AUXILIARY AVIATION 

TRAINING MANUAL 

COMDTINST M16798.5B 

“Proud Traditions – Worthy Missions”

 Commandant 

United States Coast Guard 

2100 Second Street SW 

Washington, DC 20593-0001 

Staff Symbol: G-OCX 

Phone: (202) 267-1001 

DISTRIBUTION – SDL No.142

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COMDTINST M16798.5B

NOV 4 2005 

COMMANDANT INSTRUCTION M16798.5B 

Subj: AUXILIARY AVIATION TRAINING MANUAL 

1. PURPOSE. This Manual applies to all members of Coast Guard Forces who are involved 

with Coast Guard Auxiliary Aviation Operations, including Auxiliarists, and military and 

civilian personnel. 

2. ACTION. Area and District Commanders, commanders of maintenance and logistics 

commands, commanding officers of headquarters units, assistant commandants for 

directorates, Judge Advocate General, and special staff offices at Headquarters shall ensure 

all Auxiliarists, all Directors of Auxiliary, and any military or civilian Coast Guard members 

who are involved with Auxiliary Aviation Operations become thoroughly familiar with this 

Manual. Internet release authorized. 

3. DIRECTIVES AFFECTED. The previous edition of this Manual titled, the Coast Guard

Auxiliary Air Operations Training Text, COMDTINST M16798.5A, is hereby canceled and 

should be recycled. 

4. DISCUSSION. This Manual outlines techniques and training guidance necessary for 

effective operation of the Coast Guard Auxiliary Aviation Program. The Coast Guard 

Auxiliary has been a critical part of the Coast Guard’s historic transition to the Department of 

Homeland Security (DHS), and the Auxiliary now assumes the role and responsibility as the 

Department’s lead organization of dedicated volunteers. This Manual further sets the course 

for the ready, reliable, and relevant Auxiliary operational support of the full spectrum of 

Coast Guard missions, both traditional and new, and in a different and far more complex 

maritime security (MARSEC) environment. This new Auxiliary Aviation Training Manual

should be reviewed in its entirety. Further information about the Coast Guard Auxiliary

Aviation Program can be found on the Chief Director, Auxiliary web site at 

http://www.cgaux.info/g_ocx/. Where this Manual may conflict with the Auxiliary 

Operations Policy Manual, COMDTINST M16798.3, (series), the Auxiliary Operations 

Policy Manual takes precedence. 

H 

NON-STANDARD DISTRIBUTION: See page two
Auxiliary Aviation Training Manual 

5. MAJOR CHANGES. This Manual represents a major revision of the previous Coast Guard

Auxiliary Air Operations Training Text promulgated 17 September 1993. Due to the extensive 

changes, units and individuals are encouraged to conduct a thorough review of the Manual. This 

edition of the Manual contains the following significant policy changes: 

a. Improved format of entire Manual to facilitate ease of use, including utilizing information 

mapping features, and reorganizing text.

b. Inserted terms and definitions into various chapters. 

c. Expanded Crew Resource Management (CRM) material (Chapter 3). 

d. Included Risk Assessment Matrix material (Chapter 3). 

e. Improved human factors affecting flight safety (Chapter 8). 

f. Improved survival discussion and techniques (Chapter 9). 

g. Enhanced Maritime Domain Awareness (MDA) and Multi-Mission concepts (Chapter 10). 

h. Updated Search and Rescue (SAR) information (Chapter 11). 

i. Developed list of acronyms (Appendix D). 

6. ENVIRONMENTAL ASPECT AND IMPACT CONSIDERATIONS. Environmental 

considerations were examined in the development of this Manual and have been determined to be 

not applicable. 

7. RESPONSIBILITY. Commandant (G-OCX2), in coordination with G-OCA, CG-1131, and the 

Coast Guard Air Training Center, Mobile, is responsible for the content and upkeep of this 

Manual. Questions or concerns about the material contained in this Manual should be addressed 

to Commandant (G-OCX) at (202) 267-1001. 

8. FORMS/REPORTS. Most of the forms mentioned in this Manual are stocked at the Auxiliary

National Supply Center (ANSC). All forms are made available to any Auxiliarist through the 

Flotilla Staff Officer - Materials (FSO-MA) or secondarily, the local Director of Auxiliary

(DIRAUX). Many of the forms are also available on the World Wide Web at the following 

address: http://www.uscgaux.org/~forms/forms.html.

2
Auxiliary Aviation Training Manual 

D.W. KUNKEL 

Director of Operations Capability

NON-STANDARD DISTRIBUTION: 

All Auxiliary Operators 

All Flotilla Commanders 

Civil Air Patrol Headquarters (6 copies) 

National Ocean Survey (2 copies) 

Auxiliary National Supply Center (3 copies) 

3
Auxiliary Aviation Training Manual 

4
Auxiliary Aviation Training Manual 

RECORD OF CHANGES 

CHANGE 

NUMBER 

DATE OF 

CHANGE 

DATE 

ENTERED ENTERED BY 
Auxiliary Aviation Training Manual 
Auxiliary Aviation Training Manual 

Table of Contents 

CHAPTER 1 AUXILIARY AVIATION PROGRAM OVERVIEW..................................................1-1

Section A. Program Organization......................................................................................................1-3

A.1. National..................................................................................................................................1-3

A.2. District....................................................................................................................................1-4

Section B. Program Support Requirements .....................................................................................1-5

B.1. Qualification Requirements....................................................................................................1-5

B.2. Crew Resource Management/ Risk Assessment ....................................................................1-5

B.3. Techniques of Observation.....................................................................................................1-5

B.4. Observer and Air Crew Duties...............................................................................................1-5

B.5. Communication/Navigation ...................................................................................................1-5

B.6. Flight Environment.................................................................................................................1-6

B.7. Flight Safety ...........................................................................................................................1-6

B.8. Emergency Landings and Survival.........................................................................................1-6

B.9. Missions .................................................................................................................................1-6

B.10. Other Missions .....................................................................................................................1-8

B.11. General Mission Requirements............................................................................................1-8

B.12. Reporting Requirements.......................................................................................................1-9

CHAPTER 2 QUALIFICATION...........................................................................................................2-1

Section A. Entering the Aviation Program .......................................................................................2-3

A.1. Training Materials..................................................................................................................2-3

A.2. Test Preparation .....................................................................................................................2-3

A.3. Practical Training...................................................................................................................2-3

A.4. Observer Entry Requirements................................................................................................2-4

A.5. Pilot Entry Requirements.......................................................................................................2-4

A.6. Currency Maintenance ...........................................................................................................2-4

Section B. Flight Crew Program Certification Levels .....................................................................2-5

B.1. Observer Qualification ...........................................................................................................2-5

B.2. Air Crew Qualification...........................................................................................................2-5

B.3. Pilot Qualification ..................................................................................................................2-5

Section C. Aircraft Facilities ..............................................................................................................2-7

C.1. Aircraft Capabilities...............................................................................................................2-7

C.2. Facility Requirements.............................................................................................................2-7

C.3. Application.............................................................................................................................2-8

CHAPTER 3 CREW RESOURCE MANAGEMENT .........................................................................3-1

Section A. Background........................................................................................................................3-3

A.1. CRM Training Requirements.................................................................................................3-3

A.2. Minimizing Risk ....................................................................................................................3-3

A.3. Principles of CRM and Risk Management.............................................................................3-4

Section B. CRM Study ........................................................................................................................3-5

B.1. Probable Cause.......................................................................................................................3-5

B.2. Safety Recommendation.........................................................................................................3-5

B.3. CRM in the Real World..........................................................................................................3-6

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Section C. CRM Concept....................................................................................................................3-7

C.1. Performance ...........................................................................................................................3-7

C.2. Focus ......................................................................................................................................3-7

C.3. Acquisition of CRM Skills.....................................................................................................3-7

C.4. Motivation of Crewmembers..................................................................................................3-7

C.5. Assertiveness..........................................................................................................................3-7

Section D. Rules and Responsibilities................................................................................................3-9

D.1. Pilot-in-Command Responsibilities.......................................................................................3-9

D.2. Basic Rules for CRM .............................................................................................................3-9

D.3. Risk Assessment Matrix.......................................................................................................3-10

CHAPTER 4 TECHNIQUES OF OBSERVATION ............................................................................4-1

Section A. Air Observation.................................................................................................................4-3

A.1. Observers ...............................................................................................................................4-3

A.2. Training and Experience ........................................................................................................4-3

A.3. Training Sorties......................................................................................................................4-3

Section B. Air Observer Sector Search Assignments.......................................................................4-5

B.1. Seating....................................................................................................................................4-5

B.2. Two-Place Aircraft.................................................................................................................4-5

B.3. Four-Place Aircraft.................................................................................................................4-5

B.4. Additional Observation Positions...........................................................................................4-5

Section C. Scanning Procedures.........................................................................................................4-9

C.1. Aircraft Obstructions..............................................................................................................4-9

C.2. Aircraft Speed ........................................................................................................................4-9

C.3. Binoculars...............................................................................................................................4-9

C.4. Altitude...................................................................................................................................4-9

C.5. Contrast ..................................................................................................................................4-9

C.6. Motivation ............................................................................................................................4-10

C.7. Scan Degrees........................................................................................................................4-10

C.8. Procedure..............................................................................................................................4-10

C.9. Repeat Scans ........................................................................................................................4-11

Section D. Vessel Recognition...........................................................................................................4-13

D.1. Vessel Identification.............................................................................................................4-13

D.2. Coast Guard Vessels ............................................................................................................4-17

Section E. Sea State Evaluation .......................................................................................................4-23

E.1. Wind Direction and Velocity................................................................................................4-23

E.2. Wave Height.........................................................................................................................4-23

CHAPTER 5 OBSERVER AND AIR CREW DUTIES.......................................................................5-1

Section A. Background........................................................................................................................5-3

A.1. Observer Requirements..........................................................................................................5-3

A.2. PIC Responsibility .................................................................................................................5-3

Section B. Observer Skills ..................................................................................................................5-5

B.1. Maintaining Communication..................................................................................................5-5

B.2. Radio Familiarity....................................................................................................................5-5

B.3. Position and Flight Status Reporting......................................................................................5-5

B.4. Time Reporting ......................................................................................................................5-5

B.5. Observer Abilities...................................................................................................................5-6

B.6. Identification of Vessels.........................................................................................................5-6

B.7. Equipment Familiarity............................................................................................................5-6

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Section C. Air Crew Skills..................................................................................................................5-7

C.1. Communication Systems........................................................................................................5-7

C.2. Navigation Equipment............................................................................................................5-8

C.3. Transponder............................................................................................................................5-8

C.4. Instruments.............................................................................................................................5-8

C.5. Aircraft Communications.......................................................................................................5-9

C.6. Navigation Skills....................................................................................................................5-9

C.7. Weather ..................................................................................................................................5-9

C.8. Checklists.............................................................................................................................5-10

C.9. Equipment Familiarity..........................................................................................................5-11

CHAPTER 6 COMMUNICATION/NAVIGATION............................................................................6-1

Section A. Radio Communications ....................................................................................................6-3

A.1. Communication Partners........................................................................................................6-3

A.2. PIC Responsibility .................................................................................................................6-3

A.3. Patrol Communications..........................................................................................................6-3

A.4. Reporting Requirements.........................................................................................................6-4

A.5. Communication Loss .............................................................................................................6-4

A.6. Communications Security ......................................................................................................6-4

Section B. Radio Equipment ..............................................................................................................6-5

B.1. Aircraft Band..........................................................................................................................6-5

B.2. Marine Band/Coast Guard Frequencies..................................................................................6-5

B.3. VHF-FM Transceiver Installation ..........................................................................................6-6

B.4. VHF-FM Transceiver Usage ..................................................................................................6-7

Section C. Radio Procedures..............................................................................................................6-9

C.1. Before Transmitting ...............................................................................................................6-9

C.2. Aviation Phraseology .............................................................................................................6-9

C.3. Calls to a Coast Guard Unit....................................................................................................6-9

C.4. Calls on Aeronautical Frequencies.......................................................................................6-10

C.5. Aeronautical Station Designations.......................................................................................6-10

C.6. Additional Reporting Procedures.........................................................................................6-11

C.7. Good Communication Practice ............................................................................................6-12

Section D. Mission Communications ...............................................................................................6-13

D.1. Departure..............................................................................................................................6-13

D.2. In-Flight Reporting...............................................................................................................6-14

D.3. Changing Radio Guard Stations...........................................................................................6-14

D.4. Relaying Traffic ...................................................................................................................6-14

Section E. Radio Communications in SAR Situations...................................................................6-15

E.1. Radio Communications ........................................................................................................6-15

E.2. Working Frequency ..............................................................................................................6-15

E.3. Frequency Monitoring ..........................................................................................................6-15

Section F. Visual Communications..................................................................................................6-17

F.1. Surface-to-Air Signals ..........................................................................................................6-17

F.2. Signal Fires or Smoke...........................................................................................................6-19

F.3. Pyrotechnic Signals...............................................................................................................6-20

F.4. Dye Markers .........................................................................................................................6-20

F.5. Air-to-Surface Signals ..........................................................................................................6-21

F.6. Message Drops......................................................................................................................6-22

F.7. Aircraft Acknowledgement Signs.........................................................................................6-22

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F.8. Ground Emergency Signals..................................................................................................6-23

F.9. Auxiliary Surface-to-Air Recognition ..................................................................................6-23

Section G. Navigation Equipment....................................................................................................6-25

G.1. VOR Receiver......................................................................................................................6-25

G.2. Automatic Direction Finder .................................................................................................6-25

G.3. Long-Range Aid to Navigation............................................................................................6-26

G.4. Global Positioning System...................................................................................................6-26

G.5. Use of Navigation Equipment for SAR................................................................................6-26

CHAPTER 7 FLIGHT ENVIRONMENT.............................................................................................7-1

Section A. Flight Operations ..............................................................................................................7-3

A.1. All Flight Operations..............................................................................................................7-3

A.2. Offshore Operations...............................................................................................................7-3

A.3. Night Operations....................................................................................................................7-4

A.4. Instrument Meteorological Conditions ..................................................................................7-4

A.5. Second or Safety Pilot............................................................................................................7-4

Section B. Flight Procedures..............................................................................................................7-5

B.1. Pilot-in-Command..................................................................................................................7-5

B.2. Safety Requirements...............................................................................................................7-5

B.3. Minimum Crew ......................................................................................................................7-6

B.4. Passengers ..............................................................................................................................7-6

B.5. Flight Clothing .......................................................................................................................7-6

B.6. Communications.....................................................................................................................7-6

B.7. Flight Plans.............................................................................................................................7-6

Section C. Missions..............................................................................................................................7-7

C.1. Flight Rules............................................................................................................................7-7

C.2. Special Missions.....................................................................................................................7-7

C.3. Unit Commander Authority....................................................................................................7-7

C.4. Aviation Risk Management....................................................................................................7-7

C.5. Patrol Log Maintenance .........................................................................................................7-7

