JP 3-50 National Search and Rescue Manual Vol I - US Navy
JP 3-50 National Search and Rescue Manual Vol I - US Navy JP 3-50 National Search and Rescue Manual Vol I - US Navy
SHADE AIR TEMPERATURE (degrees F) SHADE AIR TEMPERATURE (degrees F) Figure 4-3. Expected Desert Survival E. Signaling equipment available to survivors influences the urgency of SAR response and the methods used in various SAR stages. SMCs should use the appropriate resources to take advantage of survivor signaling capabilities. 444 Terrain The terrain may determine the type of search pattern needed and the SRU selected. Highly maneuverable aircraft effective at high altitudes ma be required in rugged mountain areas. Helicopters may not be able to operate in the thin air and turbulence associated with mountain contour searches. The survival kit carried by the distressed craft and the hoist devices available also influence decision-making. Dense foliage may hamper visual and electronic searches and require a greater number of aircraft and ground SRUs, and closer search track spacing. The presence of electrical power lines, towers, and bridges should be considered when planning search altitudes and areas. Prominent landmarks can be used as boundaries and checkpoints for laying out overland air and ground search areas. Some aircraft may have poor navigation equipment, and some members of ground parties may be inexperienced outdoors and more effective when using readily recognizable boundaries. The type of rescue team used after the distress site has been located is also terrain dependent. Local law enforcement authorities, forest service personnel, mountain rescue clubs, ski clubs, or pararescuemen may be required. 4-7
445 Weather A. Weather may limit SAR missions. Not only are search targets more difficult to detect, but SRUs operate less efficiently in turbulence or rough seas. Knowledge of weather conditions and prudent judgment will increase the likelihood of a mission success and SRU safety. B. If existing weather will not allow a search without unduly endangering additional lives, the search should be delayed. If weather is good but forecast to deteriorate, rapid action is necessary, possibly in lieu of detailed planning. C. Wind, visibility, and cloud cover influence search sweep width. Accurate search planning is influenced by accurate weather information. D. SRU safety should be of concern to the SMC. Low ceilings and restricted visibility are particularly hazardous to aircraft. If the search is to be conducted where few navigation aids and poor visibility exist, the SMC may suspend search operations or limit the number of SRUs. OSCs may suspend the search to ensure SRU safety. E. For overdue craft, the weather at the departure point and the destination, and along the likely track, should be evaluated for the effect it may have had on the craft. Other factors are: 1. The en route and forecast weather information that was available to the crew of the missing craft. 2. Any marked changes in wind or sea currents that might have resulted in navigation errors, or any areas of marked pressure changes that might have caused aircraft altimeter errors. 3. Any areas of low ceiling, poor visibility, precipitation, thunderstorms, frontal activity, turbulence, or icing that the craft may have attempted to circumnavigate, or that may have exceeded craft or operator capabilities. 4. The weather in the area where the missing craft is presumed to be located. 446 Other Considerations A. Mission Risks. SAR personnel are responsible for taking whatever action they can to save life at any time and place where facilities are available and can be effectively used. All reasonable action should be taken to locate distressed persons, determine their status, and effect their rescue. However, SAR response should be commensurate with the perceived possibility of saving life or property. The risks inherent in any SAR response must be carefully weighed against the mission's chances for success, that is, the saving of life or, to lesser extent, property. Conducting prolonged SAR after the probability of survival has approached zero is normally not warranted.
- Page 57 and 58: has an ailing seaman, and can rescu
- Page 59 and 60: manning and configuration. Larger v
- Page 61 and 62: physical training, skill in communi
- Page 63 and 64: special qualifications desirable in
- Page 65 and 66: Overseas Region the Alaskan CAP Win
- Page 67 and 68: platform. Also of use for SAR are c
- Page 69 and 70: 3130.16 series. The SMC should de-a
- Page 71 and 72: continental U.S. and at offshore lo
- Page 73 and 74: the potential for recording data wi
- Page 75 and 76: other craft or radio stations: 1. A
- Page 77 and 78: EPIRBs. 9. 27.065 kHz (Citizens Ban
- Page 79 and 80: vessels) will be required to carry
- Page 81 and 82: . Non-compliance with FCC Rules and
- Page 83 and 84: 9. SART. 10. MF DSC, used to initia
- Page 85 and 86: 4. FAA Domestic Teletype Networks,
- Page 87 and 88: 3023 kHz (USB), 123.1 MHz, and 282.
