting conditions, etc.

- In case of language difficulties, the International Code of Signals and the

Standard Maritime Navigation Vocabulary should be used.

- Upon assuming his duties, the CLS (OSC) must notify the REC (CRS) or
the appropriate STA (ATS) unit, keeping it informed of developments at regular
intervals.

- The CLS (OSC) must keep the CMS (SMC) informed at regular intervals
and whenever the situation changes.

Search planning

Datum

- It will be necessary to establish a datum or geographical reference of the

search area. To do this, the following factors will be considered:
- reported position and time of the SAR event
- any supplementary information, such as direction finding bearings or
sightings
- time interval between the event and the arrival of the SAR facilities
- estimation of the movements of the ship in distress or of the rescue ship on
the surface, depending on the drift (the two magnitudes set out below are used
to calculate the drift). The reference point or datum of the search is found as
follows:
^ Drift at sea has two components: subsidence and total ocean current
^ the direction of the slump is the direction of the wind
^ the speed of the wind down depends on the wind speed
^ the observed wind speed when approaching the scene of the incident
can be used to calculate the sink speed of life rafts using the graph
below (persons overboard (PAA) are not subject to sink, while the
stability and the speed of the liferaft vary depending on whether or
not they carry a floating anchor or ballast)

^ the total ocean current can be estimated by calculating the direction

of the current and the drift when approaching the accident site
^ the direction and speed of the drift is the vector sum of the
depression and the total sea current

- drift distance is the drift speed multiplied by the time interval between the
time of the event, or the time of the last calculated waypoint, and the beginning
of the search time
- The position of the reference point or datum is determined by moving from
the position of the event, or from the last calculated position of the reference
point, in the direction of drift and plotting the resulting position on a suitable
chart.

section 3-15
D
ej
ec
tio
n
in
kn
ot
s

Decommissioning of life rafts

section 3-16
 Calculation of speed and direction of drift from
of the total sea current and the depression

Determination of a new datum

(drift distance = drift speed x drift time)

Visual search

* Various search configurations have been designed so that a CES (OSC) can quickly
initiate a search for one or more vessels.

* There will always be unpredictable variables. Visual exploration search configurations

have been established that adapt to very diverse circumstances. These configurations
have been selected for their simplicity and effectiveness and are discussed later in this
section.

Separation between trajectories

* Most search configurations consist of parallel paths or sweeps covering a rectangular

area. The distance between adjacent paths is called path spacing.

* The following table shows the recommended uncorrected track separations for
merchant ships. Following the path separation tables is a table indicating correction
coefficients based on meteorological conditions and the characteristics of the search
object. Multiplying the uncorrected track spacing (Su) by the appropriate meteorological
correction factor (fw) gives the recommended track spacing (S):

S=Su x fw

* Changes may occur in weather conditions, in the number of auxiliary ships, etc., which
makes it prudent to modify the separation between trajectories.

section 3-17
 * The CMS (SMC) must ensure that all vessels and aircraft conducting the search
maintain safe separations from each other and accurately follow assigned search
configurations.

Recommended track separations (Su) for merchant ships

Weather visibility (mm)
Search object 3 5 10 15 20

person in water 0,4 0,5 0,6 0,7 0,7

4 person life raft 2,3 3,2 4,2 4,9 5,5
6 person life raft 2,5 3,6 5,0 6,2 6,9
15 person life raft 2,6 4,0 5,1 6,4 7,3
25 person life raft 2,7 4,2 5,2 6,5 7,5
Boat <5 m (17 ft) 1,1 1,4 1,9 2,1 2,3
Boat 7 m (23 ft) 2,0 2,9 4,3 5,2 5,8
Boat 12 m (40 ft) 2,8 4,5 7,6 9,4 11,6
Boat 24 m (79 ft) 3,2 5,6 10,7 14,7 18,1

* It is recommended that the path spacings shown in the table above be used for all
search configurations discussed in this volume with the exception of the sector search
configuration.

* The type of search object and meteorological visibility are taken into account in the
diagram.

* Likewise, other factors may be considered, including the state of the sea, the period of
the day, the position of the sun, the effectiveness of the observers, etc.

Sweep widths for helicopters (km (mm))

Weather visibility
Search object 1,9(1) 9,3(5) >37(>20)
person in water 0,0 (0,0) 0,2 (0,1) 0,2 (0,1)
4 person life raft 0,9 (0,5) 3,1 (1,7) 5,4 (2,9)
8 person life raft 0,9 (0,5) 3,9 (2,1) 7,0 (3,8)
15 person life raft 1,1 (0,6) 4,4 (2,4) 8,3 (4,5)

section 3-18
25 person life raft 1,1 (0,6) 5,2 (2,8) 10,6 (5,7)
Boat < 5 m (17 ft) 0,9 (0,5) 3,0 (1,6) 4,6 (2,5)
Boat 6 m (20 ft) 1,3 (0,7) 5,6 (3,0) 10,9 (5,9)
Boat 10 m (33 ft) 1,3 (0,7) 7,2 (3,9) 16,9 (9,1)
Boat 24 m (82 ft) 1,5 (0,8) 10,6 (5,7) 34,3 (18,5)

Sweep widths for fixed-wing aircraft (km (mm))

Weather visibility
Search object 1,9 (1) 9,3 (5) >37 (>20)
person in water 0,0 (0,0) 0,2 (0,1) 0,2 (0,1)
4 person life raft 0,6 (0,3) 2,4 (1,3) 4,3 (2,3)
8 person life raft 0,7 (0,4) 3,1 (1,7) 5,6 (3,0)
15 person life raft 0,7 (0,4) 3,7 (2,0) 6,9 (3,7)
25 person life raft 0,7 (0,4) 4,3 (2,3) 8,7 (4,7)
Boat < 5 m (17 ft) 0,7 (0,4) 2,4 (1,3) 3,7 (2,0)
Boat 6 m (20 ft) 0,9 (0,5) 4,6 (2,5) 9,3 (5,0)
Boat 10 m (33 ft) 0,9 (0,5) 6,3 (3,4) 14,4 (7,8)
Boat 24 m (82 ft) 1,1 (0,6) 9,4 (5,1) 30,9 (16,7)

The valid section about the sweep width is the table above, not the image.

Meteorological correction factors f w for all types of search units

Search object
Meteorological conditions person in
Winds km/h (knots) or waves m (feet) water Life rafts
Winds 0-28 km/h (0-15 knots) or seas 0-1 m (0-3 feet) 1,0 1,0
0,5 0,9
Winds 28-46 km/h (15-25 knots) or seas 1-1.5 m (3-5 feet)

Winds >46 km/h (>25 knots) or seas >1.5 m (>5 feet) 0,25 0,6

Search speed (V)

* To carry out a parallel sweep search operation in a coordinated manner, all means
must go at the speed indicated by the CLS (OSC).

* This will normally be the maximum speed of the slowest of the vessels present.

* With restricted visibility, the CLS (OSC) will normally order a reduction in search
speed.

section 3-19
 Search area (A)

* Calculate the search radius (R) using one of the following methods:
* If the search is to begin immediately, assume R = 10 nautical miles
* If you have time for the calculation:
^ calculate the area that a boat can cover in a given period of time (T) using the
formula:

A=S x V x T

^ the total area (At) that several vessels can cover is the sum of the areas that
each vessel can cover:

At = A1 + A2 + A3 + ...
t

If all the vessels are searching at the same speed and spending the same time,
the following formula is obtained:

At = N x A
t

where N is the number of ships that are carrying out the search

^ The search radius (R) of the circle is half the square root of the search area:

* Trace the search area:

- draw a circle of radius R centered on the datum
- using tangents with respect to the circle, form a square as shown below
- In the event that several units are involved in the search at the same time, divide the
square into subareas of appropriate size and assign them to the search units, as
appropriate.

section 3-20
 MOST LIKELY AREA

Search settings

Expanding Square Search (BCE(SS))

* This method is most effective when it is known that the object of the search is located
within relatively close limits.

* The starting point of the search is always the position of the datum.

* This search method is often convenient for vessels or small boats to use when
searching for people in the water or other objects with little or no drift.

* Due to the small area required by this procedure, it should not be used simultaneously
by several aircraft at similar altitudes or by several ships.

section 3-21
 * Exact navigation is required; The first leg is usually oriented directly into the wind in
order to minimize navigation errors.

* It is difficult for fixed-wing aircraft to fly sections near the datum if S is less than 2
nautical miles.

Expanding Square Search (BCE(SS))

Sector Search (BS (VS))

* It is most effective when the position of the search object is known exactly and when
the search area is small.

section 3-22
 * Used to search a circular area whose center is a reference point.

* Due to the small area required by this method, it should not be used simultaneously by
several aircraft at similar altitudes or by several ships.

* An aircraft and a ship can be used together to conduct searches in different sectors of
the same area.

* A marker (e.g. smoke float or radio beacon) may be left at the datum position to be
used as a reference or navigational aid to mark the center of the configuration.

* For aircraft, the search setting radius generally varies between 5 and 20 nautical miles.