CHAPTER 8 FLIGHT SAFETY............................................................................................................8-1

Section A. Safety Awareness...............................................................................................................8-3

A.1. Fitness of Crew ......................................................................................................................8-3

A.2. District Flight Safety Officer .................................................................................................8-3

A.3. Rules of Risk Management ....................................................................................................8-3

A.4. Potential Hazards ...................................................................................................................8-4

A.5. Human Error ..........................................................................................................................8-4

A.6. Risk vs. Gain ..........................................................................................................................8-4

Section B. Human Factors Affecting Flight Crew Safety ................................................................8-5

B.1. Clothing Considerations.........................................................................................................8-5

B.2. Medication Effects .................................................................................................................8-5

B.3. Alcohol Impairment ...............................................................................................................8-6

B.4. Blood or Bone Marrow Donation...........................................................................................8-6

B.5. Dehydration in Summer Months............................................................................................8-6

Section C. NASA Aviation Safety Reporting System .......................................................................8-7

C.1. Purpose ...................................................................................................................................8-7

C.2. Reporting Procedures Form....................................................................................................8-7

C.3. NASA Responsibilities...........................................................................................................8-7

C.4. Use of Reports for Enforcement Purposes .............................................................................8-7

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C.5. Non-Field Report FAR Violation...........................................................................................8-7

C.6. FAA Enforcement Policy .......................................................................................................8-8

C.7. Violations Without Civil Penalty or Certificate Suspension..................................................8-8

Section D. FAA Exemption – Flight Below 500 Feet........................................................................8-9

D.1. Flight Below 500 Feet Exemption .........................................................................................8-9

D.2. Low-Level Flight Restrictions ...............................................................................................8-9

D.3. Low-Level Flight ...................................................................................................................8-9

D.4. Minimizing Annoyance and Property Endangerment..........................................................8-10

CHAPTER 9 EMERGENCY LANDINGS AND SURVIVAL ............................................................9-1

Section A. Offshore Operations..........................................................................................................9-3

A.1. Special Requirements.............................................................................................................9-3

A.2. Survival Equipment................................................................................................................9-3

Section B. Beach Landings.................................................................................................................9-5

B.1. Considerations........................................................................................................................9-5

B.2. Landing Procedure .................................................................................................................9-5

Section C. Ditching..............................................................................................................................9-7

C.1. Required Actions....................................................................................................................9-7

C.2. Landing in Seas Less Than One Foot.....................................................................................9-7

C.3. Landing in Seas Greater Than One Foot ................................................................................9-7

C.4. Egress Route...........................................................................................................................9-8

C.5. Maintaining Orientation .........................................................................................................9-8

C.6. Exiting the Ditched Aircraft...................................................................................................9-8

C.7. Account for all Personnel.......................................................................................................9-8

C.8. Outside of Ditched Aircraft....................................................................................................9-9

Section D. Survival At Sea ................................................................................................................9-11

D.1. Life Preservers .....................................................................................................................9-11

D.2. Life Raft ...............................................................................................................................9-11

D.3. Signaling ..............................................................................................................................9-11

D.4. EPIRB ..................................................................................................................................9-12

D.5. Signaling Mirror...................................................................................................................9-12

D.6. Pyrotechnics.........................................................................................................................9-12

D.7. Dye Marker ..........................................................................................................................9-13

D.8. Pocket Strobe .......................................................................................................................9-13

D.9. Whistle .................................................................................................................................9-13

D.10. Space Blanket.....................................................................................................................9-13

D.11. Exposure to Sun, Wind, and Salt Water.............................................................................9-13

D.12. Hypothermia.......................................................................................................................9-13

D.13. Shark Defense ....................................................................................................................9-14

D.14. Psychology .........................................................................................................................9-14

D.15. Recovery by Helicopter......................................................................................................9-14

Section E. Survival on Land.............................................................................................................9-15

E.1. Primary Actions....................................................................................................................9-15

E.2. Injuries..................................................................................................................................9-15

E.3. Signals ..................................................................................................................................9-15

E.4. Changing Location ...............................................................................................................9-15

E.5. Loss of Body Heat and Hypothermia ...................................................................................9-15

E.6. Starting a Fire .......................................................................................................................9-15

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Section F. Survival Training ............................................................................................................9-17

F.1. Survival Training Seminar....................................................................................................9-17

F.2. Equipment Familiarity ..........................................................................................................9-17

F.3. Training at Air Station ..........................................................................................................9-17

F.4. PIC Responsibility ................................................................................................................9-17

CHAPTER 10 MARITIME DOMAIN AWARENESS AND THE MULTI-MISSION 

ENVIRONMENT.........................................................................................................10-1

Section A. Maritime Domain Awareness.........................................................................................10-3

A.1. MDA Concept......................................................................................................................10-3

A.2. MDA Definition...................................................................................................................10-3

A.3. MDA Security ......................................................................................................................10-4

A.4. Auxiliary and MDA .............................................................................................................10-4

A.5. Mission Activities ................................................................................................................10-4

Section B. Multi-Mission Environment...........................................................................................10-5

B.1. Multi-Mission Patrols...........................................................................................................10-5

B.2. Multi-Mission Diversion ......................................................................................................10-5

Section C. Maritime Safety...............................................................................................................10-7

C.1. Surface/Air Team Efficiency................................................................................................10-7

C.2. Crew Briefing.......................................................................................................................10-7

C.3. Search and Rescue................................................................................................................10-7

Section D. Ports, Waterways, and Coastal Security.......................................................................10-9

D.1. Homeland Security or Harbor Patrols..................................................................................10-9

D.2. Coordination.........................................................................................................................10-9

D.3. AUXAIR Support of Area Maritime Security Plans..........................................................10-10

Section E. Marine Safety ................................................................................................................10-11

E.1. Marine Safety Offices.........................................................................................................10-11

E.2. Pollution Response .............................................................................................................10-11

E.3. Spill Reporting....................................................................................................................10-12

E.4. Additional Training/ References ........................................................................................10-14

Section F. Aids to Navigation.........................................................................................................10-17

F.1. Inventory.............................................................................................................................10-17

F.2. Assistance ...........................................................................................................................10-17

F.3. Training...............................................................................................................................10-17

F.4. Safety ..................................................................................................................................10-17

F.5. ATON Aviation Missions...................................................................................................10-18

F.6. ATON Discrepancies..........................................................................................................10-20

F.7. ATON Training ..................................................................................................................10-22

Section G. Ice Reconnaissance Missions........................................................................................10-23

G.1. Protective Gear...................................................................................................................10-23

G.2. Pre-Flight Planning for Winter Operation..........................................................................10-23

G.3. Ice Reporting......................................................................................................................10-23

CHAPTER 11 SEARCH AND RESCUE PROCEDURES ................................................................11-1

Section A. Overview ..........................................................................................................................11-3

A.1. Auxiliary Aircraft Usage......................................................................................................11-3

A.2. Mission Priority....................................................................................................................11-3

A.3. Surface/Air Team Coordination...........................................................................................11-3

A.4. Come-Upon SAR.................................................................................................................11-3

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Section B. National Search and Rescue Plan ..................................................................................11-5

B.1. Federal Agency Responsibility ............................................................................................11-5

B.2. Statutory Authority to Conduct SAR ...................................................................................11-5

B.3. Maritime Areas.....................................................................................................................11-5

Section C. SAR Administration........................................................................................................11-7

C.1. SAR Coordinators................................................................................................................11-7

C.2. SAR Mission Coordinators ..................................................................................................11-7

C.3. On-Scene Commander .........................................................................................................11-7

C.4. Responsibility of SAR Participants......................................................................................11-8

C.5. Auxiliary Aircraft in SAR....................................................................................................11-8

C.6. Coordinated Search Efforts..................................................................................................11-9

C.7. Limitations ...........................................................................................................................11-9

C.8. Proper Facility and Crew Usage.........................................................................................11-10

Section D. Initial Procedures..........................................................................................................11-11

D.1. Mission Assignment...........................................................................................................11-11

D.2. Crew Briefing.....................................................................................................................11-13

Section E. Types of Distress............................................................................................................11-15

E.1. Surface Craft Distress.........................................................................................................11-15

E.2. Aircraft Distress..................................................................................................................11-15

Section F. Visual Alert and Electronic Aids.................................................................................11-17

F.1. Raising Antennas................................................................................................................11-17

F.2. Signaling Mirrors................................................................................................................11-17

F.3. Canvas Protective Covers...................................................................................................11-17

F.4. Pyrotechnic Signals.............................................................................................................11-17

F.5. Flare Pistols ........................................................................................................................11-18

F.6. Emergency Radio Sets........................................................................................................11-18

F.7. Other Alerts ........................................................................................................................11-18

F.8. Auxiliary Surface-to-Air Recognition ................................................................................11-19

Section G. Search Visibility ............................................................................................................11-21

G.1. Maximum Detection Range ...............................................................................................11-21

G.2. Altitude...............................................................................................................................11-21

G.3. Low Pass Verification........................................................................................................11-22

G.4. Sweep Width Variances.....................................................................................................11-22

G.5. Uncorrected Sweep Widths................................................................................................11-23

G.6. Search Aircraft Speed ........................................................................................................11-23

Section H. Methods of Navigation..................................................................................................11-31

H.1. Pilotage...............................................................................................................................11-31

H.2. Dead Reckoning.................................................................................................................11-31

H.3. Electronically Assisted Navigation ....................................................................................11-31

Section I. Flying a Search Pattern ................................................................................................11-33

I.1. Maneuvering........................................................................................................................11-33

I.2. Cross Winds.........................................................................................................................11-33

I.3. Lag Rate...............................................................................................................................11-33

I.4. Airspeed...............................................................................................................................11-33

I.5. Leg Length and Turn Point Advancement...........................................................................11-33

Section J. Search Patterns .............................................................................................................11-35

J.1. Trackline (Route Search) Pattern ........................................................................................11-35

J.2. Parallel Track Pattern ..........................................................................................................11-36

J.3. Creeping Line Pattern..........................................................................................................11-36

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J.4. Creeping Line Coordinated Pattern .....................................................................................11-37

J.5. Expanding Square Pattern ...................................................................................................11-38

J.6. Sector Search Pattern...........................................................................................................11-39

J.7. Layered Search ....................................................................................................................11-41

J.8. ELT/EPIRB .........................................................................................................................11-41

Section K. Search Pattern Terminology ........................................................................................11-43

K.1. Search Pattern Types..........................................................................................................11-43

K.2. Search Pattern Terms .........................................................................................................11-44

K.3. Creeping Line Radio Terms...............................................................................................11-46

K.4. Parallel Search Radio Terms..............................................................................................11-46

Section L. Multi-Aircraft Use.........................................................................................................11-47

L.1. Pre-Brief .............................................................................................................................11-47

L.2. On-Scene Commander........................................................................................................11-47

Section M. Identification Pass.........................................................................................................11-49

M.1. Planning the Pass...............................................................................................................11-49

M.2. Low-Level Flight...............................................................................................................11-49

M.3. Pass Route .........................................................................................................................11-49

M.4. Airspeed.............................................................................................................................11-50

CHAPTER 12 LOGISTICS FLIGHTS ...............................................................................................12-1

Section A. Passenger Transport.......................................................................................................12-3

A.1. Flight Requirements.............................................................................................................12-3

A.2. Flight Environment ..............................................................................................................12-3

A.3. Passenger Briefing ...............................................................................................................12-3

A.4. Pre-Flight Information .........................................................................................................12-3

A.5. Passenger Arrival .................................................................................................................12-4

A.6. Passenger Baggage...............................................................................................................12-4

A.7. In-Flight operations..............................................................................................................12-5

A.8. Reaching Destination ...........................................................................................................12-5

A.9. Accompanying Passengers...................................................................................................12-5

Section B. Transiting Military Airfields..........................................................................................12-7

B.1. Filing a Flight Plan...............................................................................................................12-7

B.2. Wearing Hats on the Flight Line ..........................................................................................12-7

B.3. Starting Procedures...............................................................................................................12-7

B.4. Transporting an O-6 or Higher.............................................................................................12-7

B.5. Refueling at Military Fields .................................................................................................12-7

B.6. Military Field Frequency......................................................................................................12-8

B.7. Landing.................................................................................................................................12-8

Section C. Rank/Honor Codes..........................................................................................................12-9

C.1. Designator Letter – Service Category ..................................................................................12-9

C.2. Code Numbers for VIPs.......................................................................................................12-9

C.3. Honor Code Letters............................................................................................................12-10

Section D. Non-Operational Logistics Missions............................................................................12-11

D.1. Cargo Transport .................................................................................................................12-11

D.2. Pre-Positioning...................................................................................................................12-11

APPENDIX A COAST GUARD FORMS ............................................................................................A-1

APPENDIX B QUICK REFERENCE.................................................................................................. B-1

Web Sites..........................................................................................................................................B-3

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Commandant Instructions..............................................................................................................B-3

APPENDIX C GLOSSARY...................................................................................................................C-1

APPENDIX D LIST OF ACRONYMS.................................................................................................D-1

INDEX...................................................................................................................................Index-1

List of Figures 

Figure 1-1 District Aviation Organization (Typical) .................................................................................1-4

Figure 1-2 Auxiliary Patrol Log Example ...............................................................................................1-11

Figure 4-1 Observation Sectors With Two-Person Crew ..........................................................................4-6

Figure 4-2 Observation Sectors With Three-Person Crew ........................................................................4-6

Figure 4-3 Observation Sectors With Four-Person Crew ..........................................................................4-7

Figure 4-4 Small Sailing Vessels.............................................................................................................4-13

Figure 4-5 Large Sailing Vessels.............................................................................................................4-14

Figure 4-6 Powered Vessels.....................................................................................................................4-15

Figure 4-7 Commercial Vessels...............................................................................................................4-16

Figure 4-8 Coast Guard Boats..................................................................................................................4-17

Figure 4-9 Coast Guard Cutters...............................................................................................................4-19

Figure 6-1 Interconnection of VHF-FM Transceiver in Auxiliary Aircraft...............................................6-6

Figure 6-2 Body Movement Signals........................................................................................................6-18

Figure 6-3 Signal Flags............................................................................................................................6-19

Figure 6-4 Signal Fires or Smoke ............................................................................................................6-19

Figure 6-5 Pyrotechnics...........................................................................................................................6-20

Figure 6-6 Dye Marker (any color)..........................................................................................................6-20

Figure 6-7 Aircraft Acknowledgement Signals.......................................................................................6-22

Figure 6-8 Ground Emergency Signals....................................................................................................6-23

Figure 6-9 Surface-to-Air Recognition Banner........................................................................................6-24

Figure 9-1 Ditching the Aircraft ................................................................................................................9-7

Figure 11-1 Sweep Width ......................................................................................................................11-21

Figure 11-2 Radius of Turn....................................................................................................................11-33

Figure 11-3 Trackline Search.................................................................................................................11-35

Figure 11-4 Parallel Track Pattern.........................................................................................................11-36

