Flight Training Instruction: Naval Air Training Command

NAVAL AIR TRAINING COMMAND
NAS CORPUS CHRISTI, TEXAS CNATRA P-429 (New 02-21)
FLIGHT TRAINING INSTRUCTION
SHIPBOARD OPERATIONS AND

SEARCH AND RESCUE
TH-57
2021
·•·
I• �-,
...
DEPARTMENT OF THE NAVY
CHIEF OF NAVAL AIR TRAINING
250 LEXINGTON BLVD SUITE 102
CORPUS CHRISTI TX 78419-5041
CNATRA P-429
N714
I Feb 21
CNATRA P-429 {NEW 02-21)
Subj: FLCGHT TRAINING INSTRUCTION, SHIPBOARD OPERATIONS AND SEARCH

AND RESCUE TH-57
I. CNATRA P-429 (New 02-21) PAT, "Flight Training Instruction, Shipboard Operations and
Search and Rescue Phase, TH-ST' is issued for information, standardization of instruction, and
guidance to all flight instructors and student naval aviators in the Naval Air Training Command.
2. This publication is an explanatory aid to the Helicopter curriculum and shall be the authority
for the execution of all flight procedures and maneuvers herein contained.
3. Recommendations for changes shall be submitted via the electronic Training Change Request
(TCR) form located on the CNATRA website.
,L�{-
K.H. DELANO
By direction
Releasability and distribution:

This instruction is cleared for public release and is available electronically only via Chief of
Naval Air Training Issuances Website, https://www.cnatra.navy.mil/pubs-pat-pubs.asp.
FLIGHT TRAINING INSTRUCTION
FOR
SHIPBOARD OPERATIONS AND SEARCH AND RESCUE
TH-57
Q-2C-3156
iii
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Original...0...01 Feb 21 (this will be the date issued)
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 62 CONSISTING OF THE FOLLOWING:

Page No. Change No. Page No. Change No.
COVER 0
LETTER 0
iii – viii 0
1-1 – 1-32 0
2-1 – 2-19 0
2-20 (blank) 0
A-1 – A-2 0
iv
INTERIM CHANGE SUMMARY
The following Changes have been previously incorporated in this manual:
CHANGE
REMARKS/PURPOSE
NUMBER
The following interim Changes have been incorporated in this Change/Revision:
INTERIM
CHANGE REMARKS/PURPOSE ENTERED BY DATE
NUMBER
v
INTRODUCTION
This Flight Training Instruction provides you amplifying information covering shipboard
operations as well as search and rescue procedures. You have to draw upon and apply the
fundamentals you have learned from the previous modules of instruction to successfully
complete this module. The concepts of shipboard operations and search and rescue are the
capstones of this stage.
SCOPE
This publication contains procedures introduced in the Shipboard Operations and Search and
Rescue stages of the Advanced Helicopter Multi-Service Pilot Training System Master
Curriculum Guide (CNATRAINST 1542.156 series). It is your responsibility to have a thorough
knowledge of its contents.
CHANGE RECOMMENDATIONS
Change recommendations to this publication may be submitted by anyone to Commander

Training Air Wing FIVE and CNATRA N7, a process which improves training curricula and its
associated training publications. This includes all personnel involved at every level of flight
training. A Training Change Request (TCR) form should be completed and submitted for
routing to the standardization office of your respective squadron. Remember, no TCR is too
small.
vi
TABLE OF CONTENTS
LIST OF EFFECTIVE PAGES...................................................................................................iv
INTERIM CHANGE SUMMARY...............................................................................................v
TABLE OF CONTENTS ............................................................................................................vii
TABLE OF FIGURES................................................................................................................viii
CHAPTER ONE - SHIPBOARD OPERATIONS .................................................................. 1-1

100. INTRODUCTION.................................................................................................... 1-1
101. SHIPBOARD FLIGHT OPERATIONS ................................................................ 1-1
102. HELICOPTER AIRCRAFT HANDLING SIGNALS ......................................... 1-2
103. AIR TRAFFIC CONTROL DOCTRINE.............................................................. 1-6
104. VFR PROCEDURES ............................................................................................... 1-8
105. DECK LANDING QUALIFICATION (DLQ) PATTERN PROCEDURES ... 1-15
106. IFR PROCEDURES .............................................................................................. 1-18
107. STABILIZED GLIDESLOPE INDICATOR (SGSI) PROCEDURES ............ 1-24
108. EMERGENCY PROCEDURES........................................................................... 1-25
CHAPTER TWO - SEARCH AND RESCUE OPERATIONS ............................................. 2-1

200. INTRODUCTION.................................................................................................... 2-1
201. SAR ORGANIZATION AND PLANNING .......................................................... 2-1
202. PROCEDURES AND SEARCH PATTERNS ...................................................... 2-3
203. SAMPLE SAR PLANNING PROBLEM .............................................................. 2-9
204. RESCUE COORDINATION/ON-SCENE COMMANDER
RESPONSIBILITIES ............................................................................................ 2-11
205. SURVIVOR IDENTIFICATION AND RECOVERY ....................................... 2-11
206. CREW SOURCE MANAGEMENT .................................................................... 2-17
207. FLEET SAR MISSIONS ....................................................................................... 2-18
APPENDIX A - GLOSSARY....................................................................................................A-1
A100. GLOSSARY AND SHIPBOARD TERMINOLOGY .......................................... A-1
vii
TABLE OF FIGURES
Figure 1-1 Rotating Beacon/ALDIS Lamp Signals for Helicopter Ope rations .............. 1-2
Figure 1-2 LSE Signals (1 of 3) ............................................................................................ 1-3
Figure 1-5 Control Area and Control Zone Dimensions................................................... 1-6
Figure 1-6 Delta and Charlie Patterns for Helicopters ................................................... 1-10
Figure 1-7 Typical LHA/D Helicopter/Tiltrotor Landing Spot Diagram ..................... 1-11
Figure 1-8 Typical CVN Helicopter Landing Spot Diagram.......................................... 1-12
Figure 1-9 Typical Landing Procedure ............................................................................ 1-14
Figure 1-10 DLQ Pattern ..................................................................................................... 1-18
Figure 1-11 Helicopter Case III Departures ...................................................................... 1-19
Figure 1-12 Approach Chart LH-4 (Helicopter) ............................................................... 1-20
Figure 1-13 Approach Chart Air-Capable Ships TACAN (Helicopter).......................... 1-23
Figure 1-14 SGSI Tricolor Beam ........................................................................................ 1-25
Figure 1-15 Helicopter/Tiltrotor Visual Signals During EMCON or Lost
Communications .............................................................................................. 1-27
Figure 1-16 Helicopter Emergency Marshal Patterns ...................................................... 1-28
Figure 1-17 Emergency Low-Visibility Approach Pattern (1 of 2) .................................. 1-30
Figure 1-18 Emergency Low-Visibility Approach Pattern (2 of 2) .................................. 1-31
Figure 2-1 Parallel Single Unit ............................................................................................ 2-6

Figure 2-2 Creeping Line Single Unit ................................................................................. 2-6
Figure 2-3 Trackline Search Pattern .................................................................................. 2-7
Figure 2-4 Expanding Square Pattern ................................................................................ 2-8
Figure 2-5 Sector Search ...................................................................................................... 2-9
Figure 2-6 Windline Rescue Pattern (1 of 2) .................................................................... 2-14
Figure 2-7 Windline Rescue Pattern (2 of 2) .................................................................... 2-15
viii
CHAPTER ONE
SHIPBOARD OPERATIONS
100. INTRODUCTION
This chapter introduces the fundamentals of shipboard operations. Flight deck operations
present unique problems not found in land-based aviation facilities. The small deck area, pitch
and roll, obstructions, proximity to the water, and wind turbulence combine to make these
operations hazardous. Procedural compliance, proficiency, and Crew Resource Management are
paramount to safe, successful operations.
Shipboard procedures encompass operations involving all ships having a helicopter landing
capability. Ships utilizing helicopter services normally provide a helicopter landing area, but
numerous variations exist with regard to support facilities such as hangars, unprotected
platforms, and nonstandard fuel and power facilities. Pilots must refer to the CV NATOPS and
LHA/D NATOPS manuals prior to operations involving aviation ships. Pilots must refer to the
Aircraft Operating Procedures for Air Capable Ships NATOPS Manual and Shipboard Aviation
Facilities Resume prior to operations involving air-capable ships.
The information in this Flight Training Instruction is derived from the following publications:
Aircraft Operating Procedures for Air Capable Ships NATOPS Manual (NAVAIR 00-80T-122),
CV NATOPS Manual (NAVAIR 00-80T-105), LHA/LHD NATOPS Manual (NAVAIR 00-80T-
106), Shipboard Aviation Facilities Resume (NAEC-ENG-7576), and the Aircraft Signals
NATOPS Manual (NAVAIR 00-80T-113).
101. SHIPBOARD FLIGHT OPERATIONS
1. Aviation Ships
Aviation ships refer to aircraft carriers (CVN) and amphibious assault ships (LHA/D). All other
ship classes having the ability to support helicopter operations are referred to as air-capable
ships.
2. Air-Capable Ships
Air-capable ships are characterized by significantly smaller flight decks than aviation ships. By
the nature of their size, air-capable ships are also more susceptible to pitch, roll, and turbulence
created by wind interaction with the ship’s superstructure. Additionally, personnel on these
ships generally have less operational familiarity and receive less training than those on aviation
ships. Pilot precaution is required during flight operations with air-capable ships, particularly
during night and IMC.
SHIPBOARD OPERATIONS 1-1

CHAPTER ONE SHIPBOARD OPERATIONS AND SEARCH AND RESCUE
102. HELICOPTER AIRCRAFT HANDLING SIGNALS
These signals are used for helicopters aboard CVN, LHA/D, and air-capable ships.
1. Rotating Beacon and ALDIS Lamp Signals
The following signals depicted in Figure 1-1 are applicable to helicopters and shall be used in
U.S. Navy and U.S. Marine Corps operations and when operating with NATO forces.
EVOLUTION ROTATING BEACON/ALDIS LAMP SIGNAL

