I.A.M.S.A.R. :INTERNATIONAL AERONAUTICAL AND MARITIME SEARCH AND RESCUE MANUAL.
THE PRIMARY PURPOSE OF THE THREE VOLUMES OF THE IAMSAR MANUAL IS TO ASSIST THE STATES IN MEETING THEIR OWN SEARCH AND RESCUE NEEDS, AND THE OBLIGATIONS THEY ACCEPTED UNDER THE CONVENTION ON INTERNATIONAL CIVIL AVIATION, THE INTERNATIONAL CONVENTION ON MARITIME SEARCH AND RESCUE, AND THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA. THESE VOLUMES PROVIDE GUIDELINES FOR A COMMON AVIATION AND MARITIME APPROACH TO ORGANISING AND PROVIDING SAR SERVICES. STATES ARE ENCOURAGED TO DEVELOP AND IMPROVISE THEIR SAR SERVICES, CO-OPERATE WITH NEIGHBOURING STATES, AND TO CONCIDER THEIR SAR SERVICES TO BE PART OF A GLOBAL SAR SYSTEM.
EACH IAMSAR MANUAL VOLUME IS WRITTEN WITH SPECIFIC SAR SYSTEM DUTIES IN MIND, AND CAN BE USED AS A STAND-ALONE DOCUMENT OR, IN CONJUNCTION WITH THE OTHER TWO VOLUMES AS A MEANS TO ATTAIN A FULL VIEW OF THE SAR SYSTEM.
VOLUME 1: THE 'ORGANISATION AND MANAGEMENT VOLUME', DISCUSSES THE GLOBAL SAR SYSTEM CONCEPT, ESTABLISHMENT AND IMPROVEMENT OF NATIONAL AND REGIONAL SAR SYSTEMS AND CO-OPERATION WITH NEIGHBOURING STATES TO PROVIDE EFFECTIVE AND ECONOMICAL SAR SERVICES.
VOLUME 2: THE 'MISSION CO-ORDINATION VOLUME', ASSISTS PERSONNEL WHO PLAN AND CO-ORDINATE SAR OPERATIONS AND EXERCISES.
VOLUME 3: THE 'MOBILE FACILITIES', VOLUME IS INTENDED TO BE CARRIED ABOARD RESCUE UNITS, AIRCRAFT, AND VESSELS TO HELP IN PERFORMANCE OF SEARCH, RESCUE OR ON-SCENE CO-ORDINATOR FUNCTION AND WITH ASPECTS OF SAR THAT PERTAIN TO THEIR OWN EMERGENCIES.
THIS MANUAL IS PUBLISHED JOINTLY BY THE INTERNATIONAL CIVIL AVIATION ORGANISATION AND THE I.M.O.
CONTENTS OF VOLUME III:
1) ABBREVIATIONS AND ACRONYMS.
2) GLOSSARY.
3) SECTION 1: OVERVIEW.
4) SECTION 2: RENDERING ASSISTANCE.
5) SECTION 3: ON SCENE CO-ORDINATION.
TYPES OF SEARCH PATTERNS:
1) EXPANDING SQUARE SEARCH (SS):
· MOST EFFECTIVE WHEN THE LOCATION OF THE SEARCH OBJECT IS KNOWN WITHIN A RELATIVELY CLOSE LIMIT.
· THE COMMENCE SEARCH POINT IS ALWAYS THE DATUM POSITION.
· OFTEN APPROPRIATE FOR VRESSELS OR SMALL BOATS TO USE WHEN SEARCHING FOR PERSONS IN THE WATER OR OTHER SEARCH OBJECTS WITH LITTLE OR NO LEEWAY.
· DUE TO THE SMALL AREA INVOLVED THIS PROCEDURE MUST NOT BE USED SIMULTANEOUSLY BY MULTIPLE AIRCRAFT AT SIMILAR ALTITUDES OR BY MULTIPLE VESSELS.
· ACCURATE NAVIGATION IS REQUIRED; THE FIRST LEG IS USUALLY ORIENTED DIRECTLY INTO THE WIND TO MINIMISE NAVIGATIONAL ERRORS.
· IT IS DIFFICULT FOR FIXED WING AIRCRAFT TO FLY LEGS CLOSE TO DATUM IF TRACK SPACING IS LESS THAN 2 MILES.
2) SECTOR SEARCH (VS):
· MOST EFFECTIVE WHEN THE POSITION OF THE SEARCH OBJECT IS ACCURATELY KNOWN AND THE SEARCH AREA IS SMALL.
· USED TO SEARCH A CIRCULAR AREA CENTERED ON A DATUM POINT.