Figure 11-5 Creeping Line Pattern.........................................................................................................11-37

Figure 11-6 Creeping Line Coordinated Pattern....................................................................................11-37

Figure 11-7 Expanding Square Pattern ..................................................................................................11-38

Figure 11-8 Sector Search Pattern .........................................................................................................11-40

Figure 11-9 Build and Fade Detection...................................................................................................11-42

Figure 11-10 Build and Fade Search......................................................................................................11-42

Figure 11-11 Search Pattern Terms .......................................................................................................11-45

Figure 11-12 Identification Pass............................................................................................................11-50

Figure 12-1 Worksheet for Passenger Transport .....................................................................................12-4

Figure A-1 AUXAIR Mission Report.......................................................................................................A-3

Figure A-2 Auxiliary Aircraft Facility and Offer For Use (ANSC-7005)................................................A-4

Figure A-3 Pilot/Air Crew Qualification Form (ANSC-7015).................................................................A-6

Figure A-4 Aircraft Emergency Procedures for Attracting Surface Craft (CG-3488)..............................A-8

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Figure A-5 Military Flight Plan Form (DD-175)......................................................................................A-9

Figure A-6 Flight Weather Plan Form (DD-175-1)................................................................................A-10 

Figure A-7 NASA ARC (Form 227B)....................................................................................................A-11

Figure A-8 FAA Flight Plan (Form 7233-1)...........................................................................................A-13

List of Tables 

Table 4-1 Beaufort Wind Scale................................................................................................................4-24

Table 7-1 Flight Crew Member Fatigue Standards....................................................................................7-6

Table 10-1 Descriptions of Oil Sightings ..............................................................................................10-15

Table 10-2 Chart Correction/Updates....................................................................................................10-19

Table 10-3 ATON Discrepancies...........................................................................................................10-20

Table 11-1 Recommended Visual Search Altitudes ..............................................................................11-22

Table 11-2 Uncorrected Visual Sweep Width .......................................................................................11-24

Table 11-3 Visual Sweep Width Estimates for Daylight Detection Aids..............................................11-28

Table 11-4 Search Aircraft Speed Correction Table for Sweep Width..................................................11-29

Table 11-5 Speed Table for Advancement of Turn Calculation ............................................................11-34

Table 11-6 Sector Pattern Time Chart ...................................................................................................11-39

Table 11-7 Turning Point Advancement Distances...............................................................................11-40

Table 11-8 Search Pattern Terms...........................................................................................................11-44

Table 11-9 Creeping Line Radio Terms ................................................................................................11-46

Table 11-10 Parallel Search Radio Terms .............................................................................................11-46

x
Auxiliary Aviation Training Manual 

Chapter 1 

Auxiliary Aviation Program Overview 

Introduction The Coast Guard Auxiliary Aviation (AUXAIR) Program was established by the 

Commandant of the Coast Guard to “assist the Coast Guard in any mission(s) or 

operations(s) authorized by law and authorized by the Commandant.” (see

Auxiliary Aviation Program, COMDTINST 16798.1 (series)) 

The U.S. Coast Guard Auxiliary Aviation Program is one of the operational 

programs within the Auxiliary framework. It has its own structure, separate from

surface operations or communications, and is distinctive in that it is organized on a

District basis without a parallel structure at the division or flotilla level. This is 

partly due to the unique nature of aviation, in that an aircraft facility is able to

transcend flotilla and division geographic boundaries and, in many cases, an entire 

District’s area in one flight. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Program Organization 1-3

B Program Support Requirements 1-5 

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Auxiliary Aviation Training Manual 

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Chapter 1 – Auxiliary Aviation Program Overview

Section A. Program Organization 

Introduction This section describes the organization of the Auxiliary Aviation Program at the 

National and District levels. Auxiliarists wishing to participate in the aviation 

program should study and understand the program organization and function and the 

regulations which guide the program. Information on general Auxiliary

administration and policy may be found in the Auxiliary Manual, COMDTINST

M16790.1 (series). Operational program guidance and regulations are found in the 

Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series). 

These chapters include specific details of training and experience required for 

qualification as Auxiliary pilots and observers. This reference covers additional

regulations for flight while acting “under orders” as Auxiliarists, along with safety 

and operational requirements. 

While assigned by a Coast Guard unit commander to duty under orders, qualified 

and current Auxiliary pilots are considered Coast Guard pilots and approved aircraft

are considered Coast Guard facilities. Ordered flights file a Federal Aviation 

Administration (FAA) or military flight plan designating the aircraft as “C Charlie - 

Coast Guard Aircraft”. (see Chapter 6) 

A.1. National The structure of the Auxiliary Aviation Program is discussed in the Auxiliary 

Aviation Program, COMDTINST 16798.1 (series). This instruction establishes a

National Staff for Aviation as part of the Operations Department. The Aviation 

Division consists of a Division Chief, Air Operations (DVC-OA). Serving on the 

Division Chief’s staff is a Branch Chief (BC) for: 

• Air Flight Surgeon (BC-OAA) 

• Aviation Capabilities (BC-OAC) 

• Aviation Management (BC-OAM) 

• Aviation Recruitment (BC-OAR) 

• Flight Safety (BC-OAS) 

• Aviation Training (BC-OAT) 

• Homeland Security Flight Operations (BC-OAH) 

• Standards (BC-OAF) 

• Special Projects (BC-OAP) 

• Other positions as required 

The Aviation division works directly with the Operation division (G-OCX2) in the 

Chief Director, Auxiliary office (G-OCX). 

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Chapter 1 – Auxiliary Aviation Program Overview

A.2. District Success of the Auxiliary Aviation Program will be due in large part to coordination 

and liaison within the District structure with Coast Guard air stations, units and

Sectors. Maintaining these important relationships and assisting these entities in 

joint training is essential to the Auxiliary Aviation Program’s success. 

At the District level, the Auxiliary Aviation Program is organized under a District 

Staff officer for Aviation (DSO-AV) and several Assistant District Staff officers for 

Aviation (ADSO-AV). Figure 1-1 provides a typical District aviation organization.

The District Flight Safety officer (DFSO) is an advisor to the aviation staff and to 

the District Commodore for safety of flight issues. The DFSO’s responsibilities

include working with the DSO-AV in evaluating the safety of District aviation 

programs and procedures, developing and implementing an aviation incident plan 

and being a member of the District Aviation Board. The DFSO reports directly to

the District Commodore on these matters and on overall safety of Auxiliary flight

issues. Further information on District staff positions is found in the Auxiliary 

Manual, COMDTINST M16790.1 (series). 

Figure 1-1 

District Aviation Organization (Typical) 

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Chapter 1 – Auxiliary Aviation Program Overview

Section B. Program Support Requirements 

Introduction The mission of Auxiliary operations is to provide operational, logistical, and 

training support for appropriate Coast Guard programs. Auxiliary aircraft are most 

often used as observation and communication platforms. The decision to employ

Auxiliary resources rests with the Coast Guard Operational Commanders. This 

section provides a brief description of Auxiliary Aviation Program support 

requirements and the Coast Guard missions for which they provide this support. 

Detailed descriptions of mission support requirements and the specific missions are 

discussed in the chapters referenced below. 

B.1. 

Qualification 

Requirements 

Pilots are required to be qualified and current for the mission. In the event that any 

mission occurs at night or in instrument meteorological condition (IMC), the

Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series), requires

that in most circumstances there must be two instrument rated pilots at the controls. 

While not a requirement for all missions, the pilot and crew should, whenever 

possible, be SAR capable. Whenever offshore flights are contemplated, the crew

carries and/or wears water survival equipment appropriate to the aircraft type and 

water temperature. If Coast Guard personnel are carried on the flight, they do not 

automatically fulfill the requirement for qualified crew in a SAR or any other 

situation. 

Refer to Chapter 2 of this manual for a detailed description of qualification 

requirements for Auxiliary Aviation Program members. 

B.2. Crew 

Resource

Management/ 

Risk Assessment 

It is the responsibility of the pilot-in-command (PIC) to complete a Coast Guard

Auxiliary aviation (AUXAIR) Risk Assessment Matrix prior to the mission, and to 

revisit it during flight as conditions change. This information should be shared with 

the crew, who should participate in the process of determining the mission risk 

factors, and with the passengers when appropriate. 

Refer to Chapter 3 of this manual for a detailed description of crew resource

management (CRM)/risk assessment. 

B.3. Techniques 

of Observation 

Refer to Chapter 4 of this manual for a detailed description of techniques of 

observation Auxiliary flight crew members should follow to properly carry out air 

operation missions. 

B.4. Observer 

and Air Crew 

Duties 

Refer to Chapter 5 of this manual for a detailed description of Auxiliary observer 

and air crew duties. 

B.5. 

Communication/

Navigation 

Refer to Chapter 6 of this manual for a detailed description of 

communication/navigation procedures and equipment requirements. 

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Chapter 1 – Auxiliary Aviation Program Overview

B.6. Flight 

Environment 

Refer to Chapter 7 of this manual for specific flight environment operations, 

procedures, and missions. 

B.7. Flight Safety Refer to Chapter 8 of this manual for a detailed description of flight safety concerns

in Auxiliary air operations. 

B.8. Emergency 

Landings and 

Survival 

Refer to Chapter 9 of this manual for a detailed description of emergency landings

and survival. 

B.9. Missions Auxiliarists may be tasked by the Coast Guard or appropriate Auxiliary staff 

officers with missions in support of any authorized activity. These missions take 

many forms. When missions involve the movement of an Auxiliary facility (aircraft 

or surface vessel), they are termed patrols. 

AUXAIR personnel participate in a number of Coast Guard missions as follows: 

B.9.a. MultiMission Patrols Most patrols are multi-mission in concept. Aircraft may be tasked with several 

simultaneous or sequential missions to be carried out on the same patrol. For 

example, while doing a maritime safety patrol: 

• Coast Guard personnel can be taken onboard as part of an area familiarization 

mission. 

• Training can be conducted with Auxiliary or Coast Guard vessels or radio 

stations. 

• Observer or pilot trainees may be aboard as part of their training. 

• Marine environmental or ice patrols may be conducted as part of the operation. 

Some of the types of missions that are typically carried out in AUXAIR’s multimission environment are as follows: 

B.9.a.1. Maritime 

Domain 

Awareness and 

Maritime Safety

Patrols 

Maritime Domain Awareness (MDA) is a concept that underscores many of the 

missions of AUXAIR. MDA is not a mission of its own, but is an inherent part of 

virtually every activity in which operations is involved. 

Refer to Chapter 10 of this manual for an explanation of the flight crew’s

responsibilities in an MDA environment and in carrying out maritime safety 

missions. 

B.9.a.2. Search 

and Rescue 

Chapter 10 also contains detailed descriptions of the flight crew’s responsibilities in

maritime safety missions, including SAR and boating safety. Chapter 11 of this 

manual describes certain policies, procedures, and practices for SAR prosecution. 

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Chapter 1 – Auxiliary Aviation Program Overview

B.9.a.3. Ports, 

Waterways, and 

Coastal Security

Auxiliary aircraft may be tasked with overflights of critical infrastructure areas to 

record and report information. The objective of these missions is to search for and

report boaters in distress, obstructions to navigation, fires, or other disasters; and 

may include specific tasking to search for or identify vessels near bridges, in

shipping lanes, in the approaches to harbors, or sensitive locations and/or to 

photograph such events and vessels. 

Refer to Chapter 10 of this manual for a detailed description of Ports, Waterways, 

and Coastal Security (PWCS) missions. 

B.9.a.4. Marine 

Environmental 

Protection 

Auxiliary aircraft may be assigned missions to fly over channels or harbors to report 

pollution or oil or fuel spills. Auxiliary aircraft can assist Sectors in this mission by 

patrolling/observing harbors or other areas for unreported spills, and reporting their 

observations back to the applicable Sector. 

Refer to Chapter 10 of this manual for a detailed description of the flight crew’s

responsibilities in carrying out marine safety (MS) and marine environmental 

protection missions. 

B.9.a.5. Aids to 

Navigation 

Coast Guard AUXAIR provides assistance to the Coast Guard and other concerned 

federal agencies in checking and verifying aids to navigation (ATON) and charting

details, including reporting discrepant aids to navigation, verifying private aids, and 

submitting chart corrections/updates. 

Refer to Chapter 10 of this manual for a detailed description of the AUXAIR flight

crew’s responsibilities in carrying out ATON missions. 

B.9.a.6. Ice 

Reconnaissance 

Auxiliary aircraft may be assigned missions to fly over channels or harbors to report 

ice conditions. Refer to Chapter 10 of this manual for a detailed description of the

AUXAIR flight crew’s responsibilities in carrying out the ice reconnaissance 

mission. 

B.9.a.7. Area 

Familiarization 

Auxiliary aircraft provide excellent resources for familiarization of a Coast Guard 

unit’s area of responsibility (AOR). Commanding officers (COs) may request that 

personnel at Coast Guard Groups, Sectors, other units, or cutters, travel as 

passengers or crew aboard Auxiliary aircraft for area familiarization purposes. 

Refer to Chapter 10 of this manual for a detailed description of the AUXAIR flight

crew’s responsibilities in carrying out area familiarization missions.

B.9.a.8. 

Photographic 

Missions 

Auxiliarists are encouraged to carry digital cameras on patrols, since photographs of 

areas of interest are of great assistance in Homeland Security of harbors, pollution 

spills, vessel traffic, public relations events, and environmental concerns. 

Refer to Chapter 10 of this manual for a detailed description of the AUXAIR flight

crew’s responsibilities in carrying out photographic missions. 

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Chapter 1 – Auxiliary Aviation Program Overview

B.10. Other 

Missions 

Auxiliary aircraft may be used for any mission deemed appropriate by the OrderIssuing Authority (OIA), as long as the mission is not in violation of the regulations 

set forth in the Auxiliary Operations Policy Manual, COMDTINST M16798.3 

(series), or the current Federal Aviation Regulations (FAR). Some of these other

missions include: 

B.10.a. Logistics 

Flights 

The Auxiliary Aviation Program is often tasked with transport of personnel or

equipment both within a District and across its boundaries. There are specific 

requirements in the Auxiliary Operations Policy Manual, COMDTINST M16798.3 

(series), for passenger transport flights, especially where IMC (flight into IMC) may

be encountered. There are also specific regulations concerning flights and arrival

times into military fields. In times of local disaster or emergencies (flood, storms,

earthquake, etc.), the use of Auxiliary aircraft may be requested by outside agencies. 

Only the District commands and/or Coast Guard air station may approve such use. 

(see the Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series)) 

Refer to Chapter 12 of this manual for a detailed description of the AUXAIR flight

crew’s procedures in carrying out logistics flight missions. 

B.10.b. Regatta 

Support/Safety 

Zone Support

Regatta support/safety zone support missions are conducted by AUXAIR to provide

an overview of marine events and check for the presence of hazards or of vessels

entering into “safety zones”. 