* For ships, the radius of the search configuration generally varies between 2 and 5
nautical miles, and each turn is 120°, which will normally be made to starboard.

section 3-23
Sector search method: one unit

section 3-24
 Calculations for sector search: time to complete
a section (t) in minutes and seconds
Speed

Radio 10 15 20 60 80 90
3 knots 5 knots 8 knots
knots knots knots knots knots knots

0.5mm 10:00 6:00 3:45 3:00 2:00 1:30 0:30 0:225 0:20

1.0mm 20:00 12:00 7:30 6:00 4:00 3:00 1:00 0:45 0:40

1.5mm 30:00 18:00 11:15 9:00 6:00 4:30 1:30 1:075 1:00

2.0mm 40:00 24:00 15:00 12:00 8:00 6:00 2:00 1:30 1:20

2.5mm 50:00 30:00 18:45 15:00 10:00 7:30 2:30 1:555 1:40

3.0mm 60:00 36:00 22:30 18:00 12:00 9:00 3:00 2:18 2:00

3.5mm 42:00 26:15 21:00 14:00 10:30 3:30 2:405 2:20

4.0 m,m. 48:00 30:00 24:00 16:00 12:00 4:00 3:03 2:40

4.5mm 54:00 33:45 27:00 18:00 13:30 4:30 3:255 3:00

5.0mm 60:00 37:30 30:00 20:00 15:00 5:00 3:48 3:20

6.0mm 45:00 36:00 24:00 18:00 6:00 4:33 4:00

7.0mm 52:30 42:00 28:00 21:00 7:00 5:18 4:40

8.0mm 60:00 48:00 32:00 24:00 8:00 6:03 5:20

Note: Interpolation can be used with this table

section 3-25
section 3-26
 Sweep Widths for Visual Search
on land (nautical miles)
Visibility (km (nautical miles))
Height (m 6(3) 9(5) 19 (10) 28 (15) 37 (20)
Search (ft))
object
Person 150(500) 0,7 (0,4) 0,7 (0,4) 0,9 (0,5) 0,9 (0,5) 0,9 (0,5)
300 (1000) 0,7 (0,4) 0,7 (0,4) 0,9 (0,5) 0,9 (0,5) 0,9 (0,5)
450 (1500) - - !- • •
600 (2000) - - - - -
Vehicles 150 (500) 1,7 (0,9) 2,4 (1,3) 2,4 (1,3) 2,4 (1,3) 2,4 (1,3)
300 (1000) 1,9 (1,0) 2,6 (1,4) 2,6 (1,4) 2,8 (1,5) 2,8 (1,5)
450 (1500) 1,9 (1,0) 2,6 (1,4) 3,1 (1,7) 3,1 (1,7) 3,1 (1,7)
600 (2000) 1,9 (1,0) 2,8 (1,5) 3,7 (2,0) 3,7 (2,0) 3,7 (2,0)
Aircraft of
150 (500) 1,9 (1,0) 2,6 (1,4) 2,6 (1,4) 2,6 (1,4) 2,6 (1,4)
less than 5
300 (1000) 1,9 (1,0) 2,8 (1,5) 2,8 (1,5) 3,0 (1,6) 3,0 (1,6)
700 kg
450 (1500) 1,9 (1,0) 2,8 (1,5) 3,3 (1,8) 3,3 (1,8) 3,3 (1,8)
600 (2000) 1,9 (1,0) 3,0 (1,6) 3,7 (2,0) 3,7 (2,0) 3,7 (2,0)
Aircraft over
150 (500) 2,2 (1,2) 3,7 (2,0) 4,1 (2,2) 4,1 (2,2) 4,1 (2,2)
5 700 kg
300 (1000) 3,3 (1,8) 5,0 (2,7) 5,6 (3,0) 5,6 (3,0) 5,6 (3,0)
450 (1500) 3,7 (2,0) 5,2 (2,8) 5,9 (3,2) 5,9 (3,2) 5,9 (3,2)
600 (2000) 4,1 (2,2) 5,2 (2,9) 6,5 (3,5) 6,5 (3,5) 6,5 (3,5)

Search along the route (BD (TS))

* Normally used when an aircraft or vessel has disappeared without a trace

along a known route.

* It is often used as an initial search effort due to the ease of planning and
execution.

* Consists of a rapid and fairly complete scan along the intended route of the
ship in distress.

* The search can be carried out on one side of the track, and when returning,
in the opposite direction on the other side (BCRD (TSR)).

* The search can be carried out along the planned track, once on each side,
and then the search unit continues on its way and does not return (BSRD
(TSR)).

section 3-27
 * Aircraft are often used to search along the route due to their high speed.

* Aircraft search altitude typically varies between 300 meters and 600 meters
(1,000 feet and 3,000 feet) during the day or between 600 meters and 900
meters (2,000 feet and 3,000 feet) at night.

DEFEAT OF THE
MISSING AIRCRAFT -
Parallel sweep search (BP (PS))

* Used to search a large area when the location of survivors is uncertain.

* It is most effective on water or flat terrain.

* It is generally used when a large search area is to be divided into sub-areas

to be assigned to different search units on the scene at the same time.

section 3-28
 * The starting point of the search is in a corner of the subarea, at a distance
equal to half the separation between paths inside the rectangle from each of the
two sides that form the angle.

section 3-29
 * The search sections are parallel to each other and to the long sides of the
subarea.

Parallel sweep search (BP (PS))

* Multiple vessels can be used as indicated below:
- Parallel sweep: intended to be used by two vessels
- Parallel sweep: intended to be used by three vessels
- Parallel sweep: intended to be used by four vessels
- Parallel sweep: intended for use by five or more vessels.

section 3-30
 SETUP 2

CONFIGURATION 3
Parallel scan search -
3 vessels

CONFIGURATION 4
Parallel scan search -
4 vessels

Search by sweep
parallel - 2 ships

6ete.+ Trajectorla 4 Trajectorls 2 Trajectory 1 Trajectorts 3 Traywctorla 5+7 etc.

SETUP 5
Search by sweep
parallel - 5 vessels or more

Search by contour lines (BCN (OS))

*This method is used around mountains and valleys when sudden changes in

section 3-31
elevation make any other search configuration impossible.

* The search starts from the highest peak, going from top to bottom, with a
new search altitude for each turn.

* Altitude ranges for searching can be 150 to 300 m (500 to 1,000 ft).

* The aircraft can make a descending orbit away from the mountain, before
beginning the search again along contour lines at a lower altitude.

* The aircraft may spiral down around the mountain, at a low but
approximately constant descent rate, when there is not enough room to make a
turn in the opposite direction of the search.

* If it is not possible to go around the mountain, successive sweeps of its

slope must be carried out at equal altitude intervals, as indicated above.

* The search in valleys is carried out in circles, moving from the center of the
circuit a distance equal to the separation between trajectories after completing
each circuit.

Coordinated search configuration by ships and aircraft

* Normally only used when there is a CLS (OSC) present, which will give
instructions and establish communications with participating ships.

* Coordinated traversal search (BTC (CSC)) is frequently used.

* The aircraft performs most of the search, while the ship navigates following
the course and speed indicated by the CLS (OSC), so the aircraft can use it as
a reference point.

section 3-32
 * When passing over the ship, the aircraft can easily make corrections that
allow it to follow the track corresponding to its search configuration.

* Provides a higher detection probability than normally obtained with an

aircraft operating alone.

* The speed of the ship will vary in relation to the speed of the aircraft and the
extent of the area covered in the configuration. The relationship between the
speed of the surface medium, the speed of the aircraft, the separation between
trajectories and the length of the search sections is determined by the following
equation:

Vs = (S x Va)/(L + S)

where Vs represents the speed of the unit area, in knots; S the separation
between trajectories, in nautical miles; Va the true airspeed (VAV (TAS)) of the
aircraft, in knots; and L the length of the aircraft's search section, in nautical
miles.

Coordinated traversal search (BTC (CSC))

Start of search

* When a search unit arrives at the scene of the incident before the rest, it
must go directly to the datum and begin an expanding square search.

* If possible, the datum should be marked by placing a life raft or other floating
mark in that location with a depth similar to that of the search object, so that the
drift can be verified.

* This can be used as a datum marker throughout the search.

* When the remaining units arrive, the CLS (OSC) will select, as appropriate,
one of the search configurations and assign search subareas to each of the
units.

* In periods of good visibility and if sufficient search units are available, the
CLS (OSC) may consider it advisable to allow the first unit to continue the

section 3-33
expanding square search while the others conduct a parallel sweep search of
the same area.

* In periods of restricted visibility, or if there are not enough search units, it will
probably be best for the first unit to interrupt the expanding square search so
that it can be counted on to initiate the parallel sweep search.

Restricted visibility

* A parallel sweep search with restricted visibility poses problems arising from
the following considerations:
- the desirability of reducing the interval between SAR units, as much as
possible, without compromising safety
- the resulting loss of search area coverage
- the possible risk of collision.

* During periods of restricted visibility, the CLS (OSC) will order the reduction
of the vessel's speed as it deems necessary.

* In these circumstances, any vessel without radar or whose radar is damaged

must consider the convenience of remaining astern of the others, notifying the
CLS (OSC) of this decision.
- This vessel must continue the search when it considers that its position (in
relation to the other vessels) offers sufficient security to do so.
- If a reduction in visibility occurs when vessels have already started
searching in a given configuration, the CLS (OSC) may decide that it is safest
to continue using that configuration, despite the resulting loss of coverage.

* If it is necessary for the CLS (OSC) to consider whether to initiate the search
adjusted to any of the configurations in conditions of restricted visibility, the
following factors must be taken into account:
- The ships will sail at a reduced speed and, therefore, the search will last
longer

- The search carried out thoroughly in an area, under these conditions, will
impose a reduction in the separation between trajectories
- the reduction in the separation between trajectories will require a reduction in
the intervals between SAR means, and therefore, the performance of a greater
number of sweeps.

* The CLS (OSC) may choose to accept a reduction in the search area, in
which case it will have to take into account the direction and speed of the
estimated drift to decide whether such reduction should affect the length or the
width of the area, or both dimensions.

* If visibility improves, the CLS (OSC) will take the most appropriate measures
to correct the loss of coverage that has occurred.

section 3-34
 Radar search

* When several assisting vessels are available, it may be advantageous to

carry out a radar search operation, especially in cases where the information
available about the position of the search object is not reliable and may not be
possible. has SAR aircraft.

*There are no preset search settings for these cases.

* The CLS (OSC) will normally ask vessels to form a "loose front line" with an
interval between vessels equal to 1+1/2 times the intended detection distance.

* The following table serves as a guide for detection distances using ship
radars.

Radar scanner height

Search object 15 meters 30 meters

10,000 tb vessel 13 nautical miles 18 nautical miles

1 000 tb vessel 6 nautical miles 8.4 nautical miles

200 tb vessel 5.5 nautical miles 1.7 nautical miles

9m boat 1.9 nautical miles 2.7 nautical miles

Ground Search Settings

* Land search using aircraft differs from maritime search in that it is normally
more difficult to locate the object of the search.