· DUE TO THE SMALL AREA INVOLVED, THIS PROCEDURE MUST NOT BE USED SIMULTANEOUSLY BY MULTIPLE AIRCRAFT AT SIMILAR ALTITUDES OR BY MULTIPLE VESSELS.
· AN AIRCRAFT AND A VESSEL MAY BE USED TOGETHER TO PERFORM INDEPENDENT SECTOR SEARCHES OF THE SAME AREA.
· A SUITABLE MARKER (FOR EG. A SMOKE FLOAT OR A RADIO BEACON) MAY BE DROPPED AT THE DATUM POSITION AND UYSED AS A REFERENCE OR NAVIGATIONAL AID MARKING THE CENTRE OF THE PATTERN.
· FOR AIRCRAFT, THE SEARCH PATTERN RADIUS IS USUALLY BETWEEN 5 AND 20 MILES.
· FOR VESSELS THE SEARCH PATTERN RADIUS IS USUALLY BETWEEN 2 AND 5 MILES AND EACH TURN 120 DEG NORMALLY TURN TO STBD.
3) TRACK LINE SEARCH (TS):
· NORMALLY USED WHEN AN AIRCRAFT OR VESSEL HAS DISAPPEARED WITHOUT A TRACE ALONG A KNOWN ROUTE.
· OFTEN USED AS INITIAL SEARCH EFFORT DUE TO EASE OF PLANNING AND IMPLEMENTATION.
· CONSISTS OF A RAPID AND RESONABLY THOROUGH SEARCH ALONG INTENDED ROUTE OF THE DISTRESSED CRAFT.
· SEARCH MAY BE ALONG THE SIDE OF THE TRACK LINE AND RETURN IN THE OPPOSITE DIRECTION ON THE OTHER SIDE (TSR).
· SEARCH MAY BE ALONG THE INTENDED TRACK AND ONCE ON EACH SIDE, THEN SEARCH FACILITY CONTINUES ON ITS WAY AND DOESN’T RETURN (ISN).
· AIRCRAFTS ARE FREQUENTLY USED FOR TS DUE TO THEIR HIGH SPEED.
· AIRCRAFT SEARCH HEIGHT USUALLY 300 - 600 MTS DURING DAYLIGHT OR 600 - 900 MTS AT NIGHT.
4) PARALLEL SWEEP SEARCH (PS):
· USED TO SEARCH A LARGE AREA WHEN SURVIVOR LOCATION IS UNCERTAIN.
· MOST EFFECTIVE OVER WATER OR FLAT TERRIAN.
· USUALLY USED WHEN A LARGE SEARCH AREA MUST BE DIVIDED INTO SUB AREAS FOR ASSIGNMENT TO INDIVIDUAL SEARCH FACILITIES ON SCENE AT THE SAME TIME.
· THE COMMENCE SEARCH POINT IS IN ONE CORNER OF THE SUB AREA, ONE HALF TRACK SPACE INSIDE THE RECTANGLE FROM EACH OF THE TWO SIDES FORMING THE CORNER.
· SEARCH LEGS ARE PARALLEL TO EACH OTHER AND TO THE LONG SIDES OF THE SUB AREA.
· MULTIPLE VESSELS MAY BE USED FOR:
# PARALLEL SWEEP BY 2,3,4 AND 5 OR MORE SHIPS.
6) RADAR SEARCH:
· WHEN SEVERAL ASSISTING SHIPS ARE AVAILABLE, A RADAR SEARCH MAY BE EFFECTIVE, ESP WHEN THE POSITION OF THE INCIDENT IS NOT KNOWN RELIABLY AND THE SAR AIRCRAFT MAY NOT BE AVAILABLE.
· NO PRESCRIBED PATTERN HAS BEEN PROVIDED FOR THIS CONTINGENCY.
· THE OSC SHOULD NORMALLY DIRECT THE SHIPS TO PROCEED IN "LOOSE LINE ABREAST", MANTAINING A TRACK SPACING BETWEEN SHIPS OF THE EXPECTED DETECTION RANGE * 1.5.
PLS REFER TO IAMSAR FOR DETECTION RANGES
VISUAL SEARCH:
· INDIVIDUAL SEARCH PATTERNS HAVE BEEN DESIGNED SO THAT AN OSC. CAN RAPIDLY INITIATE A SEARCH BY ONE OR MORE CRAFTS.
· THERE WILL BE A NUMBER OF VARIABLES THAT CANNOT BE FORESEEN. SEARCH PATTERNS BASED ON VISUAL SEARCH HAVE BEEN ESTABLISHED WHICH SHOULD MEET MANY CIRCUMSTANCES. THEY HAVE BEEN SELECTED FOR SIMPLICITY AND EFFECTIVENESS AND ARE DISCUSSED LATER IN THIS SECTION.
