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SAR - 2.0 FLIGHT PLANNING

2.1 General

In addition to signals from ELTs, the flight plan and flight itinerary are the primary sources of information for SAR operations. Therefore, proper flight planning procedures must be followed and the filed routes adhered to in order to ensure early detection and rescue.

In Canada, the area covered in a visual search will typically extend to a maximum of 15 NM on either side of the flight-planned route, starting from the aircraft's last known position and extending to its destination. In mountainous regions, search areas will be defined to best suit the terrain and the planned route of flight. It is therefore critical to the safety of pilots that they maintain their route as planned, and advise ATS of any en route change or deviation as soon as practicable.

Refer to RAC 3.0 for details relating to filing and closing various plans or itineraries.

2.2 Request for SAR Assistance

As soon as information is received that an aircraft is overdue, operators or owners should immediately alert the nearest JRCC or any ATS unit, giving all known details. The alerting call should not be delayed until after a small-scale private search. Such a delay could deprive those in need of urgent assistance at a time when it is most needed.

2.3 MANOT

When an aircraft is reported missing, the appropriate JRCC will issue a MANOT to the ATS units that are providing services in or near the search area. MANOTs will be communicated to pilots planning to overfly the search area by notices posted on flight information boards, orally during the filing of flight plans, or by radio communication.

Pilots receiving MANOTs are requested to maintain a thorough visual lookout and, insofar as it is practicable, a radio watch on 121.5 MHz when operating in the vicinity of the track the missing aircraft had planned to follow.

Once a MANOT has been issued, a major search effort will be initiated. Such an operation will be published in a NOTAM, and will involve a large number of military and civilian aircraft flying in a relatively confined area. Aircraft that are not participating in the search will be requested to keep a sharp lookout for other traffic, report any probable crash sightings to a FIC or JRCC, and remain clear of active search areas, if possible.

On termination of the search, another MANOT will be issued and designated as final.

INITIAL MANOT MESSAGE
Required Information Example
A. MANOT number
Type of MANOT 		– SAR Operation
– JRCC Responsible 		A. MANOT six SAR—FSOX Initial—JRCC Victoria
B. Type of Aircraft – Registration
– Colour 		B. Cessna 180 C-FSOX, red with white wings and black lettering
C. Number of Crew and/or Passengers C. Pilot, plus 3
D. Route D. Fort St. John to Abbotsford
E. Departure Date/Time (local) E. 1 May—1000 PST
F. LKP (last known position)
Date/Time (local) 		F. Prince George
1 May—1131 PST
G. Fuel Exhaust Time G. Fuel exhaust time
1 May—1500 PST
H. Frequency of ELT H. 121.5 MHz and 243 MHz
 

2.4 Aiding Persons in Distress

When a pilot observes an aircraft, ship or vessel in distress, the pilot shall, if possible:

  1. keep the craft in sight until presence is no longer necessary;
  2. report the following information to the JRCC or ATS unit:
    1. time of observation,
    2. position of craft,
    3. general description of scene, and
    4. apparent physical condition of survivor(s).

NOTE: See SAR 4.9, Canada Shipping Act Extract, concerning the obligations of an aircraft to render assistance to ships or vessels in distress.

Pilots should be familiar with the distress signal that may be used by small boats. It consists of a rectangular, fluorescent orange-red cloth panel on which a black square and disc are displayed.

DISTRESS SIGNAL PANEL

DISTRESS SIGNAL PANEL

PROCEDURES FOR SIGNALING VESSELS

PROCEDURES FOR SIGNALING VESSELS

Date modified:
2010-05-20