* Repeated searches by aircraft in the same area are often necessary.

* Searching large areas using only ground means is usually not effective,
although it may be convenient when you decide to examine a small area
closely.

Ground visual search

* Obvious geographic landmarks, natural or artificial, such as rivers or roads,

will be used to delimit search subareas.

* Ground search facilities will be equipped with large-scale topographic maps

on which search areas will be marked.

* The search configurations used by terrestrial search means are normally

parallel line scanning or contour search, using a front line formation.

* Normally the tracking spacing for lost people is between five and eight

section 3-35
meters.

* Progress in the search should be slow when it comes to wooded areas. To

carry out a search in a forested area of one square kilometer, a team made up
of 20 or 25 people will have to spend around an hour and a half.

* Parallel scan search:

- patrol leader, two flankers at the end of each line, and as many people as
the terrain allows
- a first search line is formed along the boundaries of the search area
- If an obstacle or detail of interest is found, the patrol will stop and wait for
the investigation results before the entire search line moves forward again.
- the flanker whose position serves to pivot the entire line is assigned control
of the boundaries of each successive sweep of the area
- Search spacing is determined by the distance at which a person can
conduct an effective search while maintaining visual and auditory contact
- In the first leg of the search, one flanker will follow a natural boundary or a
predetermined compass heading, while the other flanker marks a path to the
other end of the line, which will be followed once the pivot line is made.
- If contact with a patrol member is lost, the patrol leader must be notified
immediately and movement of the entire line will be stopped. search until
contact has been re-established with all members.

* Search by contour lines:

- It is used when the mountains can be completely surrounded
- This procedure is a modification of the search by parallel lines
- The search begins with one flanker at the highest point and another at the
lowest end of the line
- When the mountain has been completely circumvented, the line forms again
below the lower flanker.
- General parallel line search procedures are followed.

SAR instructions, reports and task assignment

* The CMS (SMC) or the CLS (OSC) will provide information to the SAR
facilities on the relevant details of the incident, as well as all necessary
instructions to carry out SAR operations. The organizations on which the media
depend can provide this information by giving instructions to them before their
deployment. The reports provided by SAR facilities can provide valuable
information on the effectiveness of the search and can be useful in planning the
upcoming search. The SAR facilities or the CLS (OSC) should take into account
the type of information that the CMS (SMC) may request. An example of an
instruction and reporting form for SAR operations is attached in Appendix E.
- The CSM(SMC) or CLS(OSC) will also contact captains and pilots in
command of SAR facilities that have not been designated as search and rescue
units to prepare the report.

Other measures at the end of the initial stage

* Normally the CLS (OSC) will terminate the initial phase when, in the absence

section 3-36
of further information, the vessels dedicated to the search have completed an
operation in the most probable area.

- If nothing has been located at this stage, the CLS (OSC) will need to
consider the most effective method of continuing the search.

- Failure to locate the search object may be due to one or more of the
following causes:
- position errors, due to inaccuracies in navigation or inaccuracies in distress
communications that reported the position. The latter is very likely to occur if the
datum position is established according to an estimate based on incomplete
information.
- drift estimation error
- failure in the attempt to sight the object during the search even when it was
in the explored area. The probability that this occurs is great if the object of the
search is a small ship, a survival craft, or survivors in the water
- sinking of the ship without a trace. Unless it is a ship or a small ship, in bad
weather, experience indicates that there is always a chance of finding some
trace, even if it is only drifting objects or oil stains.

Navigational inaccuracies of search vessels

- This is most likely to occur if the position cannot be estimated for

navigation. Given this, the CES (OSC) can:
- search the same area again taking into account the effect of drift that has
occurred during the time since the last datum was calculated
- expand the most probable area once correction has been made for the
cumulative effect of drift, and carry out the search in the expanded area; either
- expand the area in one direction more than another, depending on the
circumstances and the information available.

* Determine a probable new area based on additional information received.

* When information has been received indicating that the initial datum was
seriously off, it would be advisable to determine an entirely new probable area.

* A small object that can easily go unnoticed during the day can become
visible at night if lights, flares or other pyrotechnic means are used.

* The CES (OSC) will therefore study the convenience of using surface units
at night to re-search areas explored during the day.

* It is good practice, when searching for survivors who may be in small boats,
survival craft or in the water, to occasionally stop the engines at night, or with
restricted visibility, to try to hear possible cries for help.

Evidence of the location of damaged ships

* In some cases, the search may provide evidence of the crashed ship without
any survivors being found.

section 3-37
 * Such indications can in turn provide information that allows datum to be
recalculated and a review of the search area to be carried out.

* Loaded, half-sunken vessels or aircraft that protrude slightly from the water
may have a slower drift than a survival craft on the surface, even when it uses a
floating anchor.

* A derelict may drift in a direction that deviates considerably from the

direction of the prevailing wind.

* When the remains of an accident are located, they usually consist of drifting
objects, usually containing hydrocarbon stains.

* If they come from the damaged ship, survival craft will normally be in the lee
of the aforementioned objects.

* However, in some cases, the ship may have been abandoned some time
before it sank, and survival craft may then be upwind.
- if it is known or suspected that there are survivors in the water, the area to
which they may have been swept away by the action of the sea will be
inspected.

Instructions for maneuvers

* While the search is being carried out, the International Regulations to

Prevent Collisions fully apply.

* The maneuver and warning signals have spice! importance in these

circumstances.

* The captain of any ship taking part in the search will endeavor to comply with
all instructions he may receive, duly ensuring the safety of his own ship and the
crew.

* To initiate and carry out coordinated search operations, it will be necessary

for the CLS (OSC) to transmit a limited number of maneuver instructions, using
the most appropriate means and, where feasible, using clear language for
these purposes.

* The message text for the start of a search operation and subsequent
messages relating to the performance or adjustments of the search will follow a
standardized pattern. For these purposes, the International Code of Signals can
be used, a standardized text of which is attached below.

Text Groups or meaning

Code

FR1 Use search settings......................................................... starting at

hours. Initial course.............................................. search speed
.............................................................................knots.

FR2 Carry out a radar search, ships in front line

section 3-38
 loose with intervals between vessels ...................miles.
Initial course ............, search speed ...............................knots.

FR3 The indicated vessel (call sign or identity signal) is assigned to path
number.............................................................................

FR4 The indicated vessel(s) must adjust their interval between vessels to
..........................miles.

FR5 Adjust the spacing between paths to ............................... miles.

FR6 The search speed will be, from this moment on, knots.

MH Change your course to ...................(At the indicated time).

MG Set course ..............................

FR7 Change course(s) at this instant (or at the indicated time), as appropriate,
to follow the next leg of the trajectory.

*Some other useful signals from the International Code of Signals:

Text Groups or meaning

Code

FR I am (or the indicated vessel is) in charge of coordinating the search.

S.J. My maximum speed is ..........(number) knots.

I HEARD I don't have radar.

ON An echo appears on my radar in bearing .......................... distance

.............................................................................miles.

MY I change my course to .......

GH I have sighted survival craft in lat............................................... long (or

dialing ..........................................................................,distance
..................................................................................... about me).

G.L. I have located (or found) remains of the ship/of the

damaged aircraft (the position will be indicated if necessary by lat
......................................long.............. or by dialing and
distance .......................
to the indicated place).

FP The direction and estimated drift speed of the survival craft are,
respectively, ..............degrees and . . .knots.

YY I wish to communicate by radiotelephony on meter waves in

the channel I indicated.

* Unless a specific time of action is specified in the text of the message, when
the message is received, the various vessels will proceed, as necessary, to

section 3-39
execute what is indicated in it.

* If circumstances require the CLS (OSC) to order the vessels participating in

the search operation to make a significant change of course (more than 90°),
as may occur before departing to a new area, it will be advisable for the CLS
(OSC) carries out the order in two stages.

Survival and emergency radio equipment

* Aeronautical and maritime survival radio equipment operates on the 121.5

MHz frequency, which can be used to issue alerts, radio homing, or establish
communications at the scene of the incident, depending on the type of
equipment.

*Decimeter waves.

* The 406 MHz frequency is reserved for exclusive use as an alert frequency
for TLS (ELT), RLS (EPIRB) and RLP (PLB).

* L band is used for Inmarsat E EPIRBs.

* The following frequencies are available for use by ship and aircraft survival
craft, and may also be used for ground communications using survival radio
devices:
500 kHz (telegraphy)
2182kHz
121.5MHz
156.8MHz.

* Many civil aircraft around the world, especially those operating over oceanic
areas, are equipped with a 121.5 MHz TLS (ELT) for warning and homing
purposes.
- SAR aircraft will have homing capability, using these frequencies, to locate
survivors
- It is increasingly common for TLS (ELT) to use the 406 MHz frequency for
warning signals, also using the 121.5 or 243.0 MHz frequencies, or both, for
homing signals.

* Inmarsat E's 406 MHz TLS (ELT) and 406 MHz satellite EPIRBs have the
advantage, among others, of offering encrypted identities, which can reduce
response time by several hours compared to unencrypted TLS (ELT).

*After January 1999:

- Every SOLAS ship must be equipped with a RESAR (SART) that is
compatible with 9 GHz ship or aircraft radars for locating survival craft. (RESAR
(SART) responses offer on compatible radar displays a distinctive line of about
20 regularly spaced pulses, giving a bearing and a distance to it.)
- Ships of 500 gross tonnage and above will no longer be required by SOLAS
to carry survival craft radio apparatus capable of transmitting and receiving on
the frequencies 500 kHz (telegraphy) and 2182 kHz (telephony), although It is
expected that these frequencies will continue to be used

section 3-40
 - ships of over 300 gross tonnage shall carry at least two portable VHF
survival craft transceivers
- ships of over 500 gross tonnage shall carry at least three portable VHF
survival craft transceivers
- If they operate in the 156-174 MHz band, they will use channel 16 and at
least one other channel in this band
- the portable LSD equipment, if it can operate in the indicated bands, must be
able to transmit on at least one of the following frequencies: 2187.5 kHz, 8414.5
kHz or VHF channel 70.

