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
SRUs is generally not a significant problem as long as LORAN, inertial, SATNAV, OMEGA, or radar navigation aids are available. DR navigation can cause significant errors in search pattern execution, even in coastal areas with visual references. Sea states of three feet or more can also adversely affect the ability of small surface SRUs to execute search patterns accurately. 2. Aircraft. High-speed aircraft are more likely to accumulate turn errors, especially with narrow track spacing, because of their larger turn diameters. Low-speed aircraft are more sensitive to wind because the crosswind component will be a higher percentage of search speed. The following should be considered when planning aircraft searches: a. Aircraft navigation accuracy has improved due to increased use of, and improvements in, navigation computers, area navigation (RNAV), OMEGA, INS, and LORAN C. More sophisticated systems can be coupled to an autopilot, enabling execution of accurate search patterns. b. When accurate navigation systems are not available, the type of pattern that requires minimum turns and maximum search leg length is usually selected to reduce turning errors and to ease navigation. For high-speed aircraft, patterns and search area assignments that allow turns outside the search area should be considered to allow aircraft to establish themselves on each leg, improving uniformity of area coverage. (Canadian SRUs always turn outside assigned search areas.) C. Once large-scale search efforts are under way, redeployment of SRUs or changing of assigned search patterns becomes difficult. Careful consideration should be given to selecting patterns and designating SRUs. Unique patterns based on search circumstances may be developed. 552 Search Pattern Nomenclature A. Commence Search Point (CSP) is the location in the search pattern where the SRU begins searching. Specifying the CSP allows the SRU to efficiently plan the en route track, and ensures that SRUS are separated and that the SRU begins search at the desired point and time. B. Search Leg is the long leg along the track of any pattern. C. Crossleg is the connection between two search legs. D. Creep is the general direction in which an SRU moves through a rectangular or square area, normally the same direction as the crosslegs. 553 Search Pattern Designation A. A coded system of letters is used to designate search patterns.
The major pattern characteristic is designated by the first letter. The second letter denotes SRU number ("S" is a single-unit search; "M" is a multiunit search). The third letter designates specialized SRU patterns or instructions. B. Trackline Patterns (T) are used when the intended route of the search object is known. A route search is usually the first search action since it is assumed that the target is near track, and that either it will be easily seen or the survivors will signal. The trackline pattern is a rapid and reasonably thorough coverage of the missing craft's proposed track and area immediately adjacent, such as along a datum line. 1. Trackline Single-Unit Non-Return (TSN) search is made along the track or datum line. The letter "N" in the third position indicates that the pattern makes one or more searches along the track, but the search terminates at the opposite end of track from where it began. See Figure 5 22. Figure 5-22. 2. Trackline Single-Unit Return (TSR) has the CSP offset 1/2 search track spacing from the trackline or datum. The SRU runs up one side and down the other, ending one track space from where it began. See Figure 5-23. Figure 5-23. 5-35
- 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
- Page 159 and 160: 6. Sweep widths for Side-Looking Ai
- Page 161 and 162: TABLE 5-11a. Sweep Widths for Forwa
- Page 163 and 164: Sweep widths should be approximated
- Page 165 and 166: TABLE 5-14. Environmental Limitatio
- Page 167 and 168: Figure 5-19. Maritime Probability o
- Page 169 and 170: again, unless it is determined furt
- Page 171 and 172: c. This track spacing may exceed th
- Page 173 and 174: a. E-7 corners 23 15N 74 35W to 23
- Page 175 and 176: E. Orienting Search Areas Search pa
- Page 177: Figure 5-21. Typical Assignments fo
- Page 181 and 182: Figure 5-26. Figure 5-27. 3. Parall
- Page 183 and 184: Figure 5-31. Figure 5-32. D. Creepi
- Page 185 and 186: area, they must fly their individua
- Page 187 and 188: for large objects in well-defined s
- Page 189 and 190: I. Homing Patterns (H) are used to
- Page 191 and 192: completed, the initial area, not th
- Page 193 and 194: Pattern Name SRU required Remarks T
- Page 195 and 196: 560 PLANNING OF ON SCENE COORDINATI
- Page 197 and 198: NOTAM for non-SAR aircraft to remai
- Page 199 and 200: described as previously discussed,
- Page 201 and 202: procedures for aircraft SRUs should
- Page 203 and 204: 1. Where sea current, tidal current
- Page 205 and 206: eturn to base. E. Continuous attent
- Page 207 and 208: to minimize clutter. While this is
- Page 209 and 210: 642 Aircraft Search A. Overwater Se
- Page 211 and 212: one leg to the next without the nee
- Page 213 and 214: everses course. The course on which
- Page 215 and 216: 645 Scanning Figure 6-5. Search for
- Page 217 and 218: Figure 6-6. Marine SRU Crossleg Fig
- Page 219 and 220: a. The effects of time on task vary
- Page 221 and 222: Figure 6-9. Range Estimation 6-12
- Page 223 and 224: 5. Scanners forced to look into the
- Page 225 and 226: 645 Search Target This effect can b
- Page 227 and 228: Figure 6-12. Effects of Altitude on
The major pattern characteristic is designated by the first letter. The<br />
second letter denotes SRU number ("S" is a single-unit search; "M" is a<br />
multiunit search). The third letter designates specialized SRU patterns<br />
or instructions.<br />
B. Trackline Patterns (T) are used when the intended route of the<br />
search object is known. A route search is usually the first search<br />
action since it is assumed that the target is near track, <strong>and</strong> that<br />
either it will be easily seen or the survivors will signal. The<br />
trackline pattern is a rapid <strong>and</strong> reasonably thorough coverage of the<br />
missing craft's proposed track <strong>and</strong> area immediately adjacent, such as<br />
along a datum line.<br />
1. Trackline Single-Unit Non-Return (TSN) search is made along<br />
the track or datum line. The letter "N" in the third position<br />
indicates that the pattern makes one or more searches along<br />
the track, but the search terminates at the opposite end of<br />
track from where it began. See Figure 5 22.<br />
Figure 5-22.<br />
2. Trackline Single-Unit Return (TSR) has the CSP offset 1/2<br />
search track spacing from the trackline or datum. The SRU<br />
runs up one side <strong>and</strong> down the other, ending one track space<br />
from where it began. See Figure 5-23.<br />
Figure 5-23.<br />
5-35
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