B.10.c Exercise 

Support 

Auxiliary aircraft may be deployed on actual or practice Coast Guard or defense and

non-defense exercises. In some cases Auxiliary aircraft serve as “targets” for

detection and intercept, in others the AUXAIR asset will provide support for the 

exercise through observation or transport. 

B.11. General 

Mission 

Requirements 

Prior to takeoff, the crew will contact the Coast Guard unit authorizing the mission 

to confirm takeoff time and to request last minute tasking instructions. In the more

complex PWCS missions, each of the Sectors in whose AOR the flight will take 

place will be contacted prior to the mission, tasking instructions requested, and SAR

capability advised. This communication will help to ensure that the Coast Guard is 

aware that an Auxiliary facility will be in the air and whether it can be called upon 

for SAR. 

B.11.a. Diversion 

to Other Missions 

Pilots and crews must keep in mind that aircraft and crews may also be diverted to

other missions, such as SAR or marine environmental protection (MEP), by the

OIA. It is important to keep track of fuel usage and flight time to quickly evaluate

the ability of the crew and aircraft to acceptance a SAR mission. 

1-8
Chapter 1 – Auxiliary Aviation Program Overview

B.11.b. Pilot-inCommand 

Responsibilities 

In all cases of diversion from the original mission, it is the responsibility of the PIC 

to ensure the facility and crew are equipped and trained for the new mission, and 

they review the Risk Assessment Matrix to ensure their capacity to complete the

new mission safely.

The PIC must ensure the following are considered: 

• Fuel levels should be assessed. 

• Personal protective equipment (PPE) should be adequate to the environmental 

conditions. 

• Pilot qualification level and crew experience should be correct for the task. 

• Crew briefing requirements for the new mission. 

B.12. Reporting 

Requirements 

It is essential for Auxiliary flight crews to document all flight missions. The 

following reporting requirements apply.

B.12.a. Patrol Log The PIC will normally designate one of the crew to maintain a Patrol Log (see 

Figure 1-2). During the patrol, the designated crew member completes this log to 

document observations made, the time and location of observations, and latitude and 

longitude (or geographical location) of any event and of radio reports made. 

This log is maintained during all flights, logging key data to record all mission 

actions. An example of a Patrol Log is provided in Figure 1-2. Other formats may

be used, provided the required information is recorded. Information collected on 

the log should include the following: 

• Registration “N” number of the aircraft along with the date and patrol order 

number 

• Names and Auxiliary member (EMPID) numbers of all persons onboard 

• Engine start time

• Time of takeoff 

• Point of takeoff 

• Time and critical data for every communication or status message 

• Name and time of touch down of any airports at which that the aircraft lands 

• Time of departure from that airport 

• When on a SAR: 

Time that the aircraft arrives in the search area 

Distance from the takeoff point to the search area

Time and location of ANY significant sighting 

On-scene weather (including ceiling, wind speed and direction, visibility,

wave heights, and direction of wave movement) 

If search object is located, log time on-scene and time departing scene 

Time the aircraft departs the scene of the search 

Areas searched including altitude and track spacing used 

Hours on the search 

• Engine stop time 

• Total hours flown 

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Chapter 1 – Auxiliary Aviation Program Overview

This information is necessary for after-mission follow-up for the Coast Guard to 

prepare its situation reports (SITREPS) and for the Auxiliarists to properly log their 

flight time. 

B.12.b. PostMission Report Following the mission, the crew confirms that they have returned, prepares a PostMission Report, and submits it to the authorizing Coast Guard unit(s). Information 

obtained in the Patrol Log is used to construct this report. 

Photographs of major items of interest are very useful additions to mission reports. 

The crew should consider carrying a digital camera and should consider including

photographs with the Post-Mission Report. 

1-10
Chapter 1 – Auxiliary Aviation Program Overview

Figure 1-2 

Auxiliary Patrol Log Example 

1-11
Chapter 1 – Auxiliary Aviation Program Overview

1-12
Auxiliary Aviation Training Manual 

Chapter 2 

Qualification 

Introduction This chapter provides a detailed description of qualification requirements for 

Auxiliary Aviation Program members. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Entering the Aviation Program 2-3 

B Flight Crew Program Certification Levels 2-5 

C Aircraft Facilities 2-7

2-1
Auxiliary Aviation Training Manual 

2-2
Chapter 2 – Qualification

Section A. Entering the Aviation Program 

Introduction Only those Auxiliarists who are basically qualified (BQ) may enter the aviation 

program. In the aviation program, Auxiliary pilots must maintain their civilian 

aviation qualifications in accordance with applicable FAR. The FAA is the

authority that licenses Auxiliary pilots. In addition, most Auxiliary flights are 

conducted under FAA jurisdiction and must comply with all FAA air traffic control 

(ATC) instructions. 

A.1. Training

Materials 

The Flotilla Commander (FC), materials officer (MA), or a member of the District

Aviation Staff (the Assistant District Staff Officer for Aviation Training (ADSOAVT)) may be contacted to obtain the air operations training publications. 

Alternatively, they may be downloaded from the Auxiliary National web site. 

These publications are the Auxiliary Operations Policy Manual, COMDTINST

M16798.3 (series), and this manual. 

A.2. Test 

Preparation 

The Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series), and

Auxiliary Aviation Program, COMDTINST 16798.1 (series), should have been read

and understood prior to taking any aviation written test. Though there may only be

sections of the Auxiliary Operations Policy Manual, COMDTINST M16798.3

(series), that refer specifically to aviation, the entire manual must be reviewed, since

every chapter applies to Auxiliary missions. 

The aviation qualification test is open-book and can only be taken on-line through

links from the Auxiliary National web site (www.uscgaux.org). Assistance with

training, mentoring, and examinations can be obtained through the Assistant District

Staff Officer for Aviation Training (ADSO-AVT). 

The test is in two parts; parts A and B. Part A, the Pilot/Observer Test, must be

taken by all members wishing to participate in air operations. Part B, the Pilot 

Supplemental Test, must be taken as well by those candidates for pilot or air crew 

qualification. 

A.3. Practical 

Training 

After having passed the test(s), the trainee may begin the practical flying portion of 

the appropriate syllabus in accordance with District policy. The trainee may only 

fly on missions that do not require the aircraft to go beyond a safe gliding distance 

from the shore until the Water Survival Test and Egress Training have been

completed. 

2-3
Chapter 2 – Qualification

A.4. Observer 

Entry 

Requirements 

In order to become a qualified observer, the trainee completes ten hours of actual 

flight time on ordered missions, and passes other requirements in the syllabus in 

boating safety, communications, navigation, and observer skills. During this time,

the trainee will be evaluated for observer skills; especially in the area of 

communications, visual identification, and CRM. When signed off on these skills 

according to District policy, the trainee will be recommended to the Director for 

approval as a qualified observer. 

A.5. Pilot Entry 

Requirements 

To become an Auxiliary pilot, certain additional requirements are necessary, 

including: 

• An applicant for Auxiliary pilot status must be an FAA-certificated and current 

pilot with a minimum of 200 flight hours PIC time. 

• The applicant must pass ground and flight checks. 

A.6. Currency 

Maintenance 

Maintaining currency requires a certain amount of annual training and/or operations. 

In accordance with the Auxiliary Operations Policy Manual, COMDTINST 

M16798.3 (series), the minimal annual requirements to maintain qualification are: 

• Annual swim test (water survival) 

• Annual egress training 

• Annual District aviation safety workshop

Additional requirements for annual flight experience are detailed in the Auxiliary 

Operations Policy Manual, COMDTINST M16798.3 (series). 

2-4
Chapter 2 – Qualification

Section B. Flight Crew Program Certification Levels 

Introduction Applicants for flight crew positions in AUXAIR may become qualified at several

different levels as follows:

• Observer 

• Air Crew 

• Pilot 

B.1. Observer 

Qualification 

Observers generally perform observation and communication duties aboard

Auxiliary aircraft facilities. They also participate in mission planning and are a 

critical part of the team supporting each mission. Observers are trained in and pass 

written and practical tests in the following: 

• Coast Guard communications. 

• Nautical and aeronautical chart reading and navigation.

• Local area familiarization.

• Emergency egress from aircraft and water survival. 

• Elements of observer technique, recognition of vessels and persons on the 

water, distress situations, SAR response, types of missions, and related 

activities. 

B.2. Air Crew 

Qualification 

Air crew qualification is an upgraded qualification for observers who successfully

complete a series of tasks consisting of observer duties and pilot and crew 

knowledge. 

B.3. Pilot 

Qualification 

Pilots may be qualified in the following certification levels: 

• Aircraft commander 

• First pilot 

• Co-pilot 

B.3.a. Aircraft 

Commander 

Aircraft commanders are pilots that meet all of the following requirements: 

• Have more than 1000 flight hours as PIC. 

• Possess a current instrument rating. 

• Have been checked out in SAR procedures by an Auxiliary IP/FE. 

Aircraft commanders may fly any operational mission and conduct aircraft facility

inspections, when authorized. 

2-5
Chapter 2 – Qualification

B.3.b. First Pilot First pilots are pilots that meet all of the following requirements:

• Have more than 500 flight hours as PIC. 

• Have been checked out in SAR procedures by an Auxiliary . 

First pilots may fly any operational mission. 

B.3.c. Co-Pilot Co-pilots are pilots with more than 200 flight hours as PIC. Co-pilots may only fly

within gliding distance from the shore and on specific types of missions. 

2-6
Chapter 2 – Qualification

Section C. Aircraft Facilities 

Introduction In order to be recommended and selected as a “facility” by the Auxiliary, aircraft

must meet specific requirements for equipment and condition. 

C.1. Aircraft

Capabilities 

Auxiliary aircraft consist of various types and models, with a wide range of 

capabilities. These aircraft are generally the property of individual members and are 

usually based at civilian airports located around the District. The Auxiliary

members owning or controlling the aircraft volunteer them to be used on missions. 

If a partnership or corporation owns the aircraft, Auxiliarists must own or control

specific proportions (see paragraph C.2 of this section) and must agree to volunteer 

the aircraft to become Coast Guard Auxiliary facilities. Achieving this status 

requires certain equipment to be aboard the aircraft for any mission, or to be part of 

the aircraft itself, such as a dedicated very high frequency (VHF) antenna. This 

equipment is specified in the Auxiliary Operations Policy Manual, COMDTINST 

M16798.3 (series). Once accepted as facilities, such aircraft may be authorized for 

missions under Coast Guard orders. When conducting authorized missions, these 

aircraft facilities are considered to be Coast Guard aircraft. 

C.2. Facility 

Requirements 

The Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series), details 

requirements for facilities. Aircraft tendered as facilities must meet the 

requirements for all Auxiliary facilities as well as specialized requirements for

aircraft facilities. 

C.2.a. Inspection The DIRAUX will determine annual inspection policies within the District. These 

aircraft facilities will be inspected by flight examiners or instructor pilots and 

aircraft commanders specially appointed by the DIRAUX in accordance with the 

Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series). 

C.2.b. Equipment Auxiliary aircraft must meet special requirements in order to qualify as facilities, 

including (but not limited to) having the following equipment onboard: 

• Shoulder harnesses for front seats 

• Personal survival equipment 

• Communications equipment 

• Navigation equipment 

C.2.c. Ownership 

– Privately Owned 

In order to be accepted as a facility, privately owned aircraft are at least 25%-owned 

by Auxiliarists. (see the Auxiliary Operations Policy Manual, COMDTINST 

M16798.3 (series), Chapter 1, Section B) 

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Chapter 2 – Qualification

C.2.d. Ownership 

– Corporately 

Owned 

In order for a corporately owned aircraft to be accepted as a facility, corporatelyowned aircraft must submit additional forms prior to acceptance in order to

document permission from all owners for Coast Guard use of the aircraft. Samples

of relevant corporate resolutions and information are given in the Auxiliary 

Operations Policy Manual, COMDTINST M16798.3 (series), Chapter 1, Section B. 

C.2.e. Ownership 

– Multiple 

Ownership 

In order for an aircraft that has multiple owners to be accepted as a facility, 

additional forms must be submitted prior to acceptance to document permission

from all owners for Coast Guard use of the aircraft. (see the Auxiliary Operations

Policy Manual, COMDTINST M16798.3 (series), Chapter 1, Section B) 

C.2.f. Non-Owner 

Pilots 

Facilities may be flown on missions by qualified and current Auxiliary pilots who 

do not own the facility. The owner of the aircraft must submit a letter approving the 

specific pilot(s) to act as PIC on missions in the aircraft. 

C.3. Application Once all equipment and other requirements for a facility are in order, the applicant

will fill out an Auxiliary Aircraft Facility and Offer For Use Form (ANSC-7005) 

and have the aircraft inspected by a flight examiner/instructor pilot or designated

aircraft commander. (see Appendix A) 

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Auxiliary Aviation Training Manual 

Chapter 3 

Crew Resource Management 

Introduction CRM and risk management begin well before an aircraft gets airborne. The CRM

concept should be developed and reviewed annually at Coast Guard AUXAIR 

safety workshops. The Auxiliary risk assessment matrix is exercised and reviewed 

by the pilot and crew during the pre-flight briefings. The crew should participate in

pre-flight aircraft system checks as well as emergency procedures and standard 

operating procedures checks. The role of every crewmember should be clear for 

each aspect of the flight. During the flight, the crew should practice CRM 

procedures and re-visit risk assessment and management whenever any aspect 

affecting the mission profile changes. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Background 3-3

B CRM Study 3-5

C CRM Concept 3-7

D Rules and Responsibilities 3-9 

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Auxiliary Aviation Training Manual 

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Chapter 3 – Crew Resource Management 

Section A. Background 

Introduction CRM deals with resource management in flight operations and encompasses 

elements of risk management. CRM is the utilization of all available resources to 

maximize the safety and effectiveness of the mission. Resources include autopilots, 

avionics systems, operating manuals, and people, including crewmembers, air traffic 

controllers, and others in the aviation operating environment. 

Although CRM concepts were originally developed for large aircraft, these concepts 

have been modified to apply to small aircraft as well.

A.1. CRM 

Training 

Requirements 

As part of a program started in 2003, all Auxiliary pilots and air crew are required to

participate in initial and annual Coast Guard CRM Training. The initial training is

given by a representative of the Coast Guard Aviation Training Center and, for new 

pilots and air crew, must be taken within one year of initial currency. Annual

training in CRM is mandated in the Auxiliary Operations Policy Manual, 

COMDTINST M16798.3 (series), as part of the regular aviation workshops

presented by each District. 

A.2. Minimizing 

Risk 

Human error continues to be the single largest causal factor in aviation accidents.

Current statistics indicate that 70-80% of all aviation accidents are attributable to

human error. Although this manual cannot cover all of the facets of CRM, some

highlights are presented here. Mounting accident/incident data suggests that while 

superior airmanship is an essential component of what we do, it is insufficient in 

and of itself to assure flight safety. Safe and efficient Auxiliary flight operations

depend on teamwork and understanding of human behavior. A good reference is 

the FAA Advisory Circular 120-51B. The goal of CRM is to improve individual and 

crew performance by using all of the resources available to minimize risk. 