* EPIRB signals indicate that there has been an incident and facilitate the
location of survivors during a search and rescue operation. To be effective,
SAR ships must be capable of homing based on the signals that are emitted for
this purpose or even on the same alert frequency (which will not be continuous
if it is on the 406 MHz frequency).

Search Conclusion

Unsuccessful search

* The CLS (OSC) will continue the search until there is no reasonable hope of
finding survivors.

* The CLS (OSC) may have to decide whether to terminate an unsuccessful

search (after consultation with the CMS (SMC), where possible). With respect
to this decision, the following factors must be taken into account:
- the probability that there are survivors in the searched area

- the probability of detection of the search object, if it is in the area being

explored
- the remaining time that search units can remain at the scene of the accident
- the probability that there are still survivors.

- The following diagrams provide information on survival probabilities at

different temperatures, winds and sea states:

section 3-41
 Estimate actual air temperature
d wind
speed
(knots)

Effects of wind on people exposed to the elements

section 3-42
 •c

Symptoms of hypothermia (reduced body temperature)

Temperature (°C)
Estimated survival time
less than 2 Less than 3/4 hour
From 2 to 4 Less than 1 1/2 hours
From 4 to 10 less than 3 hours
From 10 to 15 less than 6 hours
From 15 to 20 Less than 12 hours
More than 20 Indefinite (will depend on fatigue)

Estimated survival time of people in water at different

temperatures, without special protective clothing

* The CLS (OSC), after consulting with other assisting ships and ground
authorities, will take the following measures:

Events on the high seas

- terminate active search
- Inform the relief ships that they can continue their journey and inform the
authorities on the ground.
- send a message to all ships in the area asking them to continue keeping
lookouts

section 3-43
 Events in coastal waters
- Consult with authorities on the ground to decide whether to terminate the
search.

Successful search

* Once the survivors or the ship in danger are sighted, the CLS (OSC) will
decide what is the best rescue method and will send the most adequately
equipped ship to the scene of the event. See section 2 (Rescue function)
regarding rescue by various types of SAR units.

- Make sure all survivors have been rescued.

- Survivors will be questioned about:

- the damaged ship or aircraft, the number of people on board
- whether other survivors or survival craft have been seen
- This information will be promptly transmitted to the CMS (SMC).

- Immediately after the rescue operation has been completely carried out, the
CLS (OSC) will inform all search facilities that it has ended.

- The CLS (OSC) will inform the CMS (SMC) of the conclusion of the search
and provide the following details:
- names and ports of destination of the ships carrying survivors and their
number on each ship
- physical condition of survivors
- need for medical assistance
- state of the damaged ship, specifying whether it represents a danger to
navigation.

section 3-44
 Section 4 - EMERGENCIES ON BOARD

General information

Masters of ships and pilots in command of aircraft should not delay reporting to
the SAR system if they face, or believe they are likely to face, a problem that
requires them to request assistance. This will allow the SAR system to put in
place preliminary contingency plans that can make a significant difference
should the situation worsen.

Distress Alert Notification

distress signals

Verbal emergency signals and regulatory expressions

- Ships and aircraft use three emergency verbal signals:

distress signal
- MAYDAY (pronounced MEIDEI), used to indicate that a mobile ship is in
imminent danger and needs immediate help
- takes priority over any other communication

urgency signal
- PAN-PAN , used when the safety of a mobile ship is in danger. The PAN-
PAN emergency signal will be used when there is a dangerous situation that
eventually requires requesting help, for example, when a person overboard
situation occurs.
- has priority over all communications except distress communications

safety sign
- SECURITY (pronounced SE KIURITI), used for messages related to
navigation safety or to transmit important weather warnings.

- Any message preceded by one of these signals takes precedence over

ordinary messages.
- The signal is usually repeated three times at the beginning of the message.

- Any ship captain or pilot in command of an aircraft who is in a distress

situation must declare it using the MAYDAY signal.

- The basic regulatory radio expressions that must be understood and used
by SAR personnel are the following:

section -1
 - AFFIRMATIVE means "yes", that is, what a person has transmitted is
correct
- BREAK is used to separate the various parts of a message or one message
from another
- FIGURES is mentioned before numbers are indicated in a message
- I SPELL is used before making a phonetic spelling, such as a proper name
- NEGATIVE means "no"
- OUT indicates the end of a transmission when no response is expected
- OVER indicates the end of a transmission when an immediate response is
expected
- ROGER means that the transmission has been received successfully
- SILENCE is repeated three times and means that all transmissions must
cease immediately
- SILENCE FINÍ (pronounced SI LANS El Nl) means that the request for
silence is canceled and is used to indicate the end of an emergency and the
resumption of normal traffic
- THIS IS is used before the name or call sign of the station that immediately
follows
- WAIT means "wait", meaning you must pause for a few seconds and wait
for the transmission to resume.

- For a more complete list of regulatory words see the International Code of
Signals.

Alert methods

Distress alert from a ship

- Use one or more of the following international maritime distress frequencies

to transmit the distress alert:
- 500 kHz (radiotelegraphy), which will be discontinued when the GMDSS is
implemented
- 2182 kHz (radiotelephony)
- 156.8 MHz FM (VHF channel 16)
^ all distress transmissions on the frequency of 500 kHz or 2182 kHz
may be preceded by the appropriate alarm signal
^ In remote ocean areas, the distress call should also be transmitted to
a REC (CRS) on a ship-to-shore HF circuit, especially in cases where
distress calls on 500 kHz, 2182 kHz, or on the 16 do not receive a
response from other stations.

* If there is any doubt regarding the reception of the distress message, it

should also be transmitted on any available frequency on which attention may
be drawn, such as intership frequencies that may be used in the area in
question.

section -2
 * However, sufficient time must be allowed before changing frequency to allow
a response.

* In the event of a failure of the on-board radio station, it must be possible to

transmit a message using portable equipment provided for use on survival craft.

Distress alert from an aircraft

* The aircraft will normally notify an STA unit (ATS), which in turn will notify
the CCS (RCC).

* Use the 121.5 MHz frequency if no response is received on the assigned

frequency:
- transmit blindly
- set the transponder to 7700 for the distress frequency.

* An aircraft in distress may use any available means to attract attention,

make its position known and obtain help.

RLS (EPMB) and TLS (ELT)

* The RLS (EPIRB) and the TLS (ELT) are also means of alert. Its purpose is
to alert when none of the other alert methods work.

* An EPIRB transmits a signal that alerts the SAR authorities and allows
rescue resources to go to the ship in distress.
^ It will be activated automatically when exposed to seawater, or manually
^ types of maritime satellite EPIRBs
^ 406 MHz satellite EPIRB, whose signals are retransmitted via the
COSPAS-SARSAT satellites
^ Inmarsat E EPIRB, whose signals are retransmitted via Inmarsat
satellites
^ Non-satellite EPIRBs that use VHF channel 70 near the coast,
instead of satellite EPIRBs, whenever receiving stations exist.

* Most civil aircraft carry one of two types of TLS (ELT) in order to alert SAR
authorities of a distress situation.

- 406 MHz satellite TLS (ELT) for use with COSPAS-SARSAT system
satellites
- 121.5 MHz TLS (ELT) for high-altitude aircraft to hear.

* COSPAS-SARSAT calculates position information for EPIRBs and TLSs.

* Most TLS (ELT) and EPIRBs provide homing signals on 121.5 MHz; some
also use the 243 MHz frequency, and some EPIRBs may also have a RESAR
(SART).

* Most EPIRBs and all ELTs are designed to activate automatically when a

section -3
vessel sinks or an aircraft crashes (EPIRB alerts indicate whether the beacon
was activated automatically or manually).

* Some TLS (ELT) and RLS (EPIRB) may also have comprehensive GPS
(Global Positioning System) functions.

* Inmarsat E EPIRBs transmit messages via the Organization's geostationary

satellites and ETCs (CES) to CCSs (RCCs). These beacons have coded and
registered identity signals.

* Inmarsat E EPIRB position information is obtained either from integral

equipment such as GPS, or through an interface with onboard nautical
equipment (position obtained from onboard equipment cannot be updated once
the EPIRB is floating).

* Inmarsat E EPIRBs operate only within the Inmarsat coverage area,

generally between 70° north and south latitude.

* It is recommended that an EPIRB that has come into operation, even if it is

an inadvertently triggered false alarm, remains on until the CCS (RCC) is
informed.
- This allows the CCS (RCC) to act with more reliable information about
the position and identification, which allows the alert to be resolved without
having to send SAR means if not necessary.
- An attempt will be made immediately to notify the CCS (RCC) that the
alert is false using any other means.

Additional equipment

* SOLAS requirements applicable to ships include the following equipment:

- portable two-way VHF radiotelephone sets and radar transponders for
survival craft, which are They will place both sides of the ship in a position that
allows them to be transported aboard the survival craft
- the RESAR (EPIRB), which after being manually activated begins to
receive radar pulses
-and automatically transmits a series of pulses that appear on the
radar screen as a series of elongated echoes, similar to the echoes
of radar beacons (racon).