Start Engines Red
Engage Rotors Amber
Launch Green
Recovery Green
Disengage Rotors Amber
Shutdown Red
Figure 1-1 Rotating Beacon/ALDIS Lamp Signals for Helicopter Operations
2. Landing Signalman Enlisted (LSE) Signals
The LSE is responsible for visually signaling to the aircraft, thus assisting the pilot in making a
safe takeoff and/or approach and landing to the ship. The LSE is responsible for directing the
pilot to the desired deck spot and for ensuring general safety conditions of the flight deck area, to
include control of the flight deck crew. The LSE signals are advisory in nature, with the
exception of waveoff and hold, which are mandatory. The LSE shall request permission for the
following evolutions through Flight Deck Control or PriFly: engine start, rotor
engagement/disengagement, and to “break” and “lift.”
1-2 SHIPBOARD OPERATIONS

SHIPBOARD OPERATIONS AND SEARCH AND RESCUE CHAPTER ONE
Figure 1-2 LSE Signals (1 of 3)



103. AIR TRAFFIC CONTROL DOCTRINE
All aircraft while operating at sea are under positive control unless otherwise directed. Pilots
shall not change frequencies without notifying and/or obtaining permission from the controlling
agency. During extended flights, frequent radio checks shall be made and the pilot shall be
informed of any changes such as deteriorating weather, loss of radar contact, or alteration of the
ship course or speed.
1. Airspace
a. Control Area. The Control Area is a circular airspace within a radius of 50 nm

around the ship, extending upward from the surface to infinity, under control of
CATCC/AATCC on aviation ships and the CIC on air-capable ships.
b. Control Zone. The airspace within a circular limit defined by 5 miles horizontal
radius from the ship, from the surface up to and including 2,500 feet (unless
otherwise designated for special operations), and is under the control of PriFly on
aviation ships and Tower/ the Helicopter Control Officer (HCO) on aviation ships in
VMC.
Figure 1-5 Control Area and Control Zone Dimensions

2. Aviation Ships
a. ATC Agencies. Aviation ships utilize a large department of dedicated personnel to

safely and effectively execute flight operations. There are some differences between
CVN and LHA/D Air Traffic Control, but they are more similar than they are
different.
i. Primary Flight Control (PriFly). PriFly is responsible for the visual control of
aircraft operating within the control zone. It is also responsible for the control
of aircraft during and immediately following launch. Also referred to as Tower.
ii. Carrier Air Traffic Control Center/Amphibious Air Traffic Control Center.
CATCC/AATCC is the centralized Air Traffic Control branch responsible for
aircraft separation and radar ATC services in the control area, and during launch
and recovery operations. The type of ATC services provided will vary
depending on airspace, weather, time of day, and the type aircraft operations.
iii. Combat Direction Center (CDC)/Icepack. The CDC is responsible for mission
control of Carrier Strike Group (CSG) aircraft. Icepack is responsible for the
mission control of the airspace assigned to the Expeditionary Strike Group
(ESG). That airspace may extend out to 50 nm. CDC/Icepack provide multiple
services to assigned aircraft to include radar control, procedural deconfliction,
and administrative accounting of CSG/ESG aircraft.
iv. Red Crown/Green Crown. Red Crown is the Air Defense Interdiction Zone
(ADIZ) controlling agency/air defense unit in a CSG. It is responsible for air
defense and therefore must detect and positively identify all airborne contacts.
Green Crown provides the same function within an ESG. Contact with Red
Crown or Green Crown must be established as soon as practical after takeoff or
when inbound to a ship. When checking in, report Aircraft Call sign (number
and type of aircraft), Mission number, and position/altitude using BULLSEYE,
TACAN radial/DME, or latitude/longitude.
b. Weather Requirements – Weather in the control zone is the primary factor affecting
the type of departure and/or recovery. There are three types of departure and
recovery operations: Case I, Case II, and Case III:
i. Case I (CVN): When it is anticipated that flights will not encounter instrument
conditions during daytime departures, recoveries, and the ceiling and visibility
in the carrier control zone are no lower than 3,000 feet and 5 NM respectively.
Case I (LHA/D): 1000 feet and 3 NM respectively.
ii. Case II (CVN): When it is anticipated that flights may encounter instrument
conditions during a daytime departure or recovery, and the ceiling and visibility
in the carrier control zone are no lower than 1,000 feet and 5 NM respectively.
Case II (LHA/D): Below Case I but no less than 500 feet and 1 NM
respectively.

iii. Case III (CVN): When it is anticipated that flights will encounter instrument
conditions during a departure or recovery because the ceiling or visibility in the
carrier control zone are lower than 1,000 feet and 5 nm respectively; or a
nighttime departure or recovery (one‐ half hour after sunset and one‐half hour
before sunrise).
Case III (LHA/D): Below Case II and/or no visible horizon.
a. ATC Agencies
i. Helicopter Control Officer (HCO). The HCO is responsible for launching and
recovering aircraft, and all aircraft operating under Visual Flight Rules (VFR) in
the ship’s control zone. Additionally, the HCO is the control zone clearing
authority, and aircraft desiring to operate within the control zone shall obtain the
HCO’s approval prior to entry. The HCO is referred to as “Tower” in radio
communications.
ii. Combat Information Center (CIC). The CIC officer on an air-capable ship is
responsible for the control of airborne aircraft, except during actual launching
and recovery, when the aircraft is under the control of the HCO or Landing
Signals Officer. This includes safe separation from other traffic in the vicinity
of the ship and/or under the ship’s radar surveillance. The CIC is referred to as
“Control” in radio communications.
b. Weather Requirements. During periods when ceiling and/or visibility is below

VFR minimums (500-1), IFR procedures shall be used to provide separation for
maximum safety. The commanding officer may establish more restrictive approach
minimums if there is a degradation in IFR capabilities. When a suitable alternate
landing platform is available, aircraft shall not commence an approach to the ship if
the weather is below the approach minimums unless the aircraft has enough fuel to
divert to the alternate after a missed approach.
104. VFR PROCEDURES
1. Aviation Ships
a. VFR Patterns. Patterns and procedures can vary from ship to ship; refer to the ship’s
Standard Operating Procedures prior to embarkation for the most accurate guidance.
The Charlie Pattern is the standard Case I helicopter landing pattern on aviation ships.
Entry into the Charlie pattern can be made from a straight- in approach if no holding is
required, or from the Port, Starboard or Overhead Delta patterns if holding is
required.
i. Starboard Delta Pattern: The starboard Delta pattern is a holding pattern

established on the starboard side of the ship’s 045-110 relative bearing between

1 and 3 miles. It is a right-hand racetrack flown at 300 feet and 80 knots. This
is the most commonly used pattern for helicopter holding.
ii. Port Delta Pattern: The port Delta pattern is a holding pattern established
between the ship’s 225-315 relative bearing between 3 and 5 miles. It is a left-
handed racetrack flown at 300 feet and 80 knots.
iii. Overhead Delta Pattern: The overhead Delta pattern is a VFR left-hand
racetrack holding pattern established overhead the ship. It is oriented on the
BRC and close aboard the starboard side at maximum-endurance airspeed.
During heavy traffic periods additional Delta patterns may be assigned by
PriFly.
iv. Helicopter Charlie Pattern: The Charlie Pattern is the standard Case I helicopter
landing pattern. Landing pattern for port spots is an approach starting abeam
the landing spot with a turn to intercept the 45° lineup line at the 90° position.
Aircraft cleared to “prep Charlie” shall follow normal Charlie pattern entry
procedures and conform to the racetrack pattern depicted in Figure 1-6 until
cleared to land on a specific spot by PriFly.

Figure 1-6 Delta and Charlie Patterns for Helicopters
b. Helicopter Departure Procedures. Case I/II departures may be used when

conditions are VMC down to 500-1. Helicopters shall clear the control zone at or
below 300 feet or as directed by PriFly.

c. Helicopter Recovery Procedures. During Case I recoveries, transient helicopters

approaching the ship for landing shall contact marshal control at least 25 nm out.
Helicopters inbound for the CVN should expect to proceed to Starboard Delta for
recovery unless otherwise directed. Pilots shall report ship in sight when visual
contact with the ship is made; CATCC/AATCC shall switch aircraft to PriFly
frequency by 5 NM (VMC). Flights inbound to the LHA/D shall proceed to and hold
in the assigned Delta pattern and plan their descent and break to meet the designated
recovery time and maintain an orderly flow of traffic into the Charlie pattern.
During Case II, positive control shall be utilized until the flight leader/pilot reports
the ship in sight. CATCC/AATCC shall be fully manned and ready to assume control
of Case III in the event weather deteriorates to below Case II minimums.
d. CVN/LHD Helicopter Landing Procedures. The LHA/D helicopter landing spot

consists of an inverted “T” with a landing lineup line offset 45 degrees inboard,
commonly referred to as the “crow’s foot.” Fly the approach centered on the lineup
line, terminating in a hover over the spot. When directed by the LSE, pedal turn to
line up with the fore/aft centerline, and maintain the horizontal line bisecting the
cockpit to maintain fore/aft alignment. Once cleared to land by the LSE, execute a
vertical landing.
Figure 1-7 Typical LHA/D Helicopter/Tiltrotor Landing Spot Diagram

Figure 1-8 Typical CVN Helicopter Landing Spot Diagram

CVN helicopter precision landing spots consist of an inverted “T” similar to the LHA/D, but do
not have a 45 degree offset landing lineup line. Beneath the base of the “T” is a pair of square
painted boxes. These indicate proper main landing gear placement for H-60 helicopters. Fly the
approach to arrive in a hover aligned with the fore/aft centerline just off the edge of the flight
deck. When directed by the LSE, slide to position the aircraft aligned with the centerline and
maintain the horizontal line bisecting the cockpit. Once cleared to land by the LSE, execute a
vertical landing.
a. Helicopter Departure Procedures. After launch, depart the ship on the assigned
course. The aircraft shall be launched on HCO’s Land/Launch frequency. Establish
a positive climb, check gauges and caution lights, then report “operations normal”
plus fuel state and souls on board. The HCO will then pass control to CIC.
b. Helicopter Recovery Procedures. When arriving within the control area, report to
the CIC for control. The pilot shall provide the following information in the IPASS
format:
i. Identification and type aircraft.
ii. Position.
iii. Altitude.
iv. Fuel State (in hours and minutes to splash).
v. Souls on board.
vi. Other pertinent information that may affect the recovery (aircraft status, pilot’s
assessment of weather conditions, etc.).
The CIC shall provide the inbound flight with:
i. Type of approach anticipated (VFR or IFR [radar/TACAN/ADF]).
ii. Marshal instructions, if required.
iii. Steering as required.
iv. Estimated recovery time.
v. Altimeter setting, wind, and weather.
vi. Time check.