NOTE:
TRACK SPACING:
· MOST SEARCH PATTERNS CONSIST OF PARALLEL TRACKS OR SWEEPS COVERING A RECTANGULAR AREA. THE DISTANCE BETWEEN ADJACENT TRACKS IS CALLED THE TRACK SPACING.
· CORRECTION FACTORS BASED ON WEATHER CONDITIONS AND SEARCH OBJECT ARE PROVIDED IN A TABLE. MULTIPLYING THE UNCORRECTED TRACK SPACING (Su) BY THE APROPRIATE WEATHER CORRECTION FACTOR (fw) PRODUCES THE RECOMMENDED TRACK SPACING. S = Su * fw .
· CHANGES IN WEATHER, NUMBER OF ASSISTING CRAFTS, ETC., MAY OCCUR, MAKING IT PRUDENT TO ALTER THE TRACK SPACING.
· THE SMC MUST ENSURE THAT ALL SEARCHING SHIPS AND AIRCRAFT MAINTAIN SAFE SEPERATIONS FROM ONE ANOTHER AND ACCURATELY FOLLOW THEIR ASSIGNED SEARCH PATTERNS.
6) SECTION 4: ON BOARD EMERGENCIES.
MEDICO:
· MEDICO MESSAGES REQUEST OR TRANSMIT MEDICAL ADVICE FROM AND TO A VESSEL AT SEA.
· EACH MEDICO MESSAGE MAY BE ADDRESSED TO RCC'S OR COMMUNICATIONS FACILITIES FROM SHIPS AT SEA.
· THE MESSAGES SHOULD BE PREFIXED "DHMEDICO" SO THAT COMMUNICATIONS PERSONNEL KNOW TO HANDLE THEM AS MEDICO MESSAGES.
· THE ITU LIST OF RADIO DETERMINATION AND SPECIAL SERVICE STATIONS LISTS COMMERCIAL AND GOVERNMENT RADIO STATIONS WHICH PROVIDE FREE MEDICAL MESSAGE SERVICE TO SHIPS.
· THESE MESSAGES ARE NORMALLY DELIVERED TO HOSPITALS OR OTHER FACILITIES WITH WHICH SAR AUTHORITIES OR THE COMMUNICATIONS FACILITIES HAS MADE PRIOR ARRANGEMENTS.
· SAR SERVICES MAY PROVIDE MEDICAL ADVICE EITHER WITH THEIR OWN DOCTORS OR VIA ARRANGEMENTS WITH DOCTORS OUTSIDE THE SAR ORGANISATION.
· THERE ARE SEVERAL COMMERCIAL ENTERPRISES WHICH PROVIDE INTERNATIONAL SUBSCRIPTION AND PAY PER USE MEDICAL ADVICE TO VESSELS AT SEA.
· REPLIES TO MESSAGES SHOULD INDICATE THE MEDICAL FACILITY WHICH PROVIDED THE MEDICAL INFORMATION.
MEDEVAC:
· IF MEDICAL EVACUATIONS ARE BEING CONCIDERED THE BENEFITS MUST BE WEIGHED AGAINST THE INHERENT DANGERS OF SUCH OPERATIONS TO BOTH THE PERSONS NEEDING ASSISTANCE AND THE RESCUE PERSONNEL.
· WHEN MEDICAL ASSISTANCE IS REQUIRED, INFORMATION IS SENT AS PER FORMAT PROVIDED IN THIS SECTION TO BE SENT TO RCC. OTHER INFORMATION MAY BE NECESSARY IN CERTAIN CASES.
· THE FINAL DECISION ABOUT WHETHER IT IS SAFE TO CONDUCT AN EVACUATION REMAINS ULTIMATELY WITH THE PERSON IN COMMAND OF THE RESCUE FACILITY TASKED WITH CONDUCING THE EVACUATION.
PERSONS OVERBOARD:
THERE ARE THREE SITUATIONS, NAMELY:
· IMMEDIATE ACTION: THE PERSON OVERBOARD IS NOTICED FROM THE BRIDGE AND ACTION IS TAKEN IMEDIATELY.
· DELAYED ACTION: THE PERSON IS REPORTED TO THE BRIDGE BY AN EYEWITNESS AND ACTION IS INITIATED WITH SOME DELAY.
· PERSON MISSING ACTION: THE PERSON IS REPORTED TO THE BRIDGE AS MISSING.