Distress message from a ship

- The most important components of the distress message include:

- vessel identification
- position
- nature of the event and type of assistance needed
- nearby weather conditions, wind direction, sea state and visibility
- abandon ship time
- number of crew members remaining on board
- number and type of survival craft launched into the sea

section -4
 - emergency locating aids on survival craft or thoseandConnect
atthe sea
If there is time,
transmit athe EPIRB
RESAR (SART)
Embark on the
super -boat
vtvencla with the team
- number
Guid of seriously injured. immediately and leave
by LSD (DSC) on quasi-
them on
symmetric hectometric
metric wave* ,
the RESAR (SART)
ance waves or by Inmarsat
the RLS (EPIRB)
on
* Asthe much of the above information as possible will be included in the initial
distress
oper message.
ation Transmit a distress call
Communicate with cough
Connect the EPIRB
CCS (RCC) and cough
of
*Circumstances will determine Inmarsat the frequency of subsequent transmissions.
over DSC ( HF/VHF) or (EPIRB) and the H RESAR
ships for
(SART) manually on board
the HF/
Ihectometric/metric
GMD or by Inmarsat
* InSSgeneral, if time permits, it will be preferable to send a series of short
messages
for rather than one or two long ones.
capt Notify CCS by Communicate with
ains
* International
Is there a visual distress signals are displayed below.
LSD in waves CCS (RCC) and cough
potential daca metrics/ ships for
of problem? hectometric/ HF/
ship metrics or by hectometric/metric

Section
s in 3 provides additional information on this.
Inmarsat or by Inmarsat

distr
ess to the survival craft.
Digital selective
calling (LSD (DSC))
Walky talky Radiotelex

If necessary, any appropriate means will be

CANCELLATION OF THE
VHF
DISTRESS
used to alert other vessels.
Cane! 70
MESSAGE
Channel 16
Nothing stated above is intended to prevent
the use of any or all available means to issue M.F. 2187.5kHz 2182kHz 2175.4kHz
the distress alert. HF4 4207.5kHz 4125kHz 4177.5kHz

* The cancellation will take place as soon as the ship in need of assistance HF6
HF8
6312kHz
8414.5kHz
6215kHz
8291kHz
6288kHz
8376.5kHz

has been recovered or when the assistance of SAR means is no longer HF12
HF16
12577kHz
16804.5kHz
12290kHz
16420kHz
12520kHz
16695kHz

necessary.

* Any false alerts, including those caused by human error, will be canceled so
that SAR authorities do not have to respond unnecessarily.

DOCTOR

*MEDICAL messages request or transmit medical advice to and from a vessel

at sea.

* Each MEDICAL message may be directed to a CCS (RCC) or to the

communications facilities of ships at sea.

* Messages must use the prefix "DHMEDICO" so that communications

personnel know how to treat them as medical messages.

section -5
section -6
 Rocket-flare with

Square flag with ball above or below

OO

light/s
signal
OL

O0

ound
LL

SOS

with
O

Slow and repeated movements, raising and

lowering the arms extended laterally

* The ITU List of Radiodetermination Stations and Stations Performing

Special Services lists commercial and government stations that provide free
medical message services to ships.
- such messages are normally transmitted to hospitals or other facilities with
which the SAR authorities or the communications facility have made prior
arrangements.

* SAR services may provide medical advice, either through their own doctors
or through agreements with doctors who do not belong to the SAR
organization.
* There are several commercial firms that, through international subscription,
provide medical advice to ships at sea on a pay-per-consultation basis.
- the best-known medical advice center is the Centro Internazionale Radio-
Medico (CIRM)
^ Its headquarters are in Rome, Italy
^ CIRM has doctors available to users 24 hours a day
section -7
 ^ Provides free medical advice by radio to ships anywhere in the world

^ If you would like more information about the services provided by CIRM,
please contact:
^ phone: 06/5923331-2
^ facsimile: 06/5923333
^ telex: 612068 CIRM 1.

*Responses to messages will indicate the medical facility providing the

information.

MEDICAL EVACUATION (MEDEVAC)

* If medical evacuation is considered, its advantages must be weighed against

the dangers that such operations pose, both to the people needing assistance
and to rescue personnel.

*When medical assistance is necessary, the information below must be sent

to the CCS (RCC). In some cases, it may be necessary to provide additional
information:
- vessel name and radio call sign
- position of the ship and port of destination
- estimated time of arrival, course and speed
- name, age, sex, nationality and language of the patient
- patient's breathing, pulse, temperature and blood pressure
- pain location
- nature of the illness or injury, including its apparent cause and related
history
- symptoms
- type, time, form and quantities of all medications supplied
- time the last meal was eaten
- whether the patient can eat, drink, walk, or be moved
- In the event of an accident, how did it occur?
- whether the ship has a first aid kit and whether a doctor or a person with
medical knowledge is on board
- whether an area suitable for helicopter maneuvers or sling operations is
available
- name, address and telephone number of the ship's agent

- last port of call, next port of call, and estimated time of arrival there
- communications and homing signal available
- other pertinent observations.

* The final decision on the convenience of carrying out the evacuation is the
responsibility of the person who commands the rescue means in charge of the
evacuation.

Helicopter evacuation

* When arranging the evacuation of a patient by helicopter, the following

points will be taken into account:
section -8
 - when requesting helicopter help
- A rendezvous point will be arranged as soon as possible if the vessel
is beyond the range of the helicopter and therefore must divert
- as much medical information as possible will be provided, particularly
regarding patient mobility
- Any change in the patient's condition will be communicated
immediately.

- preparation of the patient before the helicopter arrives

^ the patient will be taken as close as possible to the evacuation area
by helicopter as his condition allows
^ It will be ensured that the patient carries a card indicating any
medication he or she has received.
^ the patient's documents, passport, medical history and other
documents deemed necessary, will be put in a package that will be
transported with the patient
^ ensure that staff are prepared to move the patient to a special
stretcher (lowered by helicopter) as soon as possible
^ The patient will lie face up on the stretcher, wearing a life jacket if
their condition allows, and will be securely restrained.

Preparations on the ship

* The following information will be exchanged between the helicopter and the
ship in order to prepare for helicopter operations:
- ship position
- course and speed to meeting point
- local weather situation
- means of identifying the ship from the air (such as flags, yellow smoke
signals, floodlights or daytime signal lamps).

* The following checklist may assist the bridge officer before initiating
helicopter-to-ship operations. The list was developed for large merchant
vessels, but the information can be useful for vessels of any size.

Inflight safety checklist

To be checked by the officer in charge

Generalities

- Have any loose objects been secured or removed in and around the area of
operations?

- Have all antennas and portable devices located above the operations area
been removed or tied down?

- Has a pennant or windsock been hoisted so that it can be easily seen by the
helicopter pilot?

section -9
 - Has the officer of the watch been consulted regarding the level of readiness
of the ship?

- Does the officer in charge of the deck team have a portable radio receiver
(walkie talkie) to communicate with the bridge?

- Are the fire pumps operating and do they have sufficient pressure on deck?

- Are the fire hoses ready? (The hoses will be close to the area of operations
but outside of it).

- Are portable foam equipment and foam hoses ready?

- Are dry powder fire extinguishers ready to be used?

- Is the deck crew fully equipped, with the correct clothing and in the proper
position?

- Are fire hoses and foam nozzles pointed outside the area of operations in
case of accidental discharge?

- Has a rescue team been arranged?

- Is the rescue boat ready to be launched in the event of a "person

overboard"?

- Is the following equipment at hand?

big ax Kickstand lever
Wire cutters Signal/red light flashlight
emergency
Glow sticks (for night use) First aid equipment

- Have the correct lights been turned on before night operations (including
special navigation lights) and have they not been directed towards the
helicopter?

- Are deck crew members prepared, wearing brightly colored vests and
protective helmets, and are all passengers clear of the operations area?

- Is the hook operator wearing a helmet, thick rubber gloves, and rubber-soled
shoes to avoid the danger of static discharge?

- Are the entrance and exit to the operations area kept free?

- Has the radar been secured or placed in standby mode immediately before
the helicopter arrives?

helicopter descent

- Has the deck team been informed that the helicopter is going to land?

- Is the deck operations area free of water or rations?

section -10
 - Have stringers, and if any, awnings, stanchions or other obstructions been
lowered or removed?

- If so, have portable pipes been removed and fixed ends plugged?

- Are there lifting ropes on hand to tie down the helicopter, if necessary?
(Note: only the helicopter pilot can decide whether or not to tie down the
helicopter.)

- Have all personnel been warned to stay away from rotors and exhausts?

Tankers: Additional points

- Vessels that do not have an inert gas system: Has the pressure been
removed from the tanks 30 minutes before beginning helicopter operations?

- Ships with an inert gas system: Has the pressure in the cargo tanks been
reduced to a slight positive pressure?

- All tankers: Have all tank openings been secured after venting operations?

Bulk carriers and combined cargo ships: Additional points

- Has surface ventilation of all dry bulk cargoes been stopped and all hatches
closed before helicopter operations begin?

Gas tankers: additional points

- Have all precautions been taken to avoid vapor emissions?

Other considerations

* Vessels that are not suitable for helicopter descent operations (due to their
size, design or nature of their cargoes) should carefully consider how to move
people or equipment in an emergency.

* Emergency procedures could consist of evacuating an injured person or

transporting a doctor to the ship by slinging him down.

* For additional information regarding helicopter operations, ship preparations

and safety issues, see section 3.

PERSON IN WATER

Three situations

* Immediate measures
- From the bridge the situation is noticed and immediate measures are
taken.

* Delayed action
section -11
 - A witness notifies the bridge of the situation and measures are taken with
some delay.

* Missing person
- The bridge is notified of the person's disappearance.

Ship maneuvers

* When there is a possibility of a person overboard situation, the crew should

attempt to recover the person as soon as possible.

* Some of the factors that affect how quickly a person will recover are:
- the maneuvering characteristics of the ship
- wind direction and sea state
- the experience and training level of the crew
- power plant capacity
- the location of the event
- the level of visibility
- recovery techniques
- the possibility of having the help of other vessels.

Initial measurements

* Throw a life preserver overboard as close to the person as possible.

* Give three long blasts with the ship's siren, shout "person overboard."

* Start the rescue maneuver as indicated below.

* Take note of the position, speed and direction of the wind and the time.

* Inform the captain of the ship and the engine room.

* Be vigilant so as not to lose sight of the person.

* Throw the marker dye or shoot the smoke flare.

* Inform the radio operator, keep him informed of the position.

* Keep the engines in standby status.

* Prepare the lifeboat for possible launch.

* Distribute portable VHF radios for communication between the bridge, deck
and lifeboat.

* Prepare the pilot scale for rescue.