vii. Base Recovery Course.
viii. Ship’s certification/waiver status as it pertains to the aircraft involved.
ix. The appropriate range and altitude at which visual contact can be expected to be
made with the SGSI.
Control will be passed to the HCO and the LSE will complete the recovery. If the
ship is not prepared, CIC shall issue holding instructions until the ship is ready for
recovery.
c. Air-Capable Ship Landing Procedures. The air-capable ship landing spot consists
of a lineup line and a landing circle. Obstacle clearance is assured when the aircraft
land with the main mounts, nose wheel, or forward skid cross tube within the landing
circle and the fuselage centerline aligned with the landing lineup line. Some aircraft
and ship combinations require more restrictive landing envelopes. For example,
MH-60S helicopters landing on a Cruiser or Destroyer must land with the main
mounts directly on a pair of square boxes in the forward part of the landing circle to
ensure tail wheel clearance.
Figure 1-9 Typical Landing Procedure

105. DECK LANDING QUALIFICATION (DLQ) PATTERN PROCEDURES
1. Description
The DLQ Pattern is used for pilot’s initial air-capable ship landing NATOPS
qualification/requalification. The pattern enables the pilot to practice repeated shipboard
takeoffs and landings expeditiously at a pattern altitude of 200 feet AGL and 80 KIAS.
2. Procedures
a. Pilot Not At Controls (PNAC) checks gauges and caution lights, then signals to the
LSE “ready for takeoff.”
b. When cleared by the LSE, lift to a stable five-foot hover. The non-flying pilot checks
the gauges and reports “Gauges green, no caution lights.”
c. Upon LSE signal, commence a hovering pedal turn until approximately 90 degrees
from the ship centerline.
d. When cleared by the LSE, transition to forward flight. Maintain takeoff power until
three indications of a climb (IVSI, RAD ALT, BAR ALT) and positive airspeed is
reported by the PNAC.
e. Climb straight ahead to 150 feet AGL at 70 KIAS and turn to arrive on downwind
parallel to the lineup line at 200 feet AGL and 80 KIAS.
f. Just prior to abeam, PAC announce left or right seat and type approach (starboard-to-
port) to the HCO. The HCO will respond with deck status, winds, and pitch and roll.
g. At the 180º position, begin a level turn towards the line-up line.
h. Intercept the line-up line with 0.5 DME of final, 200 feet AGL, and 50 KIAS.
i. Set a decelerating attitude and adjust collective to maintain a constant glideslope to

arrive over the spot in a five-foot hover.
3. Amplification and Technique
NOTE
When clearing the deck edge, additional power will be necessary to

prevent settling due to loss of ground effect.

a. To maintain spatial orientation while in the pattern, set the KNS-81 to receive the
ship’s TACAN. Twisting the HSI course indicator to line-up heading and the wind
bug to the ship’s Base Recovery Course (BRC) is helpful for orientation.
b. Fly the downwind at 200 feet AGL and 80 KIAS. The PNAC will ensure the
Landing Checklist is complete, report the fuel state, and set the proper lighting
configuration. To ensure the LSE is aware of the seat position of the PAC, the
position lights are set to either flashing or steady:
i. Right seat approaches – Position lights steady bright.
ii. Left seat approaches – Position lights flashing bright.
c. Just prior to abeam, report seat of PAC and type approach (starboard-to-port) to the
HCO. The HCO will respond with deck status, winds, and pitch and roll.
Example:
Pilot: “(Aircraft call sign), abeam, right seat, starboard-to-port.”
HCO answers: “Roger, (aircraft call sign), you have a green deck, wind ten degrees
to port at five KTS, pitch one, roll one.”
NOTE
Green deck signifies clearance to land. Red deck signifies deck is

not clear for landing.
d. From the abeam position, begin a level turn to intercept line-up line with 0.5 DME of
straightaway, 200 feet AGL and 50 KIAS.
e. Fly a constant glideslope to cross the deck at eight to ten feet. The PNAC will report
crossing the deck edge over ICS. Continue flying glideslope to arrive at a stable
five-foot hover. When the LSE signals to land, smoothly execute a vertical landing
maintaining line-up and fore/aft positioning.
f. A waveoff will be accomplished in the following manner:
i. Ensure the twist grip is full open,
ii. Add climb power to arrest rate of descent,
iii. Turn clear of the ship,
iv. Set climbout attitude, and
v. Make waveoff call.

4. Common Errors and Safety Notes
a. Since visibility is limited in a nose-high attitude, use an early deceleration to control

closure rate.
CAUTION
High nose attitudes upon crossing the deck could result in a tail strike,
or fouling in the nets.
b. Avoid extending the pattern downwind.
c. A waveoff signal from the LSE, HCO, or waveoff light is mandatory. If the PAC
feels uncomfortable (during the approach due to a high sink rate, excessive closure
rate, etc.), a waveoff should be executed.
d. Thoroughly brief all emergencies around the flight deck. It should be clearly
understood when you intend to land on the spot, ditch, or continue flying in the event
of an emergency. For example, if you have an Engine Fire caution light illuminate
after crossing the flight deck on departure, you can either ditch or continue flying to
confirm the fire, but you would not be able to land immediately on the ship.
e. Avoid the tendency to slow excessively and lose translational lift prior to crossing the
deck edge. Do not fixate on the spot; continue to scan the entire deck.
f. Ensure 3 positive rates of climb and increasing airspeed while maintaining takeoff
power. Excessive nose-low attitudes can result in inadvertent descent.

Figure 1-10 DLQ Pattern
106. IFR PROCEDURES
1. Aviation Ships
a. Helicopter Departure Procedures. During Case III (weather conditions at the ship
are below 500-1, there is no visible horizon, or when directed by the commanding
officer or Officer In Tactical Command), helicopters shall launch at 1 minute
intervals, climb straight ahead to 500 feet, and intercept the 3 mile arc. Arc at 3 miles
to intercept the assigned departure radial. Upon reaching the assigned departure
radial, turn outbound and commence climb to assigned altitude. Figure 1-11
illustrates Case III departures.

Figure 1-11 Helicopter Case III Departures
b. Helicopter Recovery Procedures. Prior to commencing Case III recoveries, marshal

patterns are assigned according to operational restrictions. Patterns will be clear of
clouds if possible. All bearings depicted are relative to BRC. All Case III
approaches shall terminate in a straight- in approach. Precision radar shall be used
whenever available. Helicopters inbound for the CVN should expect to proceed to
Starboard Delta for recovery unless otherwise directed. Helicopters inbound to the
LHA/D should expect to hold as depicted in Figure 1-12. All legs are two NM long
and all turns are standard rate. The pattern is oriented as follows:
 LH-4 – 090° radial at 7 miles, altitude as assigned. Base altitude no lower than
1000 feet, right hand turns.

Figure 1-12 Approach Chart LH-4 (Helicopter)

c. LH-4 Approach Instructions (Figure 1-12). Prior to the approach AATCC shall
provide the following information:
i. New expected approach time (EAT).
ii. Final control frequency.
iii. Other pertinent information.
iv. When cleared, adjust pattern to depart marshal at EAT.
v. Descend from marshal at 90 KIAS and 500 FPM to the FAF and report
“Landing Checklist complete.”
vi. Precision radar shall be used to the maximum extent possible. Heading and
glideslope information shall be provided on final.
vii. When glideslope information is not available, aircraft on final will be provided
with recommended altitudes and sufficient information to maintain an accurate
azimuth and safe altitudes by the final controller.
a. Helicopter Departure Procedures. The aircraft shall depart on the prebriefed

departure course, climbing to a minimum of 300 feet prior to commencing a turn.
b. Helicopter Recovery Procedures. Helicopter operations are not normally conducted

when weather is below 500-1, unless a Carrier-Controlled Approach (CCA)/Precision
Approach Radar (PAR)-equipped facility is available within range of the helicopter.
The altitude/distance checkpoints depicted in the approach path profile in Figure 1-13
is consistent with Stabilized Glideslope Indicator (SGSI) use (see Section 107). An
aircraft on the depicted flightpath is within the amber zone. The SGSI, if operable,
should be used for all night approaches to aid the pilot in the final phase of the
approach.
The final approach courses shown in Figure 1-13 are typical and apply to most air-
capable ships. They may be adjusted as necessary to conform to existing lineup lines.
c. Procedures (TACAN) (Figure 1-13)
i. Hold at the assigned primary marshal as directed by CIC.
ii. When cleared, proceed to the IAF using radar vectors, TACAN point-point
procedures, or from the holding fix. In most cases, IAF ‘B’ will be used.

iii. The pilot shall report, “commencing approach” and complete the Landing
Checklist. Remember your 6 Ts.
iv. Proceed to the final approach fix (FAF) and report “Landing Checklist complete
right/left seat landing.”
v. PriFly/HCO shall reply, “cleared to land” and the pilot shall begin a descent to
arrive at the missed approach point (MAP) at the minimum descent altitude
(MDA).
vi. With a SGSI installed, the pilot shall report visual acquisition of SGSI to the
ship and complete the approach based on SGSI and LSE signa ls.

Figure 1-13 Approach Chart Air-Capable Ships TACAN (Helicopter)

107. STABILIZED GLIDESLOPE INDICATOR (SGSI) PROCEDURES
1. Description
The Stabilized Glide Slope Indicator (SGSI) (Figure 1-14) is a gyro-stabilized optical landing
aid. The SGSI provides a single bar of green light (1.5°), amber light (1°), or red light (6-1/2°).
The light is projected through 40° in azimuth. The visual acquisition range is approximately 3
miles at night under optimum environmental conditions. The color of the light indicates to the
pilot whether the aircraft is above (green), below (red), or on (amber) the proper glide slope. A
color-mixing zone at each color interface provides rapid glide slope feedback.
2. Application
The SGSI greatly enhances the pilot's ability to execute safe approaches over a broad range of
IMC and VMC operations. With the SGSI, a pilot may visually establish and maintain the
proper glide slope for a safe approach and landing.
3. Procedures
a. Once the SGSI is in sight (within 3 miles), report visual acquisition to the HCO.
b. Adjust altitude to keep the amber/red interface visible. This gives a safe 3° glide path
to the flight deck. Adjust airspeed to gradually reduce closure rate prior to crossing
the edge of the flight deck.
c. PNAC should report DME and airspeed periodically, and assist with visual
acquisition of the flight deck and lineup line.
4. Amplification and Technique
By flying in the amber/red transition zone, glide slope excursions are minimized because rate
information is available. Flying in the center of the amber zone requires very large changes in
glide slope before the pilot notices changes in glide slope.
5. Common Errors and Safety Notes
Not reducing airspeed while closing on the ship, resulting in high closure rate approaching the
deck. Not scanning for visual acquisition of the flight deck markings/lineup line approaching the
ship, resulting in being off lineup close to the ship.