Information on current developments in CRM can be obtained from various Internet 

locations including the Coast Guard Aviation Safety and Naval Safety Center 

websites. 

Some of the key CRM concepts include: 

• Situational awareness 

• Stress and performance 

• Decision-making 

• Attitude and crew performance 

• Effective communication 

• Information processing 

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Chapter 3 – Crew Resource Management 

A.3. Principles of 

CRM and Risk 

Management 

The principles of CRM and risk management are an essential part of the Coast

Guard Auxiliary Aviation Program. These principles also apply even in the singlepilot environment by using all available resources both in the cockpit and on the

surface. The human factor is the single most important element for safe and 

effective aircraft operations. An understanding of CRM will help the pilot to better 

utilize the crew and at the same time will help the crew to understand that they must 

take an active part in the operation of each flight. 

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Chapter 3 – Crew Resource Management 

Section B. CRM Study

Introduction The following CRM study emerged from the circumstances surrounding the crash of 

a DC-8 on approach to the Portland, Oregon International Airport on 28 December

1978. The investigation revealed that the captain, a pilot with over 27,000 flight 

hours, 5,500 hours in type, lost “situational awareness” while attempting to resolve 

a minor problem with the landing gear. This loss of situational awareness, 

manifesting itself in the captain’s disregard for the input from his first officer and 

engineer, resulted in the aircraft running out of fuel 6 nautical miles (NM) from the 

airport. 

The three key concepts in the above study are: 

• All crewmembers should participate in all aspects of the flight. 

• All crewmembers should have an understanding of the basic elements for a safe 

flight. 

• All crewmembers should be able to communicate effectively within the flight 

environment. 

B.1. Probable 

Cause 

The National Transportation Safety Board (NTSB) investigation concluded 

probable cause to be the captain’s failure to: 

• Monitor the aircraft fuel state. 

• Respond to the low fuel indications. 

• Respond to the crewmembers’ advisories regarding the fuel state. 

Contributing to the accident was the failure of the other two flight crewmembers to 

either fully comprehend the critical nature of the fuel state or to successfully 

communicate their concerns to the captain. 

B.2. Safety 

Recommendation 

All commercial air carriers should be encouraged to have their flight crews 

indoctrinated in the principals of flight deck resource management with particular 

emphasis on the merits of participatory management for captains and assertive

training for other cockpit crew members. As a result of the investigation and the

recommendation of the NTSB, that airline, and three other airlines, immediately 

started presenting CRM training to their flight crews. In addition, a spin-off training 

called Line Oriented Flight Training (LOFT), was derived. LOFT training is 

accomplished in simulators where flight crews are confronted with emergencies, or

other situations that require and measure their ability to interact effectively to 

resolve problems. 

As this relates to Auxiliary flying, clear and concise information sharing greatly

increases the ability to safely and effectively conduct assigned missions. 

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Chapter 3 – Crew Resource Management 

B.3. CRM in the 

Real World 

A real-world example of how CRM may have saved lives can be found in 

psychologist David Myers’ Social Psychology textbook, comparing two airline

crashes in the 1980’s: 

According to Myers, “Helmrich (1997)...notes that flawed group dynamics were 

evident when an Air Florida plane lifted off from Washington’s National Airport on 

a winter day in 1982. Ice in a sensor caused the speed indicators to read too high, 

leading the captain to apply too little power as the plane ascended:

First Officer: Ah, that’s not right. 

Captain: Yes, it is, there’s 80 [referring to speed].

First Officer: Nah, I don’t think it’s right. Ah, maybe it is. 

Captain: Hundred and twenty. 

First Officer: I don’t know. 

It wasn’t right, and the First Officer’s muting his concerns led to the plane’s stalling 

and crashing into a Potomac River bridge, killing all but five people onboard.” 

But in 1989, the three-person crew flying a United Airlines DC-10 flight from 

Denver to Chicago responded as a model team to imminent disaster. The crew, 

which had been trained in CRM, faced the disintegration of the center engine,

severing lines to the rudder and ailerons needed to maneuver the plane. In the 34 

minutes before crash landing just short of the Sioux City airport runway, the crew 

had to devise a strategy for bringing the plane under control, assessing damage,

choosing a landing site, and preparing the crew and passengers for the crash.

Minute-by-minute analysis of the cockpit conversation revealed intense 

interaction—31 communications per minute (one per second at its peak). In these 

minutes, the crew members recruited a fourth pilot who was flying as a passenger,

prioritized their work, and kept one another aware of unfolding events and 

decisions. Junior crew members freely suggested alternatives and the captain 

responded with appropriate commands. Bursts of social conversation provided 

emotional support, enabling the crew to cope with the extreme stress, and to save 

185 of the 296 people onboard. 

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Chapter 3 – Crew Resource Management 

Section C. CRM Concept 

Introduction The CRM concept is based in part on the following:

• Performance 

• Focus 

• Acquisition of CRM skills 

• Motivation of crewmembers 

• Assertiveness

C.1. 

Performance

Effective performance depends on both technical performance and interpersonal

skills. 

C.2. Focus CRM focuses on crewmember attitudes and behaviors. A primary focus of CRM is 

effective team coordination. The team encompasses the flight crew, air traffic

controllers, maintenance, and other groups that interact with the cockpit crew. 

Effective CRM involves the entire flight crew. CRM is not simply the 

responsibility of the PIC, nor should CRM be viewed as pilot training. All 

crewmembers are responsible for the effective management of the resources 

available to them. 

C.3. Acquisition 

of CRM Skills 

The acquisition of effective CRM skills requires the active participation of all 

crewmembers. Basic CRM skills are typically introduced in classroom lectures, but 

are perfected by active participation and practice on each flight. 

C.4. Motivation 

of Crewmembers 

The PIC must maintain a positive climate on the flight deck and encourage 

crewmembers to fully participate in crew activities. Creating the proper climate is

essential. This can be done by maintaining an “open” cockpit atmosphere; having 

the crewmembers speak up when things do not seem right or ask questions if they 

do not understand. It is up to the PIC to promote positive relations by providing 

non-punitive critique and feedback. 

C.5. 

Assertiveness 

Assertive behavior indicates highly developed skills in both task and relationship 

and is most likely to produce an assertive response from other crewmembers and

insure the open exchange of information. As a PIC, you have the authority to either 

accept or reject the advice or opinion of others. Listening and responding to your 

flight crew does not mean abdicating command. 

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Chapter 3 – Crew Resource Management 

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Chapter 3 – Crew Resource Management 

Section D. Rules and Responsibilities 

Introduction This section describes rules and responsibilities for CRM/risk management. 

D.1. Pilot-inCommand 

Responsibilities 

The PIC of an Auxiliary aircraft is ultimately responsible for the safe and orderly 

conduct of the flight. 

This responsibility and authority exists from the time the pilot begins flight/mission 

planning until completion of post-flight duties. It is imperative that flight

crewmembers be aware of the authority of the PIC and be ready to comply quickly 

with his or her instructions. The successful completion of the mission or the safety 

of the crew may be jeopardized if the scope of this authority is not clearly

understood. 

D.1.a. Rules The following CRM/risk management rules were primarily developed for the flight 

deck of an aircraft carrier, however the principles are valid for the AUXAIR

environment that will probably consist of a pilot and one or two observers or other 

crew. 

D.1.b. SinglePilot Operations For single-pilot operations the PIC is responsible for all aspects of the flight,

including communications with ATC, and the completion of all checklists. It is not 

recommended to have a non-pilot conduct any checklist unless they have been 

trained to do so. 

D.1.c. Two-Pilot 

Operations 

When operations require two pilots, the PIC determines who will fly the mission. 

The pilot flying (PF) is directly responsible for the manipulation of the flight 

controls. The pilot not flying (PNF) should read checklists, reply to ATC 

transmissions, and perform any other duty requested by the PF. Further, during

instrument flight operations the PNF will continually cross check the PF

instruments. 

D.2. Basic Rules 

for CRM 

The basic rules for CRM are as follows:

• In abnormal situations, the first order of business must be to decide who 

flies the aircraft and who monitors or works on the problem. The PIC may

not want to be the PF, but rather manage the situation while the other pilot 

or autopilot flies the aircraft. 

• Positive delegation of monitoring duties is as important as positive 

delegation of flying duties.

• The PF must not attempt to accomplish secondary tasks during busy 

portions of a flight. 

• Whenever uncertainty or conflicting opinions of fact occur, such as a 

misunderstood radio transmission, the conflict must be resolved 

unequivocally using external sources of information. (For example, request 

a repeat of the transmission.) 

• If any crewmember has doubts about a clearance, procedure, or flight 

condition, he/she is obligated to make that doubt known to other 

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Chapter 3 – Crew Resource Management 

crewmembers. 

• Distractions should be minimized especially during key parts of the flight. 

A sterile cockpit (no extraneous conversation) should be enforced during 

takeoff, landing, and other mission evolutions requiring heightened 

awareness. Internal conversation should not occur when outside 

communications are being transmitted. 

The use of checklists is an essential part of the process. In general, the PNF (or

observer, if trained to do so) should read the checklist to the PIC and the PIC should 

verbally respond. It should be noted that some emergency checklists require some 

items to be done from memory. In these cases, it is recommended that the PNF DO

the emergency checklist items, and read them as he is doing the tasks. This will

keep the PF aware of the situation while alleviating him from being distracted. 

D.2.a. TwoChallenge Rule Clear communications are essential in the flight environment. Pilots should use 

standard phraseology found in the FAA Airman’s Information Manual at all times.

The two-challenge rule applies with two pilots aboard when a crewmember makes

two clear attempts to communicate essential safety of flight information and 

receives no response from the PF. In this case, the PNF will take over manipulation 

of the flight controls to ensure safety of flight. 

D.2.b. Instrument 

Approach 

During an instrument approach, the PNF will call “1000 feet to minimums” when

the aircraft is 1000 feet above minimums. The PNF will also verify that the 

altimeter setting is correct and the altitude crossing the Final Approach Fix (FAF) is

accurate. The PNF will also call 100 feet to minimums, and begin looking for the 

approach lights and/or runway environment. The PF will call minimums when the 

aircraft arrives at the Minimum Descent Altitude (MDA) or the Decision Height

(DH) for the approach. Upon reaching the Missed Approach Point (MAP) or DH,

the PF will call minimums and, if the runway or approach lights are in sight, will 

transition to visual references, announce the runway environment in sight, and 

continue descent to landing. If the approach lights or runway environment is not in 

sight, the PF will continue to operate the aircraft referencing the instruments, and

execute a missed approach. (see the FARs for a technical description of the runway 

environment) 

D.3. Risk 

Assessment 

Matrix 

The PIC completes the Auxiliary Risk Assessment Matrix (see the Auxiliary 

Operations Policy Manual, COMDTINST M16798.3 (series)) prior to flight and 

during flight as conditions warrant. The entire crew should be involved in the risk

assessment process. Should the Risk Assessment Matrix score above threshold for 

medium risk (20 or as assigned by air station instruction), the PIC should determine 

if mission factors may be mitigated through such efforts as delaying takeoff time or

changing mission parameters. If this results in risk factors that remain above the 

threshold, the PIC will review the matrix with the AUXAIR leadership and/or active 

duty command following local procedures and then determine the appropriate 

course of action. 

The Risk Assessment Matrix is part of the pre-flight planning required for all 

missions, and should continue to be evaluated by the entire crew for any change in 

mission status or mission environment. 

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Auxiliary Aviation Training Manual 

Chapter 4 

Techniques of Observation 

Introduction This chapter describes techniques of observation employed by Auxiliary flight

crewmembers. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Air Observation 4-3

B Air Observer Sector Search Assignments 4-5 

C Scanning Procedures 4-9

D Vessel Recognition 4-13

E Sea State Evaluation 4-23 

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Auxiliary Aviation Training Manual 

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Chapter 4 – Techniques of Observation 

Section A. Air Observation 

Introduction Air observation is one of the key elements of an effective aviation mission. 

A.1. Observers For SAR and patrol activities, the real payload for the search aircraft is the observer, 

(whether rated as pilot, observer, or air crew). While the pilot is a contributor to the

observations, the PIC’s main task is to safely control and navigate the aircraft. The 

effectiveness of the search or patrol team can be no greater than the effectiveness of

the observers. 

All crew members, including the pilot, scan a search area assigned to them. Pilots 

should consider utilizing equipment available to lessen the workload of navigating 

the aircraft, such as aircraft trim and autopilot. 

A.2. Training

and Experience 

Effective and efficient observation requires training and experience. Air observer

scanning techniques must be accomplished in a systematic way to assure a high 

degree of coverage of the search or patrol area. Air observers must know what to

look for. Objects look different from the air than they do from the surface. 

Moreover, if a crash or sinking is involved, the objects of the search will usually

appear quite different from the original subject of the search. In addition, once the 

search object or suspected search object has been sighted, the air observer must 

know how to maintain surveillance of the object while communicating its relative 

position to the pilot so that the aircraft can be maneuvered into the most 

advantageous position. 

These scan techniques, while challenging at first, can easily be accomplished after 

sufficient practice. Scan techniques should be practiced whenever possible, 

especially while performing other missions such as routine patrols.

A.3. Training

Sorties 

Crews can create training exercises to develop an “eye” for objects on the water.

These training sorties should be properly coordinated with appropriate surface

crews and assets. They provide excellent practice for air and surface crews. They

also help the crews practice and develop effective search scan techniques, and help 

to build confidence in their ability to successfully execute these searches. The 

following are some sorties to consider for training. 

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Chapter 4 – Techniques of Observation 

A.3.a. “Oscar” 

Search 

In this exercise, participants request a real search pattern from a local SAR mission 

coordinator (SMC) using different methods for the practice area to be searched.

Create an “Oscar”, a human-like dummy, in gray/blue or blue jean colored clothing, 

stuffed with styrofoam and weighted around its waist with a 10- to 20-pound

anchor. In coordination with an Auxiliary vessel, an orange personal flotation 

device (PFD) is placed on Oscar, then Oscar is deposited in the water within the 

search area. The recovery vessel normally stands off 1⁄2 to 1 nautical mile, but 

within visual range of Oscar, in case someone tries to “rescue” it. The aircraft crew

then uses search scan techniques to find Oscar. Once found, the surface vessel is 

directed to the recovery point. When the crew establishes the visual cues for finding 

Oscar with the orange PFD, the exercise may be repeated with the PFD removed. 

A.3.b. Direction 

Finding Steers for 

Lost Vessels

This exercise involves using a Coast Guard or Auxiliary unit with direction finding 

(DF) capability to direct an Auxiliary aircraft to a “disoriented” or lost vessel. The 

exercise starts with the DF station requesting a “short count” from the “disoriented” 

vessel. The station then passes to the aircraft an estimated heading based on the 

bearing from the station to the vessel. The aircraft then flies over the station 

outbound on that heading, or takes a position from the station on the same bearing 

as the target vessel. The aircraft then gives a short count to the station while on that

heading and applies corrections as directed by the station. 