WHEN THE POSSIBLITY EXISTS THAT THE PERSON HAS FALLEN OVERBOARD THE CREW MUST ATTEMPT TO RECOVER THE INDIVIDUAL AS SOON AS POSSIBLE.THE FACTORS AFFECTING THE SPEED OF RECOVERY INCLUDE:
# SHIPS MANOEUVERING CHARACTERISTICS.
# WIND DIRECTION AND SEA STATE.
# CREWS EXPERIENCE AND LEVEL OF TRAINING.
# CAPABLITY OF THE ENGINE PLANT.
# LOCATION OF THE INCIDENT.
# VISIBLITY LEVEL.
# RECOVERY TECHNIQUE.
# POSSIBLITY OF HAVING OTHER VESSELS ASSIST.
INITIAL ACTION:
· THROW A LIFE RING OVER THE SIDE AS CLOSE TO THE PERSON AS POSSIBLE.
· SOUND THREE PROLONGED BLESTS ON THE SHIPS WHISTLE, HAIL "PERSON OVERBOARD".
· COMMENCE RECOVERY MANOEUVRE.
· NOTE POSITION, WIND SPEED AND DIRECTION AND TIME.
· INFORM MASTER OF THE VESSEL AND ENGINE ROOM.
· POST LOK-OUTS TO KEEP THE PERSON IN SIGHT.
· SET OFF DYE MARKER OR SMOKE FLARES.
· INFORM RADIO OPERETOR AND KEEP UPDATED ON THE POSITION.
· STAND BY THE ENGINES.
· PREPARE LIFEBOATS FOR POSSIBLE LAUNCHING.
· DISTRIBUTE PORTABLE VHF RADIOS FOR COMMUNICATION BETWEEN BRIDGE, DECK, AND LIFEBOAT.
· RIG PILOT LADDER TO ASSIST IN THE RECOVERY.
STANDARD METHODS OF RECOVERY:
# WILLIAMSON TURN:
· MAKES GOOD ORIGINAL TRACK LINE.
· GOOD IN REDUCED VISIBLITY.
· SIMPLE.
· TAKES THE SHIP FARTHER AWAY FROM THE SCENE OF THE INCIDENT.
· SLOW PROCEDURE.
a) RUDDER HARD OVER (IN AN IMMEDIATE ACTION SITUATION ONLY) TO THE SIDE OF THE CASUALTY.
b) AFTER DEVIATING FROM THE ORIGINAL COURSE BY 60 DEG. THE RUDDER HARD OVER TO THE OPPOSITE SIDE.
c) WHEN HEADING 20 DEG'S SHORT OF THE OPPOSITE COURSE, RUDDER TO MIDSHIP POSITION AND THE SHIP TO BE TURNED TO OPPOSITE COURSE.
# ONE TURN (SINGLE TURN OR ANDERSON TURN)
· FASTEST RECOVERY METHOD.
· GOOD FOR SHIPS WITH TIGHT TURNING CHARACTERISTICS.
· USED MOST BY SHIPS WITH CONCIDERABLE POWER.
· VERY DIFFICULT FOR SINGLE SCREW VESSELS.
· VERY DIFFICULT BECAUSE APPROACH TO PERSON IS NOT STRAIGHT.
a) RUDDER HARD OVER (IN AN IMMEDIATE ACTION SITUATION ONLY) TO THE SIDE OF THE CASUALTY.
b) AFTER DEVIATION FROM THE COURSE BY 250 DEGS RUDDER TO MIDSHIP POSITION.
c) STOPPING MANOEUVRE TO BE INITIATED.
# SCHARNOV TURN:
· WILL TAKE VESSEL BACK TO HER WAKE.
· LESS DISTANCE IS COVERED HENCE SAVING TIME.
· CANNOT BE CARRIED OUT EFFECTIVELY UNLESS THE TIME ELAPSED BETWEEN OCCURRENCE OF THE INCIDENTAND THE COMMENCEMENT OF THE MANOEUVRE IS KNOWN.
a) NOT TO BE USED IN AN IMMEDIATE ACTION SITUATION.
b) RUDDER HARD OVER.
c) AFTER DEVIATION FROM THE ORIGINAL COURSE BY 240 DEGS RUDDER HARD OVER TO THE OPOSITE SIDE.
d) WHEN HEADING 20 DEGS SHORT OF THE OPPOSITE COURSE, RUDDER TO MIDSHIP POSITION SO THAT SHIP WILL TURN TO THE OPPOSITE COURSE.
APPENDICES:
APPENDIX A: REGULATION V/10 OF THE INTERNATIONAL CONVENTION FOR SAFETY OF LIFE AT SEA, 1974.
APPENDIX B: SEARCH ACTION MESSAGE.
APPENDIX C: FACTORS AFFECTING OBSERVER EFFECTIVENESS.
APPENDIX D: STANDARD FORMAT FOR SAR. SITUATION REPORT (SITREP).
APPENDIX E: SAR BRIEFING AND DEBRIEFING FORM.