Figure 1-14 SGSI Tricolor Beam
108. EMERGENCY PROCEDURES
1. Lost Communications/Emergency Marshal
If VMC, remain VMC and continue approach using lost communication signals listed in Figure
1-15. If in IMC, the pilot shall follow proceed to the assigned Emergency Marshal position and
plan to commence the TACAN approach at the assigned Emergency Expected Approach Time
(EEAT).
The purpose of Emergency Marshal is to provide an established procedure for aircraft returning
in IMC with lost communications. Pilots shall be assigned an Emergency Marshal position prior
to takeoff. These procedures presume operational TACAN azimuth and DME.
Helicopter operations are unique in that helicopter final recovery times cannot be predicted
because of flexible mission status and hot refueling. It is necessary to use Emergency Marshal
procedures that remain in effect throughout the aircraft’s event and do not require an update if
the aircraft hot refuels. The patterns and procedures depicted in Figure 1-16 provide for the
recovery of up to 24 individual helicopters experiencing lost communications during IMC.
Each aircraft on the ship’s air plan shall be assigned an Emergency Marshal point. Radial, DME,
EEAT, and altitude are based on the marshal point assigned. The assigned point shall not be
changed during the aircraft’s event.

The 24 Emergency Marshal points are positioned on three TACAN radials and eight DME fixes
at eight altitudes. The system provides lateral, vertical, and time separation. Radials are labeled
“A” through “C,” are 45° apart, and are relative to the Emergency Final Bearing (EFB).
A helicopter experiencing lost communications in IMC shall proceed outbound from the ship
climbing or descending to the assigned Emergency Marshal altitude, then proceed directly to the
assigned Emergency Marshal.
The holding pattern is a standard right-hand 2 NM racetrack with the outbound turn commencing
over the assigned DME fix. Pilots shall maneuver to be at the assigned fix, at assigned altitude,
at EEAT. At EEAT, commence descent to 500 feet and proceed inbound to the 5 DME arc. At
the 5 DME arc, turn left arcing clockwise to the EFB. Proceed inbound on the EFB and
commence descent to MDA at the FAF (3 DME).

Figure 1-15 Helicopter/Tiltrotor Visual Signals During EMCON or Lost Communications

Figure 1-16 Helicopter Emergency Marshal Patterns

2. Emergency Low Visibility Approach (ELVA)
An Emergency Low Visibility Approach (ELVA) is conducted to an air-capable ship that has
weather below approach minimums (200 feet ceiling and one half mile visibility). The approach
is considered an emergency procedure. An actual ELVA shall not be attempted unless the
helicopter does not have adequate fuel to bingo to a GCA/CCA equipped airfield or aviation
ship.
Primary factors which affect the quality of an ELVA are the skills of the controller, accuracy of
the information displayed to the controller, and the pilot's flight proficiency. Practice ELVAs in
VMC shall be conducted routinely to enhance controller and pilot proficiency.
The ship's gunfire control systems (GFCS) provide the most accurate real time tracking system
available on most air-capable ships. For this reason, its use during an ELVA is recommended.
The NC-2 ASW plotter, with a final approach pattern overlay, may also be used in conjunction
with either the GFCS or the surface search radar.
Required radio transmissions from the controller are based on the helicopter’s range from the
ship and must be made at the appropriate time.
The initial approach pattern must be executed so that the aircraft reaches the four-mile gate
position at an altitude of 400 feet and at 70 KIAS. All required radio transmissions (1-6) are
completed as depicted on Figures 1-17 and 1-18.
Final approach will commence at an altitude of 400 feet and 70 KIAS. The final controller must
have the approach plotted and actually have radar control of the aircraft prior to reaching the
four-mile gate.
For starboard approaches, final approach course will be the ship's BRC minus the flight deck
approach angle. For port approaches, the opposite is true. The final course will be the BRC plus
the flight deck approach angle.
Heading corrections on final should not be more than five degrees, if possible, using half
standard rate turns. Remember, the aircraft will be changing speeds during the final approach;
therefore the ship and aircraft’s relative motion will change.
For missed approach, the aircraft will make a 30º turn to the left (right for port approach) and
climb 400 feet. The aircraft should then be vectored back into the ELVA pattern.
If equipment malfunctions, or limitations preclude ELVA procedures, an emergency smoke light

approach or controlled ditching may be considered.

Figure 1-17 Emergency Low-Visibility Approach Pattern (1 of 2)

EMERGENCY LOW VISIBILITY APPROACH

(ELVA) PATTERN - RADIO CALLS
1. (Initial Check-in). This will be a radar-assisted approach. Hold your radar contact on the
____________ radial, ___________ miles from the ship. Altimeter setting is ___________.
Weather is ceiling __________, visibility ______________. Fin al approach heading will be
____________. Winds are __________ degrees port/starboard at ____________ knots.
Maximum pitch and roll are ____________. Read back altimeter setting.
2. Descend/climb and/or maintain 400 ft. Assigned heading is ___________ .
3. Lost communications procedures follow: If no transmissions are received for 1 minute in the
pattern or 15 seconds in final, climb to and maintain 400 ft. Attempt contact on (Secondary). If
unable to make contact, squawk Mode III Code 7600. Alternate approach will be TACAN
channel ___________ commencing at 3 miles and 400 ft on the ________ radial. Acknowledge.
4. Missed approach procedures follow: If ship or wake not in sight at missed approach point,
immediately turn left 30 degrees (right for port approach); climb to 400 ft and increase airspeed to
90 knots. Report level and on speed and stand by for further instructions.
5. Perform landing checks. Report gear down and locked.
6. Turn right/left to the final bearing ___________; maintain 400 ft and slow to 70 knots.
7. Do not acknowledge further transmissions. On final, 4 miles. Commence gradual rate o f
descent to arrive at ½ mile at 50 ft. Maintain 70 knots. Assigned heading is ___________.
Report ship in sight.
8. (Call sign) 3½ miles, left/right/on approaching centerline. Turn left/right (Corrective heading)
or assigned heading is ___________. Altitude should be 350 ft.
9. (Call sign) 3 miles, left/right/on approaching centerline. Turn left/right (Corrective heading) or
assigned heading is ___________. Altitude should be 300 ft.
11. (Call sign) 2 miles, left/right/on approaching centerline. Turn left/right (Corrective heading)
13. (Call sign) 1 mile, left/right/on approaching centerline. Turn left/right (Corrective heading) or
assigned heading is ___________. Altitude should be 100 ft. Slow to 40 knots.
14. (Call sign) ½ mile. Assigned heading is ___________. Maintain 50 ft and 40 knots.
15. (Call sign) 800/600/400/200 yards. Left/right/on approaching centerline.
16. (Call sign) at missed approach point if ship or wake not in sight, execute missed approach.
Figure 1-18 Emergency Low-Visibility Approach Pattern (2 of 2)

3. Smoke Light Approach
This approach is used as a last resort when available equipment will not allow ELVA procedures
to be used, or when the ship cannot be visually acquired using ELVA procedures. Both the
commanding officer and the pilot in command (or detachment OIC) must have agreed to attempt
the procedure. Prompt recognition of deteriorating weather conditions and visibility is critical.
Before resorting to a smokelight approach, consideration should be given to the following:
a. Power-Limiting Emergencies. All modern fleet helicopters are multi-engine. Loss

of an engine therefore results in a loss of one third to one half of the power available,
and usually renders the aircraft incapable of a hover in ground effect. If possible,
divert to a shore facility or an aviation ship that can facilitate a sliding or running
landing. If the only landing site available is an air-capable ship, give consideration to
jettisoning cargo and excess fuel prior to attempting to land. In some circumstances,
a planned ditch may be the best course of action.
b. Controllability Emergencies. Landing on a spot with a loss of hydraulic boost

imposes a significant degree of extra difficulty on a ship. Deck pitch and roll, wind
effects of the ship superstructure, and the confined landing area make this emergency
more hazardous than landing ashore. If possible, divert to a shore facility or an
aviation ship that can offer a larger landing area with more margin for error.
c. Tail Rotor Emergencies. Tail rotor controllability emergencies require careful

planning and close crew coordination. In general, the first indication of loss of tail
rotor control will be an uncommanded yaw of the helicopter, either left or right, while
changing airspeed or collective setting. The aircrew should attempt to diagnose the
category of malfunction, analyze the aircraft’s controllability, and apply the
appropriate NATOPS procedure. Careful consideration should be given to executing
a planned ditch if a shore facility or aviation ship is not available.