Normal recovery methods

*The Williamson turn

section -12
 - take advantage of the initial line of defeat
- works with reduced visibility

- simple
- moves the ship away from the scene of the incident
- slow procedure

The Williamson Turn

Put the helm on the side (in a situation of immediate action, only on the side in
which the accident occurred).
After deviating 60° from the initial course, put the rudder on the opposite side.
When the vessel has set the bow at 20° from the opposite course, put the
rudder into the track and turn the vessel towards the opposite course.

section -13
* A twist ("simple twist, Anderson
twist") - the fastest rescue method

section -14
 - suitable for vessels with restricted turning capacity
- used mostly by ships of considerable power
- very difficult for single propeller ships
- difficult because the approach to the person is not direct

Simple turn (270° maneuver)

Put the helm to the band (in a situation of 'immediate action'. only to the band
in which the accident occurred).
After deviating 250° from the initial course, put the rudder on the track and
begin the stopping maneuver.

* Scharnov turn
- will put the ship back in its wake
- shorter distance is traveled, with the consequent saving of time
- cannot be carried out effectively unless the time elapsed between the event
and the start of the maneuver is known

Scharnov turn

section -15
 (Not applicable in an immediate action situation.)
Put the helm to the band.
After deviating 240° from the initial course. put the rudder on the opposite
side.
When the ship has set its bow at 20° from the opposite course. put the rudder
on the track so that the ship turns in the opposite direction.

section -16
 SHIP EMERGENCIES AT SEA

* Some of the cases of emergencies that can occur at sea are:

Fire on board
- activate the fire alarm
- report the position of the fire
- fire assessment
^ determine the class of fire
- determine the appropriate extinguishing agent
- determine the appropriate method to stop the fire
- determine how to prevent the fire from spreading
- determine the necessary crew and firefighting equipment
- establish adequate communications between the bridge and the fire
position
- initiate maneuvers to stop the fire
- continue until the fire has been extinguished

- If help is needed, transmit a distress call and message

Grounding

- check hull damage

- If help is needed, transmit a PAN-PAN emergency signal
- determine which side the deep water is on
- determine if the wind and sea are aggravating the grounding situation
- reduce the draft of the ship
- put the engines in reverse to stop
- If it is impossible to dislodge until help arrives or the tide changes, minimize
damage to the hull and water ingress

Hull malfunctions

- locate the water entry point

- Disconnect all electrical circuits passing through the affected area
- shore up the area to contain the flow of water
- check the operation of the bilge pump
- check the operation of the auxiliary pumps in case they are necessary
- if necessary and as a last resort, abandon ship

Abandonment of the ship

- abandon ship only as a last resort

- transmit a call and a distress message
- put on life jackets, wear appropriate clothing in water temperatures below
16°C (60°F), put on immersion suits
- arrange for the crew to wait by the boat or liferaft and prepare for launch

section -17
 - Make sure the boat is attached to the vessel
- board the crew and launch the boat into the water
- keep the boat or liferaft tied to the ship as long as possible

Medical emergency

- recognize the victim to carry out primary medical treatment

- carry out treatment as soon as possible with the services and medication
available on board
- consult the previous sections on MEDICO and MEDEVAC
- If medical evacuation is required, notify relevant authorities
- Prepare the patient for evacuation Gather the appropriate documents and
submit them with the patient.

ILLEGAL ACTS

Pirates and armed robbers

- There is a special signal for ships attacked or threatened with attack by

pirates and armed robbers.

- "Piracy/Armed Robbery" is a distress message category for all DSC (DSC)

equipment classes and Inmarsat has added a piracy message to the Inmarsat-
C menu for GMDSS (GMDSS).
- For their own safety, ships may be forced to covertly send a "piracy/armed
robbery" message.

- When the CCS (RCC) is aware that such a situation is occurring, it will
inform the relevant institutions.

- If the ship sends a message covertly, care will be taken in responding to the
communication so as not to alert pirates.

- The two differentiated phases in an attack by pirates or armed robbers are:

- Onboard personnel detect pirates before boarding the ship
- The pirates board the ship undetected, taking hostages and threatening the
crew with violence or death.

* Normally, pirates order the ship not to make radio transmissions with
renewed threats of violence.

Pirates detected before they board the ship

* Unless pirates have ordered the ship to cease all radio communication,
immediate contact should be made with nearby ships and shore authorities by
sending a "piracy attack/armed robbery" message to via Inmarsat or by an
available LSD (DSC) or any other distress and safety frequency.

Undetected pirate boarding

* The ship must obey any order from pirates or armed robbers not to make

section -18
any form of transmission to inform land authorities of the attack. Pirates could
carry devices capable of detecting terrestrial radio signals.
- A recommended alternative in this situation is to automatically send the
alarm signal via satellite so that it cannot be detected by hackers.
- the alarm signal should be made via Inmarsat using the Inmarsat-C “piracy
attack/armed robbery” message, together with the current position of the
vessel.

* This message must be activated through hidden push buttons located in at

least three different locations on the vessel, namely
- the wheelhouse
- the captain's cabin
- the engine room.

* After activating the push button, the satellite terminal should automatically
select and transmit the attack message to the relevant ground authorities.

* In order to avoid false alarms, the push button must have a coded operating
sequence whose activation requires deliberate intervention. Said system:
- will allow hackers to not realize that a message has been transmitted
- will provide early warning to ground authorities that an attack is taking place
and may be able to deter future attacks.

AIRCRAFT EMERGENCIES

* In accidents that occur during the flight, follow the instructions in the flight
manual corresponding to the particular aircraft. If you do not have such a
manual, the general information below may be helpful.

Aircraft distress message

* An incident may be a DISTRESS or EMERGENCY situation.

Help

-start contact communication with the word "MAYDAY" repeated three times

Emergencies

- contact communication with the word "PAN-PAN" repeated three times.

- Specific procedures for dealing with emergency situations cannot be

established in advance due to the large number of possible variables.
- The flight manual for the specific type of aircraft is the best source of
guidance and should always be carried on board.

section -19
 Aircraft Pilot Distress Message Checklist

- When reporting an accident on an aircraft in flight, the pilot in command

must expect that the STA (ATS) unit will ask for the following information:
- identification and type of aircraft
- the nature of the incident
- the wishes or intentions of the pilot
- the pilot must also include:
^ the altitude of the aircraft
^ remaining fuel in hours and minutes
^ the weather conditions available
^ your ability to fly under instrument flight rules (RVI (VFR))
^ the time and place of last known position
^ heading from last known position
^ relative speed
^ navigation equipment status
^ NAVAID signals received
^ visible landmarks
^ the color of the aircraft
^ the number of people on board
^ the starting point and the destination
^ the emergency equipment available on board.

Transmission of the distress message

* When an aircraft sends a distress message by radio, the first transmission

will generally be made on the designated frequency on the air route. ground in
use between the aircraft and the STA (ATS) unit.
- although 121.5 MHz and 243 MHz are the distress frequencies, the aircraft
will normally remain on the initial contact frequency
^ change frequencies only when there is a valid reason.

* In an emergency situation, the aircraft may use any other available

frequency to establish contact with any ground, mobile or direction-finding
station.

* SAR organizations will normally inform merchant ships of aircraft casualties

at sea.

Ship-aircraft communications

* Civil ships and aircraft may need to communicate with each other in the
event that either is in an emergency situation or communicating with SAR
facilities.

* Since these cases may occur rarely, civil aircraft do not have additional
equipment for these purposes; Incompatibility of equipment can make
communication difficult.

section -20
 * The aeronautical mobile service uses amplitude modulation (AM) for VHF
telephony, while the maritime mobile service uses frequency modulation (FM).

* Except for the USR (SRU), ships cannot communicate normally on the
frequencies 3023 and 5680 kHz, nor 121.5 and 123.1 MHz.

* The following frequencies may be used for safety communications between

ships and aircraft when compatible equipment is available:

2182kHz

-many vessels, especially fishing vessels, and almost all boats, are equipped
to use the 2182 kHz frequency
^ some transport aircraft can transmit on 2182 kHz, and aircraft
designated for maritime SAR operations must carry equipment on
this frequency
^ Aircraft may have difficulty calling ships on the 2182 kHz frequency,
as ships normally keep watch on this frequency by automatic means,
and are alerted when the radiotelephone alarm signal is transmitted.

4125kHz

-this frequency can be used by aircraft to communicate with ships for relief
and safety purposes
^ not all ships may carry it
^ If an aircraft requires assistance from a ship, SAR authorities can
inform ships in the vicinity and ask them, if feasible, to establish
listening on the 4125 kHz frequency.

3023 and 5680 kHz

^ These are on-scene HF radiotelephone frequencies for SAR.

^ designated SAR aircraft and most civil aircraft with HF equipment can
transmit on these frequencies
^ They can also be used by ships and RECs (CRS) conducting
coordinated SAR operations.

121.5MHz AM

^ This is the international aeronautical distress frequency

^ all designated SAR aircraft and civil aircraft carry equipment to
transmit on 121.5 MHz
^ It can also be used by land stations or ships for security purposes.
^ all aircraft should maintain monitoring on this frequency if cockpit
duties and equipment limitations prevent this

section -21
 123.1 MHz AM

- this is the aeronautical frequency at the scene of the incident that can be
used jointly by aircraft and ships carrying out SAR operations

156.8MHz FM

- this is the VHF maritime distress frequency (channel 16) carried by most
ships and other vessels
^ Civil aircraft do not normally carry radios that can transmit on this
frequency, although some aircraft that regularly fly over the sea have
such radios, usually in portable equipment.

^ Designated SAR aircraft are required to use this frequency to

communicate with damaged ships or in relief operations.

* Once alerted, RCCs can often help aircraft establish direct communications
with ships or provide a message retransmission.

GENERAL INFORMATION ABOUT EMERGENCY CASES IN FLIGHT

* Some cases of in-flight emergencies consist of:

Unlawful interference

* If possible, set the transponder to 7500 to avoid illegal interference.

Fuel shortage

* Set the most economical relative speed; If the engine or engines fail,
maintain the best planing speed.

* Communicate the situation, position and intentions to the appropriate STA

(ATS) unit through the 121.5 MHz frequency if no other frequency is available.

* It is safer to land or ditch with the help of the engines and before the fuel
runs out.

Mechanical difficulties

* If possible, communicate the situation, position and intentions to the

appropriate STA (ATS) unit via the 121.5 MHz frequency if no other frequency
is available.

