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HELPING SEARCH AND RESCUE
Should you have to make a forced landing, many of the planning hints
mentioned previously will help AusSAR find you quickly, for example:
• the search will take account of the forecast and actual weather conditions;
• the search will be based on the information you gave in your flight notification form
or flight note, plus, if necessary, the performance figures of your aircraft;
• the area which will be searched first will normally be 10 miles either side of your
planned route and;
• any position reported by you en-route will do away with the need to search earlier
sections of your route and thus reduce search time.
Other things which you can do to help yourself and the AusSAR organisation
in these circumstances are:
• stay with your aircraft (see also “Hints for Survival” pages);
• carry a heliograph or mirror to signal search aircraft by day and an electric torch for
use at night; (heliographs are available at most army disposal stores or camping
stores)
• carry matches or a cigarette lighter, a pocket compass, knife and first aid kit, and
wear warm clothing in winter (a space blanket is a cheap lightweight alternative to
a blanket)
• always carry water, and take extra supplies if you are flying over hot arid areas; and
• carry a ‘survival food kit’ of high calorie food items (eg, sweets, raisins, nuts, Vitamin
C tablets, etc) packed in a small waterproof container.
Read the other survival hints in ERSA EMERG Section and in the succeeding
pages of this Guide.
REMEMBER - IT CAN HAPPEN TO YOU -
BUT IT NEED NOT BE A TRAGEDY
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Civil Aviation Safety Authority Australia
EMERGENCY PROCEDURES PLANNING
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A pilot who does not hold an instrument rating or who is flying an aircraft not
equipped for instrument flight has no place in adverse weather. However, there are
many occurrences where VFR pilots find themselves in weather which is below the
minima specified for Visual Meteorological Conditions (VMC).
Such occurrences are generally the result of poor planning for safety and
too frequently end in tragedy.
VFR flight in weather which is below VMC is NOT PERMITTED.
When weather begins to deteriorate, monitor the changes carefully and consider
possible alternative action. If you have already planned an alternative route, decide
when to divert.
BROADCAST YOUR INTENTIONS
Government and licensed aerodromes and many ALAs are shown on WACs,
VTC’s and VNC’s. Note which aerodromes lie close to your track and which may be
suitable for an precautionary landing.
Decide how and/or when you will make a firm decision to continue or turn back.
Plan your immediate flight path so that you remain well clear of cloud and heavy rain
AT ALL TIMES. There have been many occasions when pilots have not intended to fly
into cloud but, through inadequate planning, their flight path has inadvertently taken
them into cloud.
When you become aware that any element of the weather is about to FALL BELOW
THE VMC MINIMA - DO NOT HESITATE, TURN BACK IMMEDIATELY. BROADCAST
YOUR INTENTIONS. DO NOT leave your decision until the weather has already fallen
below VMC Minima.
ALWAYS BROADCAST YOUR INTENTIONS
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EMERGENCY PROCEDURES PLANNING
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Distress beacons have been used in aviation for many years and, with some flights
now being conducted without the lodgement of flight plans or notices or reporting
progress, there is increasing importance on having an effective distress beacon as a
means of last resort to alert the SAR system that you are in grave and imminent
danger. A distress beacon is a useful alerting and localisation aid should you be
required to call for assistance. The following information is provided to give you an
understanding of the different types of beacons available and their use.
ALERTING THE SAR SYSTEM WITH DISTRESS BEACONS
Distress beacons are detected by other aircraft who may be monitoring 121.5 MHz or
by the Cospas-Sarsat satellite based system which provides distress alerting and
location information to search and rescue (SAR) authorities in the aviation, maritime
and land environments. The Cospas-Sarsat system, which has been in operation since
1982, was originally designed to service a discrete distress frequency on 406.025
(generically stated as 406) MHz but the requirement was expanded to include a
reduced service on the aviation distress frequency of 121.5 MHz. In the case of the
　
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