CHAPTER TWO
SEARCH AND RESCUE OPERATIONS
200. INTRODUCTION
This chapter introduces the fundamentals of search and rescue (SAR) operations. The principles
of SAR apply to a wide range of situations across the spectrum of military operations.
Regardless of platform, any military rotary-wing aviator may be required to conduct a rational,
short-notice search for survivors or isolated personnel.
1. Overwater/Maritime Search and Rescue
As naval aviators, we primarily operate from blue water or littoral environments. Flight
operations from ships is inherently hazardous and often results in planned and unplanned
ejections or ditching. A strike pilot who is facing a planned ejection will always try to get “feet
wet” if able, since the odds of a successful rescue are greatly improved by remaining out of the
reach of ground-based enemy forces. Additionally, accidents such as a man overboard will often
necessitate SAR operations. Open-ocean searches can encompass vast areas and last for days. A
swimmer without flotation or signaling devices can be extremely difficult to locate in even
moderate sea states with good visibility.
2. Overland Search and Rescue
Overland SAR imposes many additional considerations and difficulties. Elevation, terrain,
vegetation, severe weather, or enemy activity can make overland SAR operations considerably
more complicated and dangerous. In mountainous, forested or jungle terrain, search objects will
often be obscured or extremely difficult to locate. The only visible clue to a crash site may be
broken treetops or a reflection from a broken fuselage or windshield. Anything that appears out
of the ordinary may be a clue. Survivors in distress may be impossible to see unless they signal
or move into an open area.
201. SAR ORGANIZATION AND PLANNING
1. Organization
The United States, in accordance with the Safety of Life at Sea (SOLAS) Convention, is a
participant in the International SAR System. Participating countries provide 24-hour SAR
response within their respective areas of responsibility, as described in the National SAR
Supplement to the International Aeronautical Search and Rescue Manual (IAMSAR).
This document specifies three levels of coordination: The SAR Coordinator (SC), SAR Mission
Coordinator (SMC), and the On-Scene Coordinator (OSC).
The SAR Coordinator is the specific agency in charge of a certain area. The US Air Force is
tasked as the SC within the Continental US, excluding Alaska, while USPACOM covers Alaska.
The US Coast Guard covers all other US Search and Rescue Regions (SRRs) including Hawaii
and all waters under US jurisdiction. The SC is only responsible for coordinating and assigning
SEARCH AND RESCUE OPERATIONS 2-1

CHAPTER TWO SHIPBOARD OPERATIONS AND SEARCH AND RESCUE
available assets, not necessarily executing all SAR missions in their area. For example, the
Coast Guard has no helicopters assigned to the US Territory of Guam, so Navy Helicopter Sea
Combat Squadron 25 is tasked to provide 24-hour alert helicopters and crew for the region.
While ships are underway, the Group commander functions as the SC during SAR incidents.
The SAR Mission Coordinator is the chief coordinating agency for a specific SAR incident. For
example, in the event of a man overboard on a ship, the SMC is the ship’s commanding officer.
The On-Scene Coordinator is designated by the SMC, or is the commander of the first asset to
arrive on scene. The OSC is responsible for managing and coordinating the efforts of all
participating air and surface assets. When the OSC is acting in a military capacity, he/she is
referred to as the On-Scene Commander.
2. Planning
The National SAR Supplement lists 5 stages of a SAR mission: Awareness, Initial Action,
Planning, Operations, and Mission Conclusion.
Analysis of past SAR incidents has shown that time is the most critical factor in making a
successful rescue. Unless positively informed otherwise, always assume survivors are
incapacitated, require emergency medical care, and are capable of surviving only a short time.
Three major constraints on the time available to conduct a SAR are: the fuel aboard your
aircraft, the human body’s limited ability to absorb conditions of exposure, and the hours of
daylight remaining. While searching at night is possible, it is much more difficult to locate
survivors, even if the searching units are aided with NVDs or other sensors.
The Awareness Stage begins when a SAR incident is reported to the SMC. The SMC then
begins the Initial Action Stage. The SMC will contact SAR Units (SRUs) to begin the SAR
(referred to as being “cued”), and continue collecting all available information relating to the
incident. In many cases cueing occurs from an ATC facility (usually over tower or approach
looking for a SAR capable unit).
Once cued, the SRU begins the Planning Stage. NTTP 3-50.1 is the Navy Search and Rescue
Manual, which provides guidance to units assigned SAR responsibilities. It is intended to
promote and maintain standardization of SAR procedures, equipment, and techniques within US
Naval forces. All SAR crews should be familiar with the tactics, techniques and procedures
contained therein but the level of detail is too much for time-critical mission planning.
Planning tools available to SAR crews include NTTP-series Tactical Information Documents
(TACAIDs) and Pocket guides (TPGs). For example, the NTTP 3-22.5-SAR-TAC is the Navy
Search and Rescue Tactical Information Document (SAR TACAID). It is a pocket-sized
operational and training tool designed to enable rapid planning and execution of Navy Search
and Rescue. The NTTP 3-22.5-ASTACSOP is the USMC Assault Support Tactical SOP. It is a
checklist-style operational and planning guide to the Assault Support mission, which includes
Tactical Recovery of Aircraft and Personnel (TRAP). TRAP is a contingency rescue/recovery
mission for aircraft and personnel involved in MEU operations. The Operations Stage
encompasses all actions from launch to delivery of survivors to a suitable facility. The Mission
Conclusion Stage encompasses RTB through SAR case reporting.
2-2 SEARCH AND RESCUE OPERATIONS

SHIPBOARD OPERATIONS AND SEARCH AND RESCUE CHAPTER TWO
Once notified, the SRU begins the Planning Phase and executes the "4 Bs." The"4 Bs" is a tool
to help the pilot complete the initial tasks and set up for the SAR and are performed as follows:
a. Buster: Determine probable search area/datum and set max continuous airspeed to
datum or search area. If there will be a longer distance traveled, consideration can be
given to setting Max Range Airspeed.
b. Bingo: Calculate fuel required to the nearest fuel source. This fuel state can be
updated over the course of the SAR based on ships movement or a change in search
area.
c. Base: Contact squadron to inform them of SAR tasking.
d. Brief: Conduct a SAR brief. Format for this can be found in the SAR TACAID
202. PROCEDURES AND SEARCH PATTERNS
1. Determining the Datum Point
SRUs may be given a probable location of the search object, but may need to calculate an
INITIAL POSITION to begin the search. The INITIAL POSITION is subject to uncertainty.
There are two main sources of uncertainty - position error and movement error. The INITIAL
POSITION corrected for movement over time is the DATUM.
a. Position error. This error represents the accuracy of the INITIAL POSITION. If the
search object has been missing for a long time or only a general area is known, this
error can be large. In short-notice SAR scenarios, position error is mostly due to the
method used to fix the INITIAL POSITION. For example, an aircraft’s self-reported
global positioning system (GPS) position is more accurate than the aircraft’s position
on a ship’s radar. Position errors apply to the location of the search object but also
to the location of the search unit. Methods of determining position include:
i. Global Positioning System (GPS). For SAR, GPS should be your primary
source of navigation data if available. Many aircraft now have SAR patterns
built in to the navigation computer software. If GPS is not available, there are
less precise methods for maintaining orientation.
ii. Shipboard radar. The accuracy of a ship’s radar varies. For example, phased
array radar is more accurate than air search radar. To minimize error, the ship
that created the INITIAL POSITION should vector the search unit to that point.
iii. Shipboard NAVAIDs. A position from a ship’s TACAN may be used to fix the
INITIAL POSITION. There are a couple of drawbacks to this method. First,
ships move. This means the TACAN station you are using to determine the
INITIAL POSITION is also moving. Second, at most search altitudes, you may
not be able to receive the signal.

iv. DATUM marker buoys. If available, they should be used to mark the DATUM.
They drift at a predetermined rate and have a built-in transmitter that can be
used as an NDB to maintain orientation. An anti-submarine sonobuoy can be
used as well. However, due to the deployed hydrophone, it will not drift at the
proper rate.
v. Smokes. If no other means is available for marking the DATUM, a smoke may
be used. Smokes have one serious drawback. The longest burning smoke will
only last between 45 and 55 minutes. If a search will last longer than this, it
will be necessary to stop the search pattern to reseed the DATUM smoke.
vi. CSEL/EPIRB. Combat Survivor Evader Locator (CSEL) or Emergency

Position Indicator Radio Beach (EPIRB): CSEL provides secure two-way over-
the-horizon voice communications, datalink and precision GPS. EPIRB’s (for
civilian and CG use) alert SAR agencies in an emergency by transmitting a 406
MHz distress frequency via satellite and ground-based stations to the nearest
rescue coordination center. The built in GPS can pinpoint the location of a
survivor ±50 meters.
b. Movement error. Drift forces are the source of movement errors. Movement errors
are represented as velocity vectors. Since you need to fix at least two positions to
calculate a velocity, calculating movement errors will add an additional position error
into the solution.
i. Aerospace drift. This is the sum of drifts caused by aerodynamic forces.

Sources of aerospace drift include aircraft glide, aerospace (ballistic) trajectory,
and parachute drift. In order to determine an estimate of aircraft glide distance,
contact someone with knowledge of that airframe. Parachute drift can be
calculated with the SAR TACAID.
ii. Maritime drift. This is the sum of drifts caused by maritime forces. Sources of
maritime drift can be a leeway, sea current, wind current, or tidal current. Use
of a datum marker buoy is the most accurate way to determine the total water
current (the last three maritime forces combined). If unavailable, putting a
smoke in the water or requesting a ship’s set and drift can also establish a rough
estimate of the local total water current. The NAVY SAR MANUAL has tables
used to determine the leeway of various objects.
c. The INITIAL POSITION corrected for movement over time is the DATUM. To
determine a SEARCH AREA, draw a radius having a length equal to the sum of the
position and movement errors plus an additional safety factor around the DATUM.
This will result in a circular SEARCH AREA. However, few search patterns are
adaptable to circular search areas. For most patterns, a square or rectangular search
area is more usable. Double the radius to set the width of your square search area,
then square it to determine the size of your search area. In many short-notice SAR
scenarios, the ON-SCENE COMMANDER must assess the errors discussed above
and use them to determine the SEARCH AREA.

d. The probability of finding the search object (Probability of Detection) is a function of

Coverage Factor, searcher/sensor effectiveness, and the accuracy with which the SRU
navigates the search pattern.
2. Probability of Detection
a. Sweep Width (W). This is the distance at which a target has the same probability of
being detected outside of this range as being missed inside this range.
b. Track Spacing (S). This is the distance between adjacent parallel search tracks.
Your aircraft’s turning radius and navigational accuracy are practical limits as to how
much this value can be reduced.
c. Coverage Factor (C). This term is mathematically defined as C=W/S. As an

example, if you have the time available to use a TRACK SPACING (S) equal to the
CORRECTED SWEEP WIDTH (W) of your search object, the resulting
COVERAGE FACTOR will be one (1.0).
3. Search Patterns
The integrity of a search is based on the ability of the pilot to precisely fly the search pattern. In
order to fly precisely you should use the scan developed during Basic Instruments throughout
any SAR or overwater flight. Due to the low altitude and the requirement to find a survivor, a
solid low-level scan must be integrated with the BI scan. This requires intense concentration on
the part of the flying pilot. The flying pilot has almost no ability to search for survivors,
especially in IMC. Since all SAR-capable fleet aircraft fly with aircrew, they should scan for
survivors on the same side of the aircraft as the flying pilot (usually the right side). Additionally,
if the non-flying pilot is also busy performing ON-SCENE COMMANDER duties or planning
the search pattern, this should also be taken into account.
Deciding which search pattern to use is based on the size of the SEARCH AREA and accuracy
of the INITIAL POSITION. During a SAR mission, you must determine the pattern(s),
altitude(s), and airspeed(s) providing the best Probability of Detection for your scenario. You
should use the SAR TACAID in this process. There is a wide variety of search patterns tailored
for the search environment, number of SRUs, and conditions, but the following five patterns are
the only ones taught in this unit of instruction (refer to the SAR TACAID for diagrams):

Figure 2-1 Parallel Single Unit
a. Parallel Pattern (Figure 2-1)
i. Description. This pattern is normally used for a large search area where only
the approximate initial position is known and there is an equal probability the
target is anywhere in the search area. Track legs for the parallel pattern are
flown parallel to the wind line or “major axis.”
ii. Procedures. To conduct a parallel pattern in the TH-57C, enter four user-
defined waypoints into the GPS. Each waypoint represents one corner of the
SEARCH AREA. Enter the SEARCH AREA abeam one of the waypoints with
an offset equal to half the determined TRACK SPACING (S). Fly to a point
abeam the furthest adjacent corner waypoint that is offset by half the TRACK
SPACING (S). Use the ground track (TK) function of the GPS to determine
crab angle while flying each track. Turn to reenter the SEARCH AREA abeam
the waypoint and offset one and a half times the TRACK SPACING (S).
Continue by increasing the offset after each track.
Figure 2-2 Creeping Line Single Unit

b. Creeping Line Pattern (Figure 2-2)
i. Description. This pattern is a specialized version of the parallel pattern. It is

used when the probable location of the target is thought to be on either side of a
line between two points and there is more chance of the target being in one end
of the search area than the other. Track legs for the creeping line are flown
perpendicular to the wind line or “major axis.” This pattern is an excellent
choice when searching for a man overboard.
ii. Procedures. To conduct a creeping line pattern in the TH-57C, use the same
procedures as for the parallel search, but enter the pattern at the waypoint
nearest the most probable location of the search object. After entering, fly to a
point abeam the nearest adjacent waypoint offset by half the determined
TRACK SPACING (S).
Figure 2-3 Trackline Search Pattern
c. Trackline Pattern (Figure 2-3)
i. Description. This pattern is used when the intended route of the missing craft or
person is the only search lead or the only known data about the survivor is their
direction of travel.
ii. Procedures. To conduct a trackline pattern in the TH-57C, enter a single GPS
point along the craft’s direction of travel, ideally at the point where the survivor
is thought to have first gone missing. Use OBS mode, twist in the course of the
craft, and set the GPS CDI scale to 1 nautical mile (nm) or 5nm. Recognize that
each CDI deviation bar will represent .2nm when using the 1nm scale and will
represent 1nm when using the 5nm scale. Use this deviation to fly a consistent
ground path to the desired side of search, with the distance representing the
corrected sweep width as found in using the SAR TACAID.

Figure 2-4 Expanding Square Pattern
d. Expanding Square Pattern (Figure 2-4)
i. Description. This pattern is used to search a small area where the INITIAL
POSITION of survivor is known within close limits and the area to be searched
is not extensive. It provides a more uniform coverage of the search area than a
sector search and is easily expanded if the search area increases. Square
searches are referred to as expanding square searches if they begin at the
DATUM and expand outward. The full attention of the flying pilot must be
devoted to precisely flying this pattern.
ii. Procedures. To conduct an expanding square search, enter the DATUM into the
GPS as a user-defined waypoint in OBS mode. Once on top of the DATUM,
turn to the nearest cardinal radial. Start the clock. Use the TK function of the
GPS to determine the crab angle necessary to track this cardinal radial. Adjust
power as necessary to fly the desired groundspeed. Track outbound until
reaching the appropriate TRACK SPACING (S). Note the elapsed time and
turn right 90º utilizing a Standard Rate Turn (SRT). Restart the clock. Again,
use TK function of the GPS to determine the crab angle necessary to fly a
ground track corresponding to the new cardinal heading. Adjust power as
necessary to maintain groundspeed. Upon reaching the time from the first leg,
turn right 90º utilizing a SRT and restart the clock. Track the appropriate
cardinal heading, adjust power to maintain groundspeed and use twice the initial
timing. Repeat as necessary to continue expanding the square. If flown
precisely, the aircraft will pass through a semi-cardinal radial halfway through
three of the four turns.

Figure 2-5 Sector Search
e. Sector Pattern (Figure 2-5)
i. Description. This pattern is used when the INITIAL POSITION is reliable or

the SEARCH AREA is not extensive, and a concentration of effort is desired at
DATUM because the target is difficult to detect.
ii. Procedures. To conduct a sector search, enter the DATUM as a user-defined

waypoint in the GPS. On-top of the DATUM, turn to the nearest cardinal
radial. A 60° sector search is normally used which consists of nine equal legs,
each leg having a length equal to the radius of the search area. Upon reaching
the search radius, turn right and execute a point-to-point solution to the next
inbound radial. Intercept the radial and track inbound to the DATUM. Pass
over the datum and track outbound on the reciprocal radial. Upon reaching the
SEARCH AREA radius, turn right again and repeat. To determine the distance
traveled in a sector search, multiply the search radius by 9. To determine the
total time for a search, divide the distance traveled by the search speed.
4. Low-Level Basic Instrument Procedures
Low-Level Basic Instrument Maneuvers consist of the Level Speed Change and Turn Pattern,
conducted no lower than 150 feet AGL. Refer to the Instrument FTI for procedures.
203. SAMPLE SAR PLANNING PROBLEM
Use the SAR TACAID Section 3 – Maritime Search and Rescue Procedures to follow this
scenario.

Just prior to launching from the USS BONHOMME RICHARD, you are cued for a SAR mission
by PriFly. An F-35B pilot made a MAYDAY call prior to ejecting at 6000 feet heading 180º.
The sea state is 2 feet. The INITIAL POSITION derived from the last point of contact with the
ship’s air search radar is 15 minutes old and ten miles away. You fly to the INITIAL POSITION
at Buster airspeed and grab the SAR TACAID out of the NAV bag, brief the crew using the
checklists in Section 1, and review the ON-SCENE COORDINATOR checklist in case other
aircraft launch to assist.
Step 1 and 2 are already complete at this point. Next, you will need to correct the INITIAL
POSITION for drift. The pilot ejected, so determine parachute drift (Step 3). The winds at the
surface are 045 at ten knots and the winds at 6000 feet were briefed as 315 at 30 knots. You
make a rough average and decide to use winds from 360 at 20 knots. Using the Parachute Drift
Table on 3-3, you estimate parachute drift as 1.8 miles. The ship did not report any set and drift,
and with unlimited visibility, you decide the DATUM bears 180 and 1.8 NM south of the
INITIAL POSITION.
Determine a recommended search altitude in Step 4. An F-35B is a single-pilot aircraft, so you

are searching for a single person in the water or in a 1-man raft. This gives you a recommended
altitude range of 200-500 feet AGL. Choose the lowest search altitude that maximizes sweep
width (Step 5).
Determine the uncorrected visual SWEEP WIDTH (Wu) for a person in the water. Our
recommended altitude range gives us 300 or 500 feet. At either altitude, unlimited visibility
gives us a sweep width of 0.1 NM for a person in the water, and 1.7 or 1.8 NM for a 1-man raft.
You cannot be sure the survival seat pan containing the raft separated or if the pilot is capable of
entering the raft. You decide to go with the worst-case scenario and plan for 300 feet and an
uncorrected sweep width of 0.1 NM.
In Step 6, you apply correction factors to the Wu. The pilot’s LPU will self-inflate in contact
with seawater, so multiply the SWEEP WIDTH by four since you can correct for personal
flotation. With unlimited visibility, low sea state and a fresh crew, there are no further
corrections and the partially corrected SWEEP WIDTH is 0.4 NM. Next, correct for the
searching aircraft’s speed using the Search Aircraft Speed Correction table. 60 KGS gives
Helicopters the highest multiplier for corrected sweep width at 1.5 for a person in the water.
Multiply 0.4 x 1.5 = .6 for corrected SWEEP WIDTH.
Skip steps 7 and 8 and proceed to step 9 for Daylight Detection Aids. Without radio contact with
the pilot, we must assume he is incapacitated and unable to use signaling devices. However, the
White Parachute has a sweep width of 5 NM, and after a short time in calm seas, is likely still
floating nearby. Take the higher sweep width (5 NM) and proceed to step 12 as directed for
daytime, non-sensory (RADAR, MTS, FLIR, etc.) aircraft.
For any search, the SAR Mission Coordinator specifies the desired Probability of Detection and
Coverage Factor (C). In the absence of further guidance, plan for a C of 1.0 (i.e., the search
covers 100% of the search area), where your Track Spacing equals your Sweep Width (C=W/S).
Therefore, plan your search legs to be 5 NM apart.

Proceed to Section 5 and select your search pattern. Since the DATUM was derived from a radar
return at close range from the ship, and the pilot ejected at low altitude with light winds, we can
confidently say the search area is known within close limits and the search area is not extensive.
The Expanding Square is therefore the best choice, since it will allow us to search first in the
most likely survivor location (the DATUM itself) then expand the search area as needed while
maintaining our Coverage Factor.
204. RESCUE COORDINATION/ON-SCENE COMMANDER RESPONSIBILITIES
For best continuity of operations, the OSC should be able to remain on scene for an extended
time, and be able to communicate with all on-scene units, the SMC, and the survivor. Large
fixed-wing aircraft make excellent OSC platforms because of their communication capabilities
and on-station time. Coast Guard cutters and Navy vessels also make excellent OSC platforms.
Nonetheless, the first asset to arrive on-scene shall assume the role. In recent history, this has
even included a TH-57B.
When an aircraft SRU reports to the OSC, the OSC accepts responsibility for flight-following
service. Therefore, SRUs must make regular “ops normal” reports to the OSC at 15-minute
intervals. Once an SRU completes searching the assigned area, results should be reported to the
OSC.
Given the dynamic nature of extended SAR operations with multiple assets involved, the use of
an OSC checklist is key. The SAR TACAID contains generic On-Scene Coordinator’s
Procedures starting on page 1-23 that enable any aircraft assuming the role of OSC to coordinate
the search in accordance with the IAMSAR requirements. Most squadrons will have a
condensed On-Scene Commander checklist that is tailored to their area of responsibility.
205. SURVIVOR IDENTIFICATION AND RECOVERY
1. Identity Authentication
Every effort will be made to authenticate isolated personnel prior to committing recovery forces
in a threat environment. Authentication ensures that isolated personnel are an identifiable
friendly target not under duress. This is an important element when identifying enemy ruses or
tactics using isolated personnel as bait. Effective authentication methods include use of Isolated
Personnel Report (ISOPREP) data, theater code words, challenge and password, and pre-
coordinated visual signals.
2. Position Marking and signaling Devices
a. Pyrotechnic Devices. SAR crews carry a variety of survivor position-marking

devices. The MK 58 Smoke is designed for day or night use in any condition calling
for a long-burning (at least 45 minutes) smoke reference point on the ocean surface.
The MK 18 Smoke is the only pyrotechnic designed for overland use. It can be used
for signaling on the ground or for wind determination from an aircraft. It burns for
50-90 seconds.