Since range is unknown in this situation, the aircraft must fly along the bearing 

searching for the target vessel. 

A.3.c. Reflective 

Mirror 

Recognition and 

Tracking 

The recovery vessel may use a rescue mirror to “flash” the aircraft while the aircraft 

is searching. Crews observing the flash direct the pilot to the scene. This exercise 

is effective for learning to recognize the characteristics of a flashing rescue mirror. 

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Chapter 4 – Techniques of Observation 

Section B. Air Observer Sector Search Assignments 

Introduction The PIC is usually provided with instructions on the assigned search pattern to be 

flown from the SMC or On-Scene Commander (OSC). If not, the PIC should work 

with the crew to determine a pattern including leg directions and track spacing.

Based upon the pattern selected, the visibility from the aircraft, and the number of 

observers aboard, specific relative sectors should have been assigned to each 

observer prior to the start of the mission as discussed in this section. 

B.1. Seating Auxiliary aircraft are typically light aircraft with one or two engines and seats for 2 

to 6 persons.

B.2. Two-Place 

Aircraft 

In two-place aircraft, the seats may be tandem (one behind the other) or side-byside. For tandem seating, the air observer should be assigned to cover both sides 

alternately. In a side-by-side, two-place aircraft, the pilot scans outside the left side 

of the aircraft as well as ahead looking for other aircraft. The observer in the right 

seat is assigned to scan ahead and right of the aircraft. (see Figure 4-1) 

B.3. Four-Place 

Aircraft 

Many four-place aircraft are operated with two or three persons onboard. When 

only two persons are onboard, coverage is the same as for a two-place, side-by-side 

aircraft. When three persons are onboard, the observer in the rear seat should be 

assigned the position behind the pilot. The rear seat observer search sector should 

cover as much of the left side of the aircraft as possible. In high-wing aircraft, this

may be a sector approaching 180 degrees in arc. In low-wing aircraft, the air 

observer in the rear seat may only be able to effectively search behind the wing. If 

the piloting duties are to be shifted between occupants of the two front seats,

loading of the aircraft should be planned to permit the rear seat observer to cover 

either side by shifting seat position. (see Figure 4-2) 

When all four seats are utilized (see Figure 4-3), the observer in the right rear seat

covers the right side of the aircraft from abeam to full aft. The right front seat

observer will cover the sector forward of the wing. Observers should coordinate the 

exact overlap depending on the geometry of the particular aircraft. Some overlap of

coverage between the front and rear seat observers can be beneficial in the search. 

B.4. Additional 

Observation 

Positions 

For aircraft facilities with greater than four observation positions, sectors should be 

assigned depending upon each position’s viewing angle. The sectors may overlap, 

but this is not objectionable since it will improve the probability of detection (POD). 

4-5
Chapter 4 – Techniques of Observation 

Figure 4-1 

Observation Sectors With Two-Person Crew 

Figure 4-2 

Observation Sectors With Three-Person Crew 

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Chapter 4 – Techniques of Observation 

Figure 4-3 

Observation Sectors With Four-Person Crew 

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Chapter 4 – Techniques of Observation 

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Chapter 4 – Techniques of Observation 

Section C. Scanning Procedures 

Introduction To properly scan an area, the following must be considered for greatest success:

• Aircraft obstructions 

• Aircraft speed 

• Binoculars 

• Altitude 

• Contrast 

• Motivation 

• Scan degree 

• Procedure 

• Repeat scans

C.1. Aircraft

Obstructions

Although aircraft are excellent search platforms, most small civilian aircraft have 

some obstructions that limit scanning sectors. This varies with the design of the 

aircraft and the observer’s position. Generally, obstructions are more severe in lowwing aircraft than in high-wing aircraft. The PIC should evaluate the particular 

aircraft and inform observers of the limitations and how best to compensate for

them. 

C.2. Aircraft

Speed 

The speed of the aircraft affects the efficiency of observers by reducing the time in

which they can scan a given sector. In searching, the slower the speed of the 

aircraft, the greater the probability of visual detection. 

C.3. Binoculars Binoculars rapidly bring on eye fatigue in aircraft and may cause nausea. 

Binoculars should be used only to confirm sightings made by the naked eye. Gyrostabilized binoculars are preferred and may be checked out or borrowed at some air

stations. 

C.4. Altitude When searching at low altitudes, the area closest to the aircraft (where detection 

probabilities are highest) will be passed quite rapidly. The rapidity with which this 

area will pass is dependent upon the masking caused by the design of the aircraft 

and by the speed of the aircraft. Low-wing aircraft present a particular problem in

this regard. For a moderate speed low-wing aircraft with considerable masking, it

may be necessary for rear seat observers to scan only the area in view behind the 

wing to obtain maximum effectiveness. 

C.5. Contrast Most searches by Auxiliary aircraft facilities will involve search over water. Often, 

over water searches will provide little or no contrast between sea and sky. Under

these conditions, observers’ eyes may focus short of the surface without the 

knowledge of the observer, and thus compromise the thoroughness of the search.

To minimize this phenomenon, observers should occasionally focus their eyes on 

some specific items on the surface such as whitecaps or debris. If none is visible, 

the eyes should be focused periodically on some part of the aircraft such as the wing

tips. A short “focusing” period of a second or so will overcome this problem and 

scanning can be resumed. 

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Chapter 4 – Techniques of Observation 

C.6. Motivation Motivation is a highly important factor that can affect the performance of a search 

crew. During the early stages of a search, motivation is typically high. After

fatigue sets in and hope of locating survivors begins to fade, maintaining a high 

level of motivation typically becomes a concern. To maximize the effectiveness of 

an extended search, every effort must be made to maintain a high degree of 

motivation. 

C.7. Scan 

Degrees 

Although the human eye sees over a wide angle, it focuses sharply only over an

angle of about 10 degrees. This means that the detection of a hard-to-see target will

usually occur within about 5 degrees of the central position point for the eye. In 

general, the eye must be looking right at an object to really see it. Moreover, the 

scan of the eye must be stopped for effective sharp vision. For these reasons, 

observers should scan their assigned sectors with discrete eye movements. Each

movement should be about 3 to 4 degrees. The rate of movement should be two or

three shifts per second. Using this technique, one scan across a 90-degree sector 

will take 10 to 15 seconds.

C.8. Procedure The search of an assigned sector should start close to the aircraft and sequentially 

move outward from the aircraft in units of 3 to 4 degrees after each horizontal scan. 

Consecutive scans should be in opposite directions. That is, start the first scan from 

left to right, move up, make the second scan from right to left, move up another 3 to 

4 degrees and scan back from left to right again. Continue this sequence to the

horizon, or to the limit of meteorological visibility, or to a predetermined upper 

limit. 

The observer’s visual search scan should not extend out beyond the track space of 

the search pattern. If the track space is 1⁄2 nautical mile, the observation should not

exceed 1⁄2 nautical mile. A useful tool to measure the search scan distance is to 

mark that distance by altitude with a thin grease pencil line on the window the 

observation is being made from. A useful tool or reference can be constructed from 

estimates of horizontal ground distance from the aircraft to various check points 

while flying at search altitudes. 

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Chapter 4 – Techniques of Observation 

C.9. Repeat 

Scans 

For the pilot and front seat observer, scanning should be repeated again by returning 

the eyes for sequential sweeps starting close to the aircraft. This technique helps 

compensate for the changes in view caused by the forward motion of the aircraft

and insures optimum coverage of the close-in area. When flying at low altitudes 

searching for small objects (such as a life raft or person in water), rear seat

observers should employ a similar technique. In such cases, both front and rear seat 

observers should limit their outward scanning. When searching for persons in the 

water, this limit should be set at about half the track spacing for the aircraft at an 

altitude of 500 feet. 

For example, for persons in the water, using 1⁄4-nautical mile track spacing, the limit 

should be 1

/8 nautical mile or approximately 250 yards. For life rafts, the limit 

should be 2.5 nautical miles or less, and for boats under 60 feet in length, 10

nautical miles or less, even though the horizon may be over 25 nautical miles distant 

for an aircraft at 500 feet altitude. Thus, for small objects, even under optimum 

conditions, no search should be made above 10 degrees below the horizon and for

rafts, no more than 2 degrees below the horizon. For boats up to 60 feet, the scan 

will extend virtually to the horizon. If the meteorological visibility is less than 

optimum, these distances should be further reduced. 

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Chapter 4 – Techniques of Observation 

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Chapter 4 – Techniques of Observation 

Section D. Vessel Recognition 

Introduction This section briefly describes the importance of vessel identification and provides a

number of pictorials to aid in vessel recognition. 

D.1. Vessel 

Identification 

Knowledge of various vessel types and configurations is important. To provide 

accurate reporting, it is critical that the vessel be identified and described properly 

by the reporting aircraft. Most Auxiliarists acquire a working knowledge of the 

plan view of various surface craft through public education courses, member 

training, and experience on the local waters. (see Figure 4-4 through Figure 4-9) 

Figure 4-4 

Small Sailing Vessels 

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Chapter 4 – Techniques of Observation 

Figure 4-5 

Large Sailing Vessels 

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Chapter 4 – Techniques of Observation 

High Performance 

Figure 4-6 

Powered Vessels 

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Chapter 4 – Techniques of Observation 

Figure 4-7 

Commercial Vessels 

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Chapter 4 – Techniques of Observation 

D.2. Coast 

Guard Vessels 

The vessels in Figure 4-8 and Figure 4-9 are a sample of various types of Coast 

Guard boats and cutters which may be observed during operations.

D.2.a. Less Than 

65 Feet in Length 

Vessels less than 65' in length are “boats” and are referred to by their hull number in 

radio communications. 

25' Transportable Port Security Boat (TPSB) 25' Transportable Port Security Boat/ 

Raider Boat (TPSB) 

27' Guardian Smallboat 38' Deployable Pursuit Boat (DPB) 

Motor Surf Boat (MSB) Rigid Hull Inflatable Boat (RHIB)

Figure 4-8 

Coast Guard Boats 

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Chapter 4 – Techniques of Observation 

Response Boat (RB) 

(several types including Defender Class) 

41' Utility Boat (UTB) 

47' Motor Lifeboat (MLB)

Coast Guard ATON Vessels 

49' Buoy Utility Stern Loading (BUSL) 55' ATON Boat (ANB)

Figure 4-8 

Coast Guard Boats – Continued 

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Chapter 4 – Techniques of Observation 

D.2.b. 65 Feet and 

Greater in Length 

Vessels 65' and greater in length are cutters and are referred to as “cutter <name>” 

in radio communications. 

Coast Guard Tugs 

65' Small Harbor Tug (W breaking Tug (WTGB) 

Coast Guard Icebreakers

YTL) 140' Ice

290' Inland Icebreaker (WAGB) 399' Polar Class Icebreaker (WAGB) 

Coast Guard Cutters 

Figure 4-9 

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Chapter 4 – Techniques of Observation 

Coast Guard ATON Vessels 

65' River Buoy Tender (WLR) 100' Inland Buoy Tender (WLI) 

175' Coastal Buoy Tender (WLM) 

225' Seagoing Buoy Tender (WLB) 

Figure 4-9 

Coast Guard Cutters – Continued 

4-20
Chapter 4 – Techniques of Observation 

Coast Guard Coastal Patrol Vessels

87' Coastal Patrol Boat (WPB) 

110' Patrol Boat (WPB)

179' Patrol Coastal (WPC) 

Figure 4-9 

Coast Guard Cutters – Continued 

4-21
Chapter 4 – Techniques of Observation 

Coast Guard Cutters 

210' Medium Endurance Cutter (WMEC) 282' Medium Endurance Cutter (WMEC) 

378' High Endurance Cutter (WHEC)

Coast Guard Sailing Vessel 

295' Training Barque Eagle (WIX) 

Figure 4-9 

Coast Guard Cutters – Continued 

4-22
Chapter 4 – Techniques of Observation 

Section E. Sea State Evaluation 

Introduct This section briefly describes the two factors for determini re:

• Wind direction and velocit

• Wave height 

ion ng sea state. They a

y

E.1. Wind 

Direction and 

Velocity 

The simplest y is ine wind 

streaks on the water. These appear caps 

fall forwa th the usion

that the foam is slidin ion may be determined utilizing this

information along wi the streak Wind velocity

can be accura esti caps, foam, and wind 

streaks. 

method of estimating wind direction and velocit to exam

as long streaks up and down 

wind, but are overrun by the waves, thus producing the ill

g backwards. Wind direct

wind. White

rd wi

th observations of the direction of

mated by noting the appearance of white

s.

tely

E.2. Wave 

Height 

Wave height is estimated as a function of wind velocity. (see Table 4-1) 

4-23
Chapter 4 – Techniques of Observation 

Table 4-1 

Beaufort Wind Scale 

SCALE WIND (knots) SEA INDICATIONS WAVE HEIGHT

(feet) 

0 Calm Mirror like. 0 

1 1-3 Ripples with appearance of 

scales. 

1/4 

2 4-6 Small wavelets, glassy

appearance, do not break. 

1/2 

3 7-10 Large wavelets, some crests begin 

to break, scattered whitecaps. 

2 

4 11-16 Small waves, becoming longer, 

fairly frequent whitecaps. 

4 

5 17-21 Moderate waves, pronounced 

long foam, many whitecaps. 

6 

6 22-27 Large waves begin to form, white 

foam crests are more extensive, 

some spray.

10 

7 28-33 Sea heaps up, white foam from

breaking waves begins to be

blown in streaks along the 

direction of the waves. 

14 

8 34-40 Moderately high waves of greater 

length, edges of crests break into 

spindrift, foam blown in wellmarked streaks in the direction of 

the wind. 

18 

9 41-47 High waves, dense streaks of 

foam, sea begins to roll, spray

affects visibility. 

23 

10 48-55 Very high waves with 

overhanging crests, foam in great 

patches blown in dense white 

streaks, whole surface of sea 

takes on a white appearance, 

visibility is affected. 

29 

4-24
Auxiliary Aviation Training Manual 

Chapter 5 

Observer and Air Crew Duties 

Introduction This chapter describes the various duties with which the Auxiliarist observer and air

crew are tasked in carrying out the many Coast Guard missions. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Background 5-3

B Observer Skills 5-5

C Air Crew Skills 5-7 

5-1
Auxiliary Aviation Training Manual 

5-2
Chapter 5 – Observer and Air Crew Duties 

Section A. Background 

Introduction The observer’s role in the many multi-mission profiles with which AUXAIR is

tasked is in looking for targets, both specific and non-specific, while keeping alert 

for incidental discovery such as an oil leak or disabled boat. They must then 

communicate with the pilot, as well as the Coast Guard unit guarding the working

frequency and/or the Auxiliary unit providing assistance, to relay this information. 

Without this ability to communicate information, a search mission is of marginal 

value. The communication must be accurate, professional, concise, and clear. 

In 1999, the Commandant authorized the certification level of Auxiliary air crew by

promulgating the Auxiliary Air Crew Qualification Program, COMDTINST 

16798.2 (series). This new qualification is intended to provide the Auxiliary pilot

with a highly skilled crewmember who can assist in all phases of any mission. In 

effect, the air crew is an observer with additional skills. This is especially important

during times of high cockpit workload. Air crew-qualified Auxiliarists should be 

able to fulfill all of the duties of an Auxiliary observer plus many of the non-flying 

skills required of a pilot. 

A.1. Observer 

Requirements 

Observers generally perform observation and communication duties aboard

Auxiliary aircraft facilities. They also participate in mission planning and are a 

critical part of the team supporting a mission. Observers are trained in and pass 

written and practical tests in: 

• Coast Guard communication (connecting and using marine radio, emergency

radio, intercom). 

• Nautical and aeronautical chart reading and navigation.

• Local area familiarization.

• Emergency egress from aircraft and water survival. 

• Elements of observer technique, recognition of vessels and persons on the 

water, distress situations, SAR response, types of missions, and related 

activities. 

A.2. PIC 

Responsibility 

The PIC is responsible for all aspects of the flight including all radio transmissions. 

The PIC has the authority to delegate duties during any aviation mission. This 

responsibility and authority for the mission exists from the time the PIC accepts the 

mission through the flight planning for the mission and until completion of the 

mission. It is imperative that flight crewmembers understand this authority. The

successful completion of the mission, as well as the safety of all crew members,

may well be jeopardized if the scope of this authority is not clearly understood. 

5-3
Chapter 5 – Observer and Air Crew Duties 

5-4
Chapter 5 – Observer and Air Crew Duties 

Section B. Observer Skills 

Introduction This section describes the necessary skills required of the Auxiliary observer. 

B.1. Maintaining 

Communication 

It is generally the responsibility of the observer to maintain communication with the 

Coast Guard and/or Auxiliary unit that is maintaining the radio guard. In this case,

the observer is also responsible for informing the pilot of radio messages received. 

Depending on the equipment configuration in the aircraft, the pilot may or may not

be able to hear the communications between observer and ground. 

Non-standard external communications should be cleared with the pilot prior to

transmission. Proper radio procedures (see Section C of Chapter 6) should be 

adhered to at all times. 

B.2. Radio 

Familiarity 

The observer must be familiar with the operation of the marine radio that is aboard

the Auxiliary aircraft. The observer should be able to obtain and understand 

National Oceanic and Atmospheric Administration (NOAA) marine weather as 

received on the weather frequencies. Important information includes sea conditions,

the presence of fog, the presence and movement of thunderstorms, and the forecast

of surface winds for over-the-water areas. The observer should periodically check

the marine weather if practical and pass on to the pilot any significant information 

that could affect the mission. 

B.3. Position and 

Flight Status

Reporting 

Position and flight status (usually “ops normal”) reports are made every 15 minutes

for helicopters and single-engine aircraft and every 30 minutes for multi-engine 

fixed-wing aircraft. 

This transmission should include: 

• Unit called. 

• Aircraft call sign. 

• Flight status.

“Ops normal” when operations are normal. 

♦ When circling a fuel spill, that information would be given in place of 

the “ops normal”. 

♦ When flying a search pattern, the search leg being flown, or number of 

legs completed would be given. 

• Aircraft position (to the nearest minute of latitude/longitude or with reference to

a known landmark). 

• Heading. 

B.4. Time 

Reporting 

Time is given in the 24-hour clock and each digit is said separately. Times given by

aircraft in informal radio traffic are expressed in minutes after the hour with the 

hour not given unless necessary (e.g., “minute two four”). 

5-5
Chapter 5 – Observer and Air Crew Duties 

B.5. Observer 

Abilities 

The observer should be able to: 

• Understand latitude and longitude and must be able to relate the current position 

to ground references as well as chart references. It will help considerably if the 

observer is able to read and interpret the latitude and longitude from the aircraft 

global positioning system (GPS) or long-range aid to navigation (LORAN) unit. 

• Plot a course from one point on the sectional to another (from the present 

position to the commence search point (CSP)). 

• Plot a search pattern on the sectional and on the marine chart. 

• Maintain a geographical awareness so that at any given time the observer can 

tell the unit maintaining the aircraft guard the given location and direction of 

travel. 

• Read and understand marine charts as well as air sectionals and terminal charts. 

B.6. 

Identification of 

Vessels 

Air observers are expected to be able to identify:

• Coast Guard vessels 

• Auxiliary vessels 

• Private and commercial vessel types 

B.7. Equipment 

Familiarity 

The observer should be familiar with all of the equipment required for operation. 

This includes, but is not limited to: 

• Connecting and operating the marine radio. 

• Operating the intercom (setting sensitivity and volume). 

• Operating electronic navigation equipment. 

• Using and locating all safety equipment (rafts, PFDs, first aid kits). 

• Operating emergency radios. 

• Using harnesses and seat belts. 

• Opening and securing all doors and hatches, as directed by the pilot. 

5-6
Chapter 5 – Observer and Air Crew Duties 

Section C. Air Crew Skills 

Introduction In addition to all of the observer skills listed in Section B of this chapter, a qualified 

Auxiliarist with the designation of air crew is trained in the following: 

• Fuses and circuit breakers. 

• Knowing the location of safety equipment. Learning how to check them and 

how to re-set them. 

C.1. 

Communication 

Systems 

Equipment used for communication by the air crew includes: 

• Audio panel 

• Intercom

• Radio 

C.1.a. Audio

Panel 

Not all aircraft have audio panels, but those that do enable the pilot or crew to select

various radio devices to output to speakers or headphones. The audio panel enables 

the monitoring of one or both radios at the same time and selects or deselects the 

various electronic navigational devices. Some audio panels have a marker beacon 

system. Air crew should be aware of what the various lights mean, as well as the 

aural sounds that go with the lights. The panel may have a master switch that shuts 

down all of the electronics.

C.1.b. Intercom The function of the intercom is to enable the crew to communicate with each other 

via headsets. Intercoms are designed to isolate various crew positions upon

selection thereby creating intercom groups of the pilot alone, crew alone, pilot and 

co-pilot alone, and all. 

C.1.c. Radio Radios may be transceiver-only units or may be combined with a navigational aid 

into a combined navigation/communication radio. Air crew should understand radio

operation including: 

• Turning on and off. 

• Adjusting volume. 

• Selecting a frequency.

• Using any flip-flop memory or memory presets. 

• Using and controlling squelch. 

• Selecting a radio for transmission/observation when more than one is in an 

aircraft. 

5-7
Chapter 5 – Observer and Air Crew Duties 

C.2. Navigation 

Equipment 

Instruments used for navigation include:

• Very High Frequency Omni Range (VOR) 

• Automatic Direction Finder (ADF) 

• LORAN 

• GPS 

• Instrument Landing System (ILS) 

• Distance Measuring Equipment (DME)

Air crew should learn each system’s use, the capabilities of each system, and how to 

use those systems located in the aircraft. Air crew should also be able to read the 

latitude and longitude from the LORAN or GPS. 

C.3. 

Transponder 

Transponders are used to transmit a signal that identifies a specific aircraft to ATC. 

Air crew should understand how to turn the transponder on and off, what is meant

by “SQUAWK IDENT”, and how to perform the action along with knowing how to 

select a code. Air crew should know the following available settings: 

• OFF 

• STANDBY 

• ON 

• ALTITUDE 

• TEST 

For visual flight rules (VFR) operations, code 1200 is normally used, unless a 

different code is assigned to the aircraft by an air traffic controller. Air crew should

also be familiar with the following emergency codes and when to use them: 

• 7500 (hijack code) 

• 7600 (failure of radio communications) 

• 7700 (emergency)

It is important to prevent accidental selection of one of these codes when moving 

from one code setting to another. 

C.4. Instruments Air crew should be able to read and know the location of some of the basic 

instruments such as the: 

• Altimeter 

• Heading indicator 

• Magnetic compass 

• Attitude indicator 

• Airspeed indicator 

• Tachometer 

• Oil pressure indicator 

• Oil temperature indicator 

• Ammeter 

• Fuel gauges 

• Fuel pressure

• Landing gear indicator lights 

5-8
Chapter 5 – Observer and Air Crew Duties 

C.5. Aircraft

Communications 

Communication procedures used for ATC differ from those used for Coast Guard 

communications; air crew must know both. Not only should air crew know what 

the communications procedures are, but also how to find the proper frequencies to

use and the correct terminology for operation. Aircraft specific communications

include: 

• Clearance delivery

• Ground control 

• Tower 

• Departure and approach control 

• Center 

• Flight service 

• Unicom

C.6. Navigation 

Skills 

In addition to what the observer has been taught to read and understand regarding

sectionals and terminal charts, air crew should be able to: 

• Interpret the chart legend. 

• Find frequencies of interest. 

• Define special use airspace. 

• Plot a course using sectional charts. 

• Do time and distance calculations. 

• Identify on the sectional and be familiar with the various types of airspace such 

as: 

Class A, B, C, D, E, and G 

Military Operating Areas (MOAs) 

Restricted Areas

Air Defense Identification Zones (ADIZ)

Prohibited Areas

• Use low altitude enroute charts and approach plates in addition to the sectional 

charts. 

• Back up the pilot in all phases of flight in regards to heading, altitude, and 

communications frequencies. 

C.7. Weather Air crew should be able to use and interpret: 

• Automatic Terminal Information Service (ATIS) 

• Automated Weather Observation Service (AWOS) 

• Automated Surface Observation Service (ASOS) 

• Automated Flight Service Station (AFSS) 

• Direct User’s Access Terminal (DUAT)

• Aviation Routine Weather Report (METAR) 

• Aerodrome Forecasts (TAF) 

• Winds Aloft (FD) 

• Notice to Airmen (NOTAMS) 

• NOAA 

5-9
Chapter 5 – Observer and Air Crew Duties 

C.7.a. National 

Oceanic and 

Atmospheric 

Administration 

Marine weather as received on the weather frequencies of most marine radios is 

useful in obtaining an overall weather picture. Important information includes sea

conditions, the presence of fog, the presence and movement of thunderstorms, and 

forecast surface winds for the over water areas. This information is neither current

nor complete enough to satisfy all of the requirements of aviation. Marine weather 

does not include ceilings (the lowest layer of broken or overcast layer of clouds), 

visibility, or the temperature/dew point spread. The air crew should listen to the 

transcribed NOAA marine weather and pass on to the pilot any significant

information, which could affect the mission. 

C.7.b. Aviation 

Weather 

Area aviation weather reports are broadcast by FAA flight service stations (FSS) on 

the VOR or VOR tactical air navigation system (VORTAC) stations which have 

voice capability. Some navigation/communication transceivers have controls which

cut out the reception of voice transmissions from the VOR/VORTACs. Be sure that 

the controls are set to receive the voice information when listening on navigation 

frequencies. Each FSS is assigned the geographical name of their location followed

by the word “radio” for their radio call sign. Most FSSs are able to transmit and 

receive through a number of remote sites. Each of these remote sites has been

assigned a discreet frequency, which is listed on the aeronautical chart. The FSS

can also be contacted on VOR/VORTACs equipped for transmitting and receiving 

on the frequencies listed on the sectional chart. When listening on a 

VOR/VORTAC, always advise the FSS which VOR/VORTAC is being used, e.g., 

“Miami Radio, this is Three Alpha Bravo listening on the White Lake VORTAC, 

over”. 

C.7.c. Automated 

Terminal 

Information 

Service 

Many of the more active airports have an ATIS, which is continually broadcast on a

published frequency for the particular airport. In addition to the current weather,

information concerning the active runways, special frequencies, and any hazards

that exist or special procedures in use are broadcast. The broadcast is identified by

a letter, which is changed each time the information is updated. 

C.8. Checklists Air crew should be familiar with checklists for the following procedures: 

• Preflight 

• Cockpit checks 

• Emergencies 

C.8.a. Preflight Air crew should walk through the preflight with the pilot using a checklist to help

determine the condition of the aircraft. Air crew should understand the need for and

the use of a checklist. 

C.8.b. Cockpit 

Checks 

Air crew should practice the use of a checklist using the challenge and response 

method. 

C.8.c. 

Emergencies 

Air crew should understand and practice immediate actions to be taken in 

emergencies. These actions should be confirmed by using the applicable checklist. 

5-10
Chapter 5 – Observer and Air Crew Duties 

C.9. Equipment 

Familiarity 

Although equipment on each Auxiliary aircraft may differ in its specific 

configuration, the concept of operation will be similar. While an Auxiliarist may be 

pilot or air crew certified, the individual may not be familiar with the operational 

characteristics of the various knobs and switches in a particular aircraft. Any flight

crewmember must be checked out by the pilot of the aircraft prior to operating any

of the equipment in the aircraft and then only as requested by the pilot.

5-11
Chapter 5 – Observer and Air Crew Duties 

5-12
Auxiliary Aviation Training Manual 

Chapter 6 

Communication/Navigation 

Introduction Communication and navigation skills are required for those Auxiliarists qualifying 

as pilots, air observers, or air crew. These skills must be initially learned, but unless 

practiced on a regular basis, it is unlikely that a sufficient skill level will be retained 

to remain comfortable and effective in the current mission environment. 

When on a mission, it is important to know what other units, surface vessels, 

helicopters, etc., are involved, and the altitudes, separation requirements, and 

communications protocol. It is also important to know what information may be 

conveyed on these open frequencies and what should be reported on a land-line or 

post mission in writing. 

This chapter describes the communication/navigation requirements and equipment

necessary for effectively operating in the aviation mission environment. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Radio Communications 6-3

B Radio Equipment 6-5

C Radio Procedures 6-9

D Mission Communications 6-13

E Radio Communications in SAR Situations 6-15 

F Visual Communications 6-17

G Navigation Equipment 6-25

6-1
Auxiliary Aviation Training Manual 

6-2
Chapter 6 – Communication/Navigation 

Section A. Radio Communications 

Introduction The primary purpose of AUXAIR patrols is to act as the eyes for Coast Guard and 

Coast Guard Auxiliary operations and transmit the information gathered to shore or

other operating facilities. With the exception of ATON missions, ice patrols, and 

some sensitive information emanating from PWCS, this is accomplished primarily 

by radio; therefore, the ability and competency of all involved in using the radio is 

of utmost importance. The factors involved are: the radio, its installation, the 

antenna system, internal crew communications, and the operator’s skill in using the 

radio with proper and effective radio technique. 

A.1. 

Communication 

Partners 

A typical Auxiliary aircraft on a multi-mission patrol, environmental flight, or SAR 

response will maintain communications both with an FAA facility and with Coast

Guard and/or Coast Guard Auxiliary unit(s). 