* Land as soon as feasible.

section -22
 Communications failure

* Set the responder to 7600 in case of a communications failure.

* Use the visual cues in Section 2, in the Search Function section.

Crash landing

* Set the responder to 7700 for accidents.

* Inform the STA (ATS) unit of the situation, position and intentions.

* Choose a suitable landing area.

* Check that safety belts and harnesses are properly fastened.

* With engines running:

- fly over the chosen landing zone at a low speed and altitude, watching for
obstacles and checking the direction of the wind
- ascend to a normal altitude
- carry out a normal approach fully deploying the lift fins and using landing
techniques for short or unpaved runways
- make passengers prepare for impact
- keep the landing gear retracted if you have to land on rough terrain or on
water
- Shut off the fuel and electrical system when landing is complete
- evacuate the aircraft immediately and stay away from it until the fire danger
has passed - provide first aid to injured crew members and passengers as
necessary
- or manually activate TLS (ELT).

Without the engines:

-carry out a normal approach, fully deploying the lift fins and using landing
techniques for short or unpaved runways
- make passengers prepare for impact
- keep the landing gear retracted if you have to land on rough terrain or on
water
- Shut off the fuel and electrical system once the lift flaps and landing gear (if
applicable) are deployed
- evacuate the aircraft immediately and stay away from it until the fire danger
has passed
- Provide first aid to injured crew members and passengers as necessary
- manually activate TLS (ELT).

Forced ditching

- Set the responder to 7700 for accidents.

* Inform the STA (ATS) unit of the situation, position and intentions of ditching.
- This will normally be on the air traffic control en-route frequency or
121.5/243.0 MHz

section -23
 - If communications are not established in both directions, transmit blindly
- If the aircraft is equipped with a HF radio, request the STA (ATS) unit that
the SAR authorities alert nearby vessels and that they attempt to communicate
with the aircraft on 4125 kHz.

* If it is possible to parachute, whether this option would be safer than

ditching.
- Military fighters, due to their small size and high landing speed, often react
violently to a forced ditching
- Military bombers, which have a relatively weak base due to the dimensions
of the bomb bay doors, can break in two when forced to ditch.
- With these two types of aircraft, parachuting is usually preferable to
ditching.
- satisfactory ditchings have been carried out with most other types of aircraft
- The outcome of a ditching is best on low-wing aircraft with a pressurized
cabin and without large overhanging engine nacelles or long aft bodies.

- Determine the direction of the primary and secondary waves.

- primary swell is visible during daytime visual flight meteorological conditions
(CMVV (VMC)) from an altitude equal to or greater than 2000 feet
- the waves are caused by distant weather systems and the waves do not
break
- The primary wave system takes the form of a defined pattern or differences
in the intensity of light on the surface
- By observing the pattern for a few moments, the direction of movement can
be determined
- at night or in CMVI (IMC), this information can be obtained from surface
vessels located in the vicinity
- the secondary wave system, if any, may not be visible until an altitude of
1,500 to 800 feet.

- Determine the direction and speed of the wind on the sea surface.
- observe the specific effects of wind on water
- The little sheep lean forward with the wind, but the waves overtake them,
creating the illusion that the foam is sliding backwards. The objective is to moor
in the same direction that the sheep are moving unless the waves are big
- Wind speed can be accurately estimated by observing the appearance of
wind drifts, spray, and drifts.
- The Beaufort scale, with data on wind speed and wave height, is provided
at the end of this section.

- Verify wind and wave observations.

- When flying at a low altitude above the water, the sea presents an abrupt,
uncontrolled and agitated appearance when heading towards it
- When descending or flying parallel to the sea, the surface has a more
serene appearance.

- Launch the cargo and fuel, but keep enough to dock with the engines
running.

- Check that safety belts and harnesses are properly fastened.

section -24
 - Determine the best course to carry out a forced ditching.
- The following figure shows ditching parallel to the waves. This is the best
course in a ditching; It is preferable to moor at the top or back of the wave

- The best course in a ditching is normally parallel to the primary wave

system and along the secondary wave system
- After the previous one, the best option is parallel to the secondary wave
system and along the primary wave system
- The choice between these two options will be determined by the headwind
component that each one has.
- try to dock with the wind on the opposite side of the passenger door; A
more sheltered position can facilitate the opening of the door and the
subsequent exit of passengers.

- Never dock in front of (or less than 35° from) a primary swell, unless the
sea surface winds constitute a significant percentage of the aircraft's minimum
lift speed in the ditching configuration. .

Winds from 0 to 25 knots

- ignore the crosswind component and moor parallel to the primary swell,
using the course that offers the greatest bowwind component

- If there is pronounced secondary swell, it may be preferable to moor

through the secondary system and accept a certain tailwind component

Winds greater than 25 knots

- It may be necessary to select a course that is neither parallel to the swell
(since the crosswind component can reduce aircraft control at a low speed) nor
against the wind (because the reduction in speed due to the headwind will not
compensate for the disadvantage of mooring in the waves)
- It is recommended to use a course that forms an angle with the direction of
the wind and the primary swell, accepting a greater component of crosswind
the higher the swell and taking a greater component of bowwind the higher the
winds are with respect to the minimum lift speed of the aircraft
- When mooring parallel to a wave system it is preferable to do so on the
crest, and it is acceptable to moor on the back or in the trough.
- mooring in the front part of the swell should be avoided
- If docking in a swell cannot be avoided, contact with the water should occur
immediately after passing the crest.

section -25
 Ditching on the back of a swell

* Return to the ditching course and begin the descent.

- the lift fins must be fully deployed
- The landing gear must be kept deployed.

* At a low altitude, reduce the speed of contact with the water to 5 to 10 knots
above the loss speed.

* Use the engines to maintain a minimum descent rate (no more than 300 feet
per minute) and a rearing position of about 10°.
- kinetic energy must be degraded and the resulting deceleration must
increase with the SQUARE of the speed at the moment of contact with the
water
- At night or over calm waters, it is very easy to make a mistake in estimating
the height above the sea. This technique reduces the chances of making a
false estimate of altitude, losing lift, and coming into contact with water in a
potentially catastrophic diving position.

- It is very important to use the engine power correctly during the approach
- if only one side's engines operate, some power must be used to straighten
the aircraft during approach; A balance will have to be struck between the need
for as slow a collision with the water as possible and the loss of control that can
occur when suddenly applying unbalanced power at a speed close to the stall
speed.

* Choose a point of contact with water.

- the pilot must observe the sea surface in front of him
- The presence of shadows and little sheep close together are an indication
that there is a surge and the waters are rough.
- Contact with water should be avoided in such areas
- Contact must be made in an area (only about 150 meters is needed) where
shadows and sheep are not so abundant.

* Shut off engines and prepare for impact.

- maintain speed 5 to 10 knots above stall speed; NEVER let the aircraft stall;
do not straighten before tying
- If it is necessary to maintain the proper rearing position, continue with the
engines running until the tail has touched the surface
- keep the wings horizontal.

* Evacuate the aircraft as quickly as possible after all movement has stopped.
- Passengers must remain in their seats with their seat belts fastened until

section -26
the inrush of water, if any, has subsided, in order to prevent them from being
swept through the cabin by the current.
- helicopters tend to rotate in an inverted position except in very calm waters,
even if equipped with flotation devices
- In order to avoid disorientation, occupants must identify and take a
reference point until they are ready to exit the aircraft
- Life jackets should not be inflated until you have left the aircraft.

section -27
 Beaufort State of the sea
Number Wind speed
(knots)
Wave height
(meters/feet)
0 Mirror-like 0/0

1 1-3 Ripples with the appearance of scales 0,2/0,5

2 4-6 Small waves; the ridges have a glassy appearance and 0,3/1
do not break
3 7-10 1/2
Big waves; the ridges begin to break. Foam with a glassy
appearance; scarce and widely dispersed sheep
4 11-16 Small waves, getting bigger. Quite frequent little sheep 2/5

5 17-21 Moderate waves that take on a long and pronounced 3/10

shape, numerous little sheep
6 22-27 Large waves begin to form; the white foam ridges are 5/15
more considerable; there is some dew

7 28-33 The sea becomes rough and the white foam of the 6/20
breaking waves begins to rise in streams in the direction
of the waves.

(continued) (cont.)
Beaufort State of the sea
Number Wind speed
(knots)
Wave height
(meters/feet)
8 34-40 Moderately high waves of greater length; the edges of 8/25
the ridges break into splashes; foam rises in well-marked
trails in the direction of the wind

9 41-47 High waves. Dense trails of foam; the sea begins to stir; 9/30
spray affects visibility
10 48-55 10/35
Very high waves with curved crests; large pieces of foam
rise in dense white trails. The entire surface of the sea
takes on a whitish appearance

Beaufort scale

EMERGENCY TEAM

* An aircraft should not be used in long-duration marine operations without

carrying the equipment listed below:
- a life jacket (life jacket) for each person on board, equipped with a locator
light and whistle
- Sufficient life rafts to accommodate all occupants
- at least one pyrotechnic signaling device for each life raft
- a survival TLS (ELT), with replacement batteries
- a survival and first aid kit for each life raft needed

section -28
- an immersion suit, if justified and if the aircraft allows it to be worn.

- All material must be easily accessible in the event of a ditching.