WARNING
Pyrotechnic devices shall not be used in areas where flammable

fluids or other combustible materials may be ignited.
b. Electric Marine Marker Light. The “matrix light” is a droppable floating strobe
light that provides a visual reference to a survivor when there is fuel or other
flammable material nearby. A flashing marker light may cause vertigo, especially at
night.
c. Signaling. In addition to the standard signaling devices that are carried by aviators as
part of the standard ALSS gear, you may encounter other overt or covert signals used
by conventional ground forces and SOF personnel. Common examples are infrared
strobes, chemlights, or lasers that are only visible on Night Vision Devices (NVDs) or
FLIR. A common and highly effective method of covertly signaling your position to
NVD-aided crews is to swing an IR strobe or chemlight overhead on a cord
(“buzzsaw”). Meaning assigned to specific visual signals should be pre-coordinated
through theater-specific Special Instructions (SPINS).
3. Overwater Recovery
Once a survivor is found, a rescue must be commenced. The type of rescue pattern used will be
determined by whether or not the crew has reference to a visible horizon.
a. VMC rescue. During VMC conditions, never lose visual contact with the survivor.
Fly the aircraft to allow whoever sighted the survivor to maintain visual contact.
b. Night/IMC rescue. The Windline Rescue Pattern described below permits a

helicopter crew to safely conduct a night/Instrument Meteorological Conditions
(IMC) rescue in minimal time. Only aircraft capable of an autopilot hover will
execute this pattern. The pattern is designed to place the aircraft into the windline
with a downwind distance sufficient to allow the autopilot to fly the aircraft down a
preset glideslope and into a hover at a selected altitude.
4. Windline Rescue Pattern Procedures
To conduct a simulated windline rescue pattern, perform the Landing Checklist, assume control
of the helicopter, and establish an instrument scan. Upon passing over the survivor, simulate
deploying smoke or matrix lights, and call, “On top, simulated smokes/lights away.”
WARNING
Any time there is a chance of igniting aviation fuel in water,

smokes shall not be used to mark the survivor’s position

a. While simultaneously setting 60 KIAS, utilize an SRT to turn either downwind or to

place the wind on the nearest 45° in the lower half of the RMI. Start the clock either
when the helicopter is established 45° to the downwind line or abeam the survivor
heading downwind.
b. A combination of wind velocity and time downwind totaling 30 suffices (e.g., wind
velocity ten knots, time downwind 20 seconds, wind velocity 30 knots or greater,
maintain a standard rate turn until headed into the wind).
c. After the proper time has elapsed, commence a turn inbound to the survivor.
Depending on the direction of turn, the copilot or aircrew keeps sight of the lights
marking the survivor, establishes orientation of the survivor to the lights, and informs
the pilot if more or less turn is required. The warning command, “Stand by to roll
out” shall be given by the copilot before intercepting the windline. When orientation
and lineup are achieved, the copilot calls to the pilot, “Roll out.”
d. Once the aircraft has established wings level, and is oriented into the windline, the
maneuver is complete.
NOTE
At this time, a descent to a hover utilizing an automatic approach

system would be recommended.

Figure 2-6 Windline Rescue Pattern (1 of 2)

Figure 2-7 Windline Rescue Pattern (2 of 2)

5. Overland Recovery
While many of the procedures used in the maritime domain also apply when operating overland,
it is necessary to train and become proficient in the procedures unique to the inland environment.
This is especially true in mountains, jungle, or other rugged terrain. The selection of a rescue
method will depend on the condition/mobility of the survivor(s), the landing zone characteristics,
and the capabilities of your aircraft. Refer to the Logistics FTI and NATOPS Flight Manual
9.3.3 for LZ evaluation procedures. There are six rescue methods that can be utilized.
a. Land and Recover. Landing is the fastest method of getting to a survivor and
maximizes time on station. If the survivor’s position is beyond the sight of the
aircraft, the travel between the two should be kept to a minimum. Rescue personnel
should take a handheld radio, first aid kit and rescue litter on the first trip to the
survivor’s location. The copilot may be required to aid the aircrew in survivor
recovery.
b. One or two wheel/skid landing. This method can be used when topography
precludes landing. It is executed by placing one wheel/skid in close proximity to the
terrain or obstruction. This can reduce power required compared to a hover and
extend time on station.
WARNING
When performing a rescue via one skid/wheel, caution shall be

used when placing the skid/wheel in direct contact with terrain.
The possibility of dynamic rollover is greatly increased.
c. Hoist Recovery. Terrain or foliage may prohibit landing to effect the rescue. In such
cases, a hoist recovery is most advantageous. If the crew includes a corpsman, the
corpsman should be lowered first to aid and assess the survivor. If no corpsman is
present, the Rescue Aircrewman (RA) is lowered, and shall evaluate the survivor’s
medical condition to determine which type of rescue device is required. If head,
neck, and/or back injuries are suspected, a rescue litter or immobilization device shall
be used. Additional equipment may be lowered by the rescue hoist. An RA should
be lowered through trees or dense foliage only as a last resort (i.e., no clear area exists
in the proximity of the survivor(s), and the condition of the survivor(s) appears to
require immediate medical attention).
d. Rappelling. Rappelling to a survivor is the most expeditious means of getting a RA

to the deck when a landing is not practical. Rappelling has many advantages over
hoisting. The ability of the RA to control the descent allows for a safer means of
descending through trees, dense foliage, and rugged terrain. Rappelling reduces
hover time, and the increased speed of the evolution combined with the advantage of
controlled descent makes rappelling a valuable rescue technique in the inland rescue
environment.

e. Direct Deployment. The significant difference in Direct Deployment from the

traditional RA deployment/survivor recovery procedure is that the RA is connected to
the rescue hoist during the entire evolution. On steep mountain faces or
cliffside/vertical environments, recovery is accomplished by hovering above the
object and maneuvering the aircraft to hold the RA in positive contact with the face of
the object. The RA remains attached to the hoist with the cable supporting the RA’s
weight. The RA can then traverse the face as necessary to reach the survivor. Precise
crew coordination and thorough planning are paramount to a successful vertical
rescue operation. DD procedures should not be used on aviators who have ejected
from aircraft. The decision to use DD procedures on a survivor with a known or
suspected head, neck, spinal, or other severe injury should only be exercised when the
use of traditional survivor recovery procedures would place the lives of the RA and/or
survivor at greater risk. A site evaluation should be accomplished using high- and
low-reconnaissance techniques and should consider effects such as orographic
turbulence, loss of wind effect behind obstacles, and power available. Emergency
procedures including departure route shall also be briefed prior to initial approach.
f. Short Haul. The short-haul is a rescue method utilized for the extraction of a
survivor on vertical or near-vertical terrain. It may also be used in cases where the
hoist cable length is insufficient for direct deployment or the hoist becomes
inoperative. The short-haul evolution terminates at a predetermined landing zone.
This provides a rapid means of rescue from inaccessible locations. Short haul
consists of the RA rappelling to the survivor, connecting to the belay line, and
remaining suspended beneath the helicopter while the aircraft transits to a suitable
landing site. During short haul evolutions, the aircraft should not exceed 40 KIAS.
206. CREW SOURCE MANAGEMENT
The SRU commander is responsible for maximizing crew effectiveness. Effective CRM will
involve the entire crew in each phase of the SAR mission. Extended searches can be extremely
fatiguing and sap morale. Clear expectations for each member of the crew are essential in
maintaining vigilance in the face of fatigue, stress, and flagging adrenaline. Crew NATOPS and
mission briefs should address specific sectors of responsibility for searchers. If there are extra
crewmembers who can be used to periodically relieve designated searchers, establish a rotation
so no searcher is continuously on station for more than 60 minutes.
Searchers should follow a fixed scan pattern to avoid missing areas. Rate of eye movement
should not exceed 10 degrees per second, and observe each area for at least 2 seconds to allow
the eye to focus on each 5-degree sector. To extend endurance, searchers should move their
entire head, not just their eyes to delay eyestrain. Low/no-contrast environments such as a dark
ocean with no lights can cause severe eyestrain. Periodically focus your eyes on a nearby object
such as the aircraft to prevent this.