A.1.a. Vessel and 

Facility

Communication 

Coast Guard communications may be with Coast Guard cutters, small boats, 

aircraft, or ground radio stations on frequencies ranging from high frequency single

side band to ultra high frequency (UHF), although communication is normally

concentrated in the VHF-FM and VHF-AM bands. A qualified and competent 

observer can assist the Auxiliary pilot by handling some of these communications 

directly and by recording pertinent information obtained through these radio

contacts. 

A.1.b. FAA 

Communication 

FAA communications are of such a nature that pilots may prefer to personally 

handle them since these communications relate to ATC and any actions required are 

often immediate. These include communications with airport ground control, 

clearance delivery, control tower instructions, air route traffic control centers

(ARTCC), and approach control. These communications involve maintaining 

separation from other aircraft and will often contain flight restrictions or direction. 

Some of these communications, including those with FAA FSSs, will contain 

information that will be needed later by the pilot. The observer should be ready to 

record these instructions when requested by the pilot. 

A.2. PIC 

Responsibility 

The PIC is responsible for all aspects of a flight including audio transmissions from 

the aircraft. When in doubt, the air crew/observer should obtain approval from the 

pilot before making a transmission. 

A.3. Patrol 

Communications 

While on patrol, a facility maintains two-way communications with any Coast

Guard unit; any Auxiliary station or detachment; any federal, state, or local agency 

(e.g., Army Corps of Engineers, police, fire department, etc.); or any local marina 

that agrees to maintain the scheduled communication guard and relay official 

information between the Coast Guard and Auxiliary facility. Prior coordination

with the station maintaining the guard is needed to ensure that the station 

understands and agrees to immediately report a communication loss to the Coast

Guard if the reporting period is exceeded. 

6-3
Chapter 6 – Communication/Navigation 

A.4. Reporting 

Requirements 

Facility operators follow all Coast Guard reporting requirements during a patrol. 

Position and flight status (usually “ops normal”) reports are made every 15 minutes

for helicopters and single-engine aircraft and every 30 minutes for multi-engine 

aircraft. The OIA may impose a more stringent reporting requirement. 

A.5. 

Communication 

Loss 

If communications are lost for more than the designated reporting period, the

mission is aborted, the facility moved to a safe haven, and the OIA advised of the

situation. For flights operating under direct air traffic control or those receiving 

VFR flight following, radio contact with the controlling agency satisfies this 

requirement. 

In areas where there are known communication gaps, the OIA may authorize an 

alternate communications plan. The facility operator will notify the OIA or 

designee, before beginning the mission, of the patrol’s start and end times and the 

names of all individuals aboard. The facility operator notifies the OIA, or designee, 

immediately upon return from the mission. At any time the mission is expected to

run more than 15 minutes beyond the estimated time of arrival (ETA), the facility 

operator communicates a new ETA to the OIA, or designee, as soon as practicable, 

but in no case later than 15 minutes from the original ETA. 

A.6. 

Communications 

Security 

It is important for the flight crew to keep in mind that generally air/ground

communications will occur on “open channels” and may be monitored by any 

person with a scanner, receiver, or transceiver. 

Communications Security (COMSEC) and Operational Security (OPSEC) should 

always be considered as communications are being composed to ensure that

sensitive information is not inadvertently disclosed by the transmissions. Unless the 

mission profile includes provisions to the contrary, or a request is received from a

Coast Guard unit, the following precautions should be taken when planning 

transmissions on “open channels”: 

• The positions of Coast Guard or Auxiliary vessels should not be disclosed. 

• Activities of law enforcement vessels should not be disclosed. 

• Locations of military vessels should not be disclosed. 

• Reports of suspicious activity might better be reported after landing unless 

notification is urgent. 

Examples of when these reports are part of the mission profile or are otherwise 

permissible are: 

• While on ice reconnaissance patrols, Auxiliary aircraft might be requested to 

relay the location of the ice breakers. 

• During exercise support missions, the locations of military vessels may be 

requested. 

• During regular missions, a Coast Guard unit may request that the flight crew 

report the location of one of its assets. 

• During training missions, prior agreement may have been reached to direct 

vessels to the “aid” of a Coast Guard or Auxiliary vessel. 

6-4
Chapter 6 – Communication/Navigation 

Section B. Radio Equipment 

Introduction This section describes the radio frequencies on which Auxiliary aircraft operate and 

the installation of the radio equipment. 

B.1. Aircraft 

Band 

One or more radio transceivers (VHF-AM) operating on VHF-AM in the frequency 

range of 118.000 to 135.975 MHz are common in all aircraft, and are aboard 

facilities flown by Auxiliarists. These units are compact and designed to fit in 

industry-standard spaces in the instrument panel. These transceivers are operated in 

the same manner as radios aboard vessel facilities. The front panel normally 

contains an off/on volume control, a squelch control, which is used to minimize 

background noise, and a frequency selector, which usually displays the frequency 

digitally. If there is more than one aircraft radio, there will generally be a selector 

switch that selects which radio is to be used for transmission and/or reception. It is

possible, depending on aircraft installation, to have two radios on at one time 

enabling monitoring of both frequencies at the same time. The following are

common aircraft frequencies: 

• 121.500 MHz – Distress or emergency communications only

• 122.750/122.850 MHz – Air-to-air 

• 126.200 MHz – Military airports 

• 122.000 MHz – Flight Watch/FSS 

• 122.900 MHz – Common Traffic Advisory Frequency (CTAF) 

• 123.100 MHz – SAR frequency, air-to-air 

B.2. Marine 

Band/Coast 

Guard 

Frequencies 

Auxiliary aircraft carry one or more radio transceivers operating on VHF-FM in the

frequency range of 156.050 to 162.025 MHz. Most VHF-FM marine-band 

transceivers used in Auxiliary aircraft are not designed to fit in the standard aircraft

stack. These essential radios are usually mounted wherever space permits their safe 

mounting. Sometimes, due to switching or wiring complexities, the marine band 

radio cannot be interconnected with the aircraft microphone system, thus requiring a 

separate microphone. A less desirable method to obtain VHF-FM-band 

communications is to use a portable, handheld unit. In either case, an attachment to

an external antenna is part of the facility requirements. The following are common 

frequencies for Coast Guard Auxiliary communications from aircraft: 

• Channel 16 (156.800 MHz) – Maritime Distress and Calling 

• Channel 21 (157.050 MHz) – CG Working Frequency 

• Channel 22 (157.100 MHz) – CG to Public Liaison Frequency

• Channel 23 (157.150 MHz) – CG Working Frequency 

• Channel 81 (157.075 MHz) – CG Working Frequency 

• Channel 83 (157.175 MHz) – CG Working Frequency 

6-5
Chapter 6 – Communication/Navigation 

B.3. VHF-FM 

Transceiver 

Installation 

The installation should be designed to use the aircraft electrical system for power or 

battery charging of the marine radio, and should also use the aircraft intercom

system to permit all crewmembers to hear the marine transmissions. The antenna 

should be hull mounted to the bottom of the aircraft for best results and dedicated

exclusively to the VHF-FM radio. It may be incorporated as part of a “Y” lead for

emergency use handheld VHF-AM units. It is important that all onboard are able to

hear the communications on the VHF-FM unit in order to ensure effective CRM 

principles and reduce time and error in passing along information within the aircraft. 

Figure 6-1 illustrates one method of connecting a handheld or portable marine unit

to the aircraft systems. 

Since common aircraft power systems are either 12- or 24-volt, a power converter 

may be needed to connect to the transceiver power or charging port. 

Figure 6-1 

Interconnection of VHF-FM Transceiver in Auxiliary Aircraft

6-6
Chapter 6 – Communication/Navigation 

B.4. VHF-FM 

Transceiver 

Usage 

In aircraft use, the microphone may pick up aircraft noise if it is not a 

noise-canceling type. This may make aircraft transmissions difficult to understand.

For reception, an intercom connection is superior to a single earpiece. However, if

an intercom is not available, an earpiece alone may be required. 

Due to the increased range possible with VHF-FM radios transmitting from aircraft,

low power should be used whenever possible. Aircraft may not transmit on any 

VHF-FM maritime/government frequency when operating above 3000 feet above 

ground level (AGL) except in emergencies or when necessary to maintain essential

communications. 

6-7
Chapter 6 – Communication/Navigation 

6-8
Chapter 6 – Communication/Navigation 

Section C. Radio Procedures 

Introduction This section describes the proper procedures to follow when transmitting 

information via radio communications. 

C.1. Before 

Transmitting

Before transmitting: 

• THINK – Plan what you are going to say. Brevity is important. 

• PREPARE – 

Know where you are. 

Know the frequency you are listening on. 

Anticipate questions you may be asked to answer. 

• LISTEN – Be sure that no one else is using the frequency.

C.2. Aviation 

Phraseology

There are certain procedures and phraseologies that are specific to air operations. 

Observers and air crew should practice aviation communications until they become 

second nature. Practice not only improves communications, but also tends to 

overcome shyness or “mic fright”. 

C.3. Calls to a 

Coast Guard Unit 

The following are examples of typical radio calls from an aircraft: (in this example

the aircraft registration is “N123AB”, and its FAA call sign <ID> is: “123AB”). 

However, when contacting Coast Guard or Auxiliary facilities on VHF-FM, the 

Auxiliary aircraft should always identify itself as “Coast Guard AUXAIR 123AB” 

on the initial call of any group of calls. The first call in any sequence of calls also

uses the entire call sign, in this case “Coast Guard AUXAIR One Two Three Alpha

Bravo”. Subsequent calls in the sequence may use only the last three digits and/or 

letters, “Three Alpha Bravo”. 

C.3.a. Station 

Identifier 

The station identifier of the station called should be repeated 2 to 3 times on the 

initial call. 

EXAMPLE: 

“Coast Guard Sector Charleston, Coast Guard Sector Charleston, this is Coast

Guard AUXAIR One Two Three Alpha Bravo. Over.” 

C.3.b. Successive 

Transmissions 

After communication is established, the call sign may be abbreviated to the name of

the unit or the last three digits/letters of the call sign. 

EXAMPLE: 

“Charleston, this is Three Alpha Bravo, what is your message? Over.” 

C.3.c. Tactical 

Call Signs 

When approved by an Air Station Commanding Officer (ASCO), tactical call signs

may be used for a mission or missions when warranted by operational needs. If so

assigned, a record of the designated tactical calls will be kept by the air station and 

referenced to the actual facilities in use. 

6-9
Chapter 6 – Communication/Navigation 

C.4. Calls on 

Aeronautical 

Frequencies 

When initiating calls on aeronautical frequencies, there are differences in 

phraseology and procedures from those of Coast Guard communications. Aircraft 

call signs remain the same, for example in this case “N123AB”. Aircraft procedure 

normally includes the make or model of the aircraft as a prefix to the call. This 

allows the air traffic controller to better identify the aircraft when pointing it out as 

traffic to other aircraft. It also gives the controller an idea as to its operational 

capabilities. 

C.4.a. Flying 

While Not Under 

Orders 

When flying as a civilian aircraft, not under orders, the aircraft would identify itself 

on initial transmissions as: <Aircraft Type/Model> <Aircraft ID>.

EXAMPLE: 

“Miami Tower, Cessna One Two Three Alpha Bravo.” 

C.4.b. Flying

While Under 

Orders 

When flying under orders, an Auxiliary aircraft is considered to be a Coast Guard

aircraft. The call sign would be “Coast Guard AUXAIR <ID>” where the <ID> is

the alphanumeric registration following the initial “N”. 

EXAMPLE: 

“Miami Tower, this is Coast Guard AUXAIR One Two Three Alpha Bravo.” 

C.4.b.1. Auxiliary

Aircraft Type or 

Model Reporting 

On many occasions it is useful to indicate to ATC the type or model of Auxiliary

aircraft that is flying under orders. 

EXAMPLE: 

“Miami Approach, this is Coast Guard AUXAIR Skyhawk One Two Three Alpha 

Bravo.” 

C.4.b.2. RESCUE 

Prefix Usage

When engaged in actual SAR operations, the prefix RESCUE may be appended to

AUXAIR. 

EXAMPLE: 

“Republic Tower, this is Coast Guard AUXAIR Rescue One Two Three Alpha 

Bravo.” 

C.5. 

Aeronautical 

Station 

Designations 

The following are aeronautical station designations: 

• ARTCC: “Memphis Center” 

• Approach control: “Boston Approach” 

• Airport tower: “Baton Rouge Tower” 

• Airport ground control: “Jacksonville Ground” 

• Pre-taxi clearance control: “Kennedy Clearance” 

• FSSs: “Portland Radio” 

• Enroute flight advisory service: “Oakland Flight Watch” 

6-10
Chapter 6 – Communication/Navigation 

C.6. Additional 

Reporting 

Procedures 

The following are additional communication reporting procedures. 

C.6.a. Time Time is given in the 24-hour clock and each digit is said separately. Times given by

aircraft in informal radio traffic are expressed in minutes after the hour with the 

hour itself not given unless necessary.

EXAMPLE: 

0825 – “zero eight two five” or “minute two five” 

C.6.b. Altitudes Altitudes are reported with separate digits for the thousands, plus hundreds, if 

appropriate. 

EXAMPLE: 

4500 ft – “four thousand five hundred”; or, 10,000 ft – “one zero thousand” 

C.6.c. Heading or 

Direction 

Three digits are used when giving a heading or direction. 

EXAMPLE: 

050 degrees – “heading zero five zero”; or 000 degrees – “due North heading zero 

zero zero” 

C.6.d. Speed Speed is given in knots. 

EXAMPLE: 

120 knots – “one two zero knots” 

C.6.e. Transfers 

Between Air 

Traffic Controllers 

When the aircraft is “handed off” from one air traffic controller to another, always

include altitude when making the initial contact. 

EXAMPLE: 

“Mobile Approach, this is Coast Guard AUXAIR Cessna One Two Three Alpha 

Bravo at seven thousand.” 

C.6.f. Short 

Counts 

When a short transmission is required for receiver tuning or direction finding, a

“short count” is employed. This consists of counting from one to five and back. 

The transmission should not exceed 10 seconds. 

C.6.g. Long 

Counts 

When a longer transmission is required, a “long count” is employed. This consists 

of counting from one to nine and back.

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Chapter 6 – Communication/Navigation 

C.7. Good 

Communication 

Practice 

The following good communication practices are intended to supplement the 

specific radio procedures provided above. 

C.7.a. Listening Listening is key to successful communications. Ensure the radio volume and 

squelch are properly set. Ensure one crewmember is tasked with continually 

listening for communications and not only when “ops normal” messages are due.

C.7.b. 

Microphone 

Operation 

The microphone button should be used properly. Press to talk and hold the

microphone key for a half-second before speaking. The microphone should be

spoken into directly at a distance of about 1 inch from the lips. Engine and wind 

noise may cover most of the message if proper technique is not used. Shouting into

the microphone will result in distortion of the signal.

C.7.c. Difficulty

Maintaining Guard 

When working a case with other assets and having difficulty maintaining guard 

because of radio reception, it may be possible to temporarily use other units as

relays until better communications can be established.

6-12
Chapter 6 – Communication/Navigation 