- Page 89 and 90: 3. 2638 kHz, all areas. 4. 2738 kHz
- Page 91 and 92: SRUs and agencies. A search action
- Page 93 and 94: 2. Rescue Area f. SRUs on scene a.
- Page 95 and 96: extended time, a Notice to Mariners
- Page 97 and 98: The receiving and recording of info
- Page 99 and 100: case. The SMC is often automaticall
- Page 101 and 102: any source. b. There is suspicion t
- Page 103 and 104: The craft's float or flight plan is
- Page 105 and 106: Figure 4-1. Water Chill Without Ant
- Page 107: s Figure 4-2. Wind Chill Graph - Eq
- Page 111 and 112: 451 Uncertainty Phase An Emergency
- Page 113 and 114: 471 PRECOM A. PRECOM search contact
- Page 115 and 116: the objective during their normal o
- Page 117 and 118: effective search plan. The plan may
- Page 119 and 120: D. Other SAR planning models, such
- Page 121 and 122: 1. The aircraft glide area shown in
- Page 123 and 124: Figure 5-3. Vector Plots of Surface
- Page 125 and 126: TABLE 5-1. Parachute Drift Distance
- Page 127 and 128: the search object has, the greater
- Page 129 and 130: B. Sea Current (SC) is the residual
- Page 131 and 132: Figure 5-6A. Wind Current - North L
- Page 133 and 134: large lake can vary with season, we
- Page 135 and 136: 5. Other on scene observations can
- Page 137 and 138: 520 SEARCH AREA Figure 5-8. Minimax
- Page 139 and 140: Figure 5-9. Drift Error by Minimax
- Page 141 and 142: DRe to determine SRU error (Y = Fix
- Page 143 and 144: Figure 5-11. Search Areas - Moving
- Page 145 and 146: E. When only a datum area exists, s
- Page 147 and 148: SRUs are dispatched next. Supplemen
- Page 149 and 150: B. POD can be increased by decreasi
- Page 151 and 152: C. Visual sweep widths are determin
- Page 153 and 154: TABLE 5-6. Visual Sweep Width Estim
- Page 155 and 156: 9. Fatigue. Degradation of detectio
- Page 157 and 158: Table 5-8. Height of Eye vs. Horizo
SHADE AIR TEMPERATURE (degrees F) SHADE AIR TEMPERATURE (degrees F)<br />
Figure 4-3. Expected Desert Survival<br />
E. Signaling equipment available to survivors influences the<br />
urgency of SAR response <strong>and</strong> the methods used in various SAR stages.<br />
SMCs should use the appropriate resources to take advantage of survivor<br />
signaling capabilities.<br />
444 Terrain<br />
The terrain may determine the type of search pattern needed <strong>and</strong> the<br />
SRU selected. Highly maneuverable aircraft effective at high altitudes<br />
ma be required in rugged mountain areas. Helicopters may not be able to<br />
operate in the thin air <strong>and</strong> turbulence associated with mountain contour<br />
searches. The survival kit carried by the distressed craft <strong>and</strong> the<br />
hoist devices available also influence decision-making. Dense foliage<br />
may hamper visual <strong>and</strong> electronic searches <strong>and</strong> require a greater number<br />
of aircraft <strong>and</strong> ground SRUs, <strong>and</strong> closer search track spacing. The<br />
presence of electrical power lines, towers, <strong>and</strong> bridges should be<br />
considered when planning search altitudes <strong>and</strong> areas. Prominent<br />
l<strong>and</strong>marks can be used as boundaries <strong>and</strong> checkpoints for laying out<br />
overl<strong>and</strong> air <strong>and</strong> ground search areas. Some aircraft may have poor<br />
navigation equipment, <strong>and</strong> some members of ground parties may be<br />
inexperienced outdoors <strong>and</strong> more effective when using readily<br />
recognizable boundaries. The type of rescue team used after the<br />
distress site has been located is also terrain dependent. Local law<br />
enforcement authorities, forest service personnel, mountain rescue<br />
clubs, ski clubs, or pararescuemen may be required.<br />
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