207. FLEET SAR MISSIONS
1. Maritime and Civil SAR
Helicopter Sea Combat (HSC) squadrons, flying the MH-60S, are the primary airborne SAR
assets of the US Navy. Within Carrier and Expeditionary Strike Groups, squadrons or
detachments provide Plane Guard airborne alert aircraft for fixed-wing launch and recovery
operations, when the probability of a mishap requiring a SAR effort is significantly elevated.
Helicopter Maritime Strike (HSM) squadrons, flying the MH-60R, operate small one or two-
helicopter detachments from air-capable Cruisers and Destroyers. Although not primarily tasked
with SAR, they maintain SAR capability and are often the only air asset available for SAR
incidents at sea.
The US Coast Guard maintains a 24/7 SAR response throughout the US and its possessions, in
environments ranging from frigid Alaskan storms to Caribbean hurricanes, performing daring
feats of airmanship in atrocious conditions so others may live. There are two models of
helicopter employed by the USCG. The MH-65D/E Dolphin is a short-range rescue helicopter
capable of operating from Coast Guard Cutters and Polar Icebreakers. The MH-60T Jayhawk is
a shore-based medium-range rescue variant of the SH-60 Seahawk family. Coast Guard Air
Stations operate on a strip alert concept, in which designated crews stand by to respond to SAR
incidents for a specified period of time and are then relieved.
2. Combat Search and Rescue (CSAR) and Tactical Recovery of Aircraft and Personnel
(TRAP)
Combat Search and Rescue is SAR conducted during war or military operations other than war.
Enemy activity must be expected to oppose rescue forces, or threaten the survivor. Currently,
the only service to man, train, and equip specialist forces dedicated solely to CSAR is the Air
Force. However, Joint doctrine requires all services to conduct CSAR as required in support of
their own operations. Therefore, both Carrier Strike Groups and Marine Expeditionary Units
maintain an organic self-rescue capability in support of sea-based combat operations.
A Carrier Air Wing (CVW) CSAR Task Force (CSARTF) is a highly complex undertaking
involving a robust Command and Control structure that reflects the standard SAR organization.
In the event of a downed aircraft or other isolating event, the On-Scene Commander is a nearby
asset who temporarily assumes command. This is usually the downed aircraft’s wingman. The
OSC gathers as much information as possible prior to being relieved by the Rescue Mission
Commander (RMC). The RMC has overall responsibility for all actions in the terminal area, and
is typically a senior VFA pilot who is specially trained for the role. The Air Mission
Commander (AMC) is the communications link between the RMC and all air and ground assets
involved. This role would typically fall to the E-2D due to its extensive communications suite
and time-on-station. F/A-18’s also make up the Rescue Escort (RESCORT) and Rescue Combat
Air Patrol (RESCAP), which provide the Recovery Vehicle with reconnaissance, air-to-ground
fire support, communications relay, and counter-air fighter support.

The HSC squadron within the CVW trains and designates specific crews to serve as the primary
Recovery Vehicle (RV) for CSAR operations. The RV should only be launched to an
authenticated survivor’s known location (within 1 mile) and airborne searching by the RV should
be minimized in hostile environments. Regardless of the threat level, friendly forces should first
locate and authenticate survivors before committing recovery forces to the actual rescue.
Marine Expeditionary Units plan for self-supporting recovery operations and CSAR support in
both hostile and permissive operating environments through a mission construct known as
Tactical Recovery of Aircraft and Personnel (TRAP). Regardless of threat level, tactical
missions should have an alert recovery crew and TRAP plan designated, organized on similar
lines to a CVW CSARTF.
The composition of a TRAP Task Force (TTF) is highly flexible and depends on mission
requirements and the threat environment. A typical TTF will have an AMC, OSC,
RESCORT/RESCAP, and RV much like a CSARTF. A standard MEU Air Combat Element
(ACE) will have UH-1s, CH-53s or MV-22s that can serve as the RV. The RESCAP/RESCORT
role can be filled by the UH-1, AH-1, F-35, or F-18 depending on the threat and airlift
requirements. Much like CSAR, recovery forces should not be committed to the terminal area in
a threat environment without a reasonable certainty that the survivors are alive and their location
is known within approximately 1 NM.
Unlike CSAR, which is focused exclusively on rescue of personnel and preventing enemy
capture, TRAP also includes aircraft recovery, repair, or salvage operations, known as
“mechanical TRAPs.” This can include using a CH-53 to lift an entire aircraft if on-site repair is
not feasible.

THIS PAGE INTENTIONALLY LEFT BLANK

APPENDIX A
GLOSSARY
A100. GLOSSARY AND SHIPBOARD TERMINOLOGY
AMC – Airborne Mission Commander. The primary role of the AMC is to coordinate and
control aircraft during a mission
Angels – Aircraft altitude in thousands of feet MSL, i.e., “Angels 1.5” is 1,500 feet
Bingo – Fuel state needed for recovery
Base Recovery Course (BRC) – The ship’s magnetic heading for aircraft recovery
Buster – Fly at maximum continuous airspeed
Charlie – A signal indicating clearance to land. “Charlie Spot 3” means, “cleared to land Spot 3”
Coverage Factor – The ratio between Sweep Width and Track Spacing
CSAR – Combat Search and Rescue. SAR conducted during war or military operations other
than war
CSARTF – CSAR Task Force. All forces committed to a specific combat search and rescue
operation to locate, identify, support, and recover isolated personnel during combat
CVW – Carrier Air Wing
Datum – A geographic point, line or area used as a reference in search planning
FATHER – Ship’s TACAN station
Feet Dry/Wet – Pilot report indicating transition from over water to over land/ vice versa
Fox Corpen – Ship’s true heading during flight operations
Gadget – All-inclusive term for radar
“Mark your FATHER” – Controller request for aircraft’s range and bearing from ship’s TACAN
MEU – Marine Expeditionary Unit
MOTHER – Parent ship
NO JOY – Indicates no visual contact with a target, or unsuccessful in performing an assigned

task
On-Scene Commander – A person designated to coordinate SAR operations within a specified

search area
GLOSSARY A-1
GLOSSARY A SHIPBOARD OPERATIONS AND SEARCH AND RESCUE
OTC – Officer in Tactical Command. The senior officer present eligible to assume command, or
the officer to whom he has delegated command.
Parrot/India – Identify Friend or Foe (IFF)/Mode IV Transponder
Pigeons – Vectors provided by ship’s aircraft controller
Pogo – Instruction given to return to previously assigned frequency if unable to establish comms
on assigned frequency
Position and Intended Movement (PIM) – Ship’s planned direction and speed
Probability of Detection – The probability that the search object being detected, assuming it was
in the areas that were searched
RESCAP – Rescue Combat Air Patrol. Counter-air fighters assigned to protect the recovery
force and survivors from airborne threats
RESCORT – Rescue Escort. FW or RW aircraft assigned to provide reconnaissance, threat

suppression, and communications relay to the recovery vehicle
RMC – Rescue Mission Commander. The individual designated to control recovery actions in
the terminal area
RV – Recovery Vehicle. The asset assigned to rescue isolated personnel
SENAV – Senior Naval Aviator. The SENAV is the most experienced naval aviator on an air-
capable ship, and will be consulted by the ship’s CO on aviation-related matters
Snuggle Up – Term used to direct a helicopter to come close aboard
Strangle – Direction to turn off specified equipment, i.e., “Strangle the gadget”
Sweep Width – The width of a swath centered on the SRU’s track where the probability of
detecting the search object if it is outside of that swath is equal to the probability of missing the
search object if it is inside that swath
Sweet/Sour – Valid or invalid/no response to IFF interrogation
Track spacing – The distance between adjacent parallel search tracks
TRAP – Tactical Recovery of Aircraft and Personnel. An umbrella term for all contingency
operations related to CSAR or aircraft salvage and repair as conducted by Marine Expeditionary
Units
TTF – TRAP Task Force. All forces committed to a specific TRAP mission
A-2 GLOSSARY

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NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-429 (New 02-21)

FLIGHT TRAINING INSTRUCTION

SHIPBOARD OPERATIONS AND

CNATRA P-429 {NEW 02-21)

Subj: FLCGHT TRAINING INSTRUCTION, SHIPBOARD OPERATIONS AND SEARCH

Releasability and distribution:

SHIPBOARD OPERATIONS AND SEARCH AND RESCUE

Dates of issue for original and changed pages are:

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 62 CONSISTING OF THE FOLLOWING:

The following Changes have been previously incorporated in this manual:

The following interim Changes have been incorporated in this Change/Revision:

Change recommendations to this publication may be submitted by anyone to Commander

CHAPTER ONE - SHIPBOARD OPERATIONS .................................................................. 1-1

CHAPTER TWO - SEARCH AND RESCUE OPERATIONS ............................................. 2-1

Figure 2-1 Parallel Single Unit ............................................................................................ 2-6

101. SHIPBOARD FLIGHT OPERATIONS

SHIPBOARD OPERATIONS 1-1

102. HELICOPTER AIRCRAFT HANDLING SIGNALS

1. Rotating Beacon and ALDIS Lamp Signals

EVOLUTION ROTATING BEACON/ALDIS LAMP SIGNAL

Figure 1-1 Rotating Beacon/ALDIS Lamp Signals for Helicopter Operations

2. Landing Signalman Enlisted (LSE) Signals

1-2 SHIPBOARD OPERATIONS

Figure 1-2 LSE Signals (1 of 3)

SHIPBOARD OPERATIONS 1-3

Figure 1-3 LSE Signals (2 of 3)

1-4 SHIPBOARD OPERATIONS

Figure 1-4 LSE Signals (3 of 3)

SHIPBOARD OPERATIONS 1-5

103. AIR TRAFFIC CONTROL DOCTRINE

a. Control Area. The Control Area is a circular airspace within a radius of 50 nm

Figure 1-5 Control Area and Control Zone Dimensions

1-6 SHIPBOARD OPERATIONS

a. ATC Agencies. Aviation ships utilize a large department of dedicated personnel to

SHIPBOARD OPERATIONS 1-7

b. Weather Requirements. During periods when ceiling and/or visibility is below

104. VFR PROCEDURES

i. Starboard Delta Pattern: The starboard Delta pattern is a holding pattern

1-8 SHIPBOARD OPERATIONS

SHIPBOARD OPERATIONS 1-9

Figure 1-6 Delta and Charlie Patterns for Helicopters

b. Helicopter Departure Procedures. Case I/II departures may be used when

1-10 SHIPBOARD OPERATIONS

c. Helicopter Recovery Procedures. During Case I recoveries, transient helicopters

d. CVN/LHD Helicopter Landing Procedures. The LHA/D helicopter landing spot

Figure 1-7 Typical LHA/D Helicopter/Tiltrotor Landing Spot Diagram

SHIPBOARD OPERATIONS 1-11

Figure 1-8 Typical CVN Helicopter Landing Spot Diagram

1-12 SHIPBOARD OPERATIONS

i. Identification and type aircraft.

iv. Fuel State (in hours and minutes to splash).

The CIC shall provide the inbound flight with:

i. Type of approach anticipated (VFR or IFR [radar/TACAN/ADF]).

ii. Marshal instructions, if required.

iii. Steering as required.

iv. Estimated recovery time.

v. Altimeter setting, wind, and weather.

vi. Time check.