The equipment must be located in clearly marked points.

section -29
 Appendix A - Regulation V/10 of the International Convention for
the Safety of Life at Sea, 1974

Distress messages - Obligations and procedures

a) The captain of any ship that, while at sea, receives a signal, from any
source, to the effect that a ship, aircraft or survival craft is in danger, is obliged
to go at full speed in help the injured people, informing them, if possible, that
you are coming to help them. If he cannot come to provide that assistance or if,
given the special circumstances of the case in question, he considers that it is
unreasonable or unnecessary to do so, he will note in the Navigation Log the
reasons why he did not come to the aid of the injured persons and , taking into
account the recommendations of the Organization 5 , will inform the appropriate
search and rescue services accordingly.

b) The captain of a ship that is in danger has the right, after consulting with
the captains of the ships that respond to his distress call, to request assistance
from the ship or ships that in his opinion can best provide it. , and the captain of
the ship or the captains of the requested ships will be obliged to satisfy the
requirement by going full force to the aid of the injured persons.

c) The master of a ship will be relieved of the obligation imposed by

paragraph a) of this rule when he has knowledge that one or more ships other
than his own have been requested and are satisfying the request.

d) The master of a ship shall be relieved of the obligation imposed by

paragraph a) of this rule, and, if his ship has been requested, of the obligation
imposed by paragraph b) of this rule, if the injured persons or the The captain of
another ship that has already arrived at the place where said people are
informs him that help is no longer necessary.

e) The provisions of this rule are without prejudice to the provisions of the
International Convention for the Unification of Certain Rules Relating to Aid and
Rescue at Sea, signed in Brussels on September 23, 1910, especially with
regard to the obligation to provide assistance imposed by Article 11 of said
Convention.

5 See the MERSAR Manual, as amended, for the immediate measures to be taken by any ship
when it receives a distress message.

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 Appendix B - Message about search activities

Sample message about search measures:

FROM SANJUAN:COORDSAR SAN JUAN, PUERTO RICO

A MOTONSHIP DEVON PACIFIC/GKXB
MOTONAVE KAPTAN BRANDT/SVCL
B.T.

MARED AIRCRAFT N999EJ (USA) IN DANGER EASTERN CARIBBEAN

PLAN OF SEARCH MEASURES FOR SEPTEMBER 15, 1996

1. SITUATION:

A. AIRCRAFT N999EJ REGISTERED IN THE USA REPORTED ENGINE

FAILURE AND ITS INTENTION TO LAND NEAR 14-20N64-20WEN 152200Z

B. CESSNA CITATION III, WHITE WITH BLUE TRIM

C. FOUR PEOPLE ON BOARD

D. MAIN OBJECTS OF THE SEARCH: ORANGE LIFE RAFT WITH

AWNING FOR 8 PEOPLE, FLARES. SECONDARY OBJECTS: PEOPLE IN
THE WATER, WASTE, MIRROR, ORANGE SMOKE.

2. MEASURES: REQUEST TO MOTORSHIP DEVON PACIFIC AND

MOTORSHIP KAPTAN BRANDT TO DEVERT TO SEARCH FOR
SURVIVORS.

3. SEARCH AREAS: (TWO COLUMNS)

VERTICES OF THE ZONE

A-1 14-11N 64-35W, 14-20N 64-35W, 14-20N 64-15W, 14-11N 64-15W
A-2 14-20N 64-35W, 14-29N 64-35W, 14-29N 64-15W, 14-20N 64-15W

4. EXECUTION: (FIVE COLUMNS)

MIDDLE AREA TRANSV CONFIGURATION PCB

A-1 DEVON PACIFIC B.P. 180V 14-18.5N64-33.5W
A-2 KAPTAN BRANDT B.P. 000V 14-21.5N64-33.5W

5. COORDINATION:

A. THE CMS (SMC) IS THE SEARCH AND RESCUE COORDINATOR OF

SAN JUAN

B. DESIGNATED DEVON PACIFIC/GKXB MOTORCRAFT CLS(OSC)

C. START THE SEARCH WHEN YOU ARRIVE AT THE PLACE OF THE

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ACCIDENT

D. SEPARATION BETWEEN DESIRED PATHS 3MM

6. COMMUNICATIONS:

A. CONTROL: INMARSAT

B. PLACE OF THE PRIMARY SECONDARY LOSS

VHF-MF CHANNEL23A CHANNEL 16.

7. REPORTS:

A. CLS (OSC) SEND A SITREP TO CMS (SMC) ON ARRIVAL AT THE

ACCIDENT SITE AND EVERY HOUR THEREFORE. INCLUDE
METEOROLOGICAL, SEA, ETC. CONDITIONS FOR EACH ZONE IN ALL
SITREP.

B. CLS (OSC) REPORT ON THE AREA WHERE THE SEARCH HAS BEEN
CARRIED OUT (SQUARE MARINE MILES), HOURS OF SEARCH,
SEPARATION BETWEEN PATHS USED, VERTICES OF THE AREAS
WHERE THE SEARCH HAS BEEN CARRIED OUT IF THEY ARE DIFFERENT
FROM THOSE ASSIGNED. SEND REPORTS VIA THE FASTEST MEANS.

B.T.

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Appendix C - Factors Affecting Observer Effectiveness

Limitations of the human eye

The human eye is very complex. Its function is to receive images and transmit
them to the brain for recognition and storage.

* We capture approximately 80% of the information through our eyes.

*The eye is our primary means of recognizing what is happening around us.

* A basic knowledge on the part of the observer about the limitations of the
eyes in detecting the search object is useful for conducting an effective search.

* There are numerous factors that can affect vision:

- dust
- fatigue
- emotion
- germs
- fallen eyelashes
- age
- optical illusions
- effects of alcohol
- certain medications.

* During flights, vision is influenced by:

- vibrations
- weather conditions
- glare
- lightning
- windshield distortion
- aircraft design
- cabin temperature
- oxygen supply
- acceleration forces.

- But above all, the eye is vulnerable to the whims of the mind.
- we can "see" and recognize only what our mind allows us to see.

- An inherent problem with the eye is the time it takes to adjust or refocus.
- Your eyes automatically adjust for near and distant objects, but changing
focus from something close to something far away can take one to two
seconds.

* Another problem related to focusing usually occurs when there is nothing

concrete to focus on, which occurs at high altitudes, but also at low altitudes,
especially over still water or virgin snow.

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 * To truly accept what we see, we need to receive signals from both eyes.
- When a target is visible only to one eye, but an obstacle hides it from the
view of the other, the total image is blurred and the mind cannot always
recognize it.
- Observers should move their heads when obstacles obstruct their view.

- Although the eyes receive light rays from a wide arc of vision, the field of
vision within which they can focus and classify an object is relatively narrow.
- its movement can be perceived in the periphery, but it cannot be
recognized, because the mind tends to not believe what the peripheral vision
detects, which leads to "tunnel" vision
- movement or contrast is needed to capture the eyes' attention.

- The eye is also considerably limited by the environment.

- The optical characteristics of the atmosphere alter the appearance of
objects, especially on hazy days
- Glare, which is generally worse on sunny days, makes it difficult to see
targets and hinders exploration
- an object that contrasts considerably with the background will be easier to
see, while another object with low contrast may be impossible to see at the
same distance
- when the sun is behind the observer, an object may stand out clearly, but
when looking towards the sun, glare will sometimes prevent the object from
being seen.

* Because observers tend to overestimate their visual abilities, the best way to
conduct an effective visual search is to learn effective scanning techniques.

Visual exploration technique

* A method should be agreed in advance by which each observer scans a

sector with sufficient overlap to ensure that no object is left undetected.

* Effective scanning is achieved by a series of short eye movements, at

regular intervals, placing successive areas of soil or water in the central field of
vision.

* Each movement should not exceed 10 degrees.

* Each area should be observed for at least two seconds (plus the time
necessary to refocus if necessary).

* Although most observers prefer to move their eyes horizontally from side to
side, each observer must develop the scanning method that is most
comfortable for him and adjust to it.

* Two effective scanning methods use the "block" method.

- The observation area (windshield) is divided into segments and the
observer methodically scans each block in sequential order in order to detect

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the object of search
- side-by-side scanning method
^ start at the far left of the visual area
^ perform a methodical sweep to the right
^ take very brief pauses in each observation block in order to focus
your eyes
^ at the end of the scan, repeat the operation
- center to side scan method
^ - start in the central block of the assigned search sector
^ - scroll left
^ - briefly focus on each block
^ - quickly return to the center after reaching the last block
from the left
^ - repeat the operation to the right
^ - quickly return to the center, etc.
Note: The pilot operating a search aircraft should examine the instrument
panel at the end of each external scan and then repeat the external scan. (The
pilot should note that refocusing is necessary after examining the instruments.)

* Observers on the sides of the aircraft should scan from bottom to top and
then top to bottom to avoid wasting time having to refocus, and to allow the
forward motion of the aircraft to shift their field of view to along the trajectory.

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 Appendix D – Standard Situation Reporting Format (SITREP) for
Search and Rescue Purposes

The situation report (SITREP) for search and rescue purposes shall be in the
same format as the SAR operation initial and final report form in Appendix E.

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 Appendix E - Forms for the initial and final reports of a SAR
operation

Initial report

HE: __________________
Date: _________________
Search vessel number: _______________Unit: _________
Captain: ______________
Details regarding the nature of the danger or emergency:

Description of the search object

Type of aircraft or vessel: __________________________________

Ship number or name: _____________________________________

Length: _______Sleeve (Wingspan): ________
Number of people on board: ______________
Full description of the ship, including color and markings: _______

Frequencies of the missing vessel: ___________________________

Assigned search areas

Area: ________________________________________________
Search type: __________________________________________
Altitude/visibility: ______________Service time: _______________
Start of search in (situation) ____________________________ and trajectory
(NS) (EW) __________________________________________
Frequencies: __________________________
Coordinating body: ______________________Aircraft: _________
Surface ships: _________________________Others __________

Report on the development of the situation

It must be provided to: _________each __________________hours
with report on weather conditions every __________________hours.

Special instructions

Final report

A
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HE: ___________________________________________________
Search ship: __________________Date ______________________
Starting point: _________________________
Arrival point: __________________________
Departure time: _____________________In service: _____________
Out of service: _________________Land arrival time: ____________
Explored area: ___________________________________________

Search type: __________________Altitude/Visibility: _____________

State of the land or sea: ___________________________________
Number of observers: _____________________________________
Weather conditions in the search area (visibility, speed
from wind, roof, etc.) ________

Search object: (located) at position: __________________________

Number and status of survivors: _____________________________

Sightings and/or other reports: ______________________________

Telecommunications: (Take note of the quality of communications and/or any

changes that have not been reported)

Observations: (Include all measures taken regarding the search, any

problem, criticism, suggestion)

Date ________________________ Name _____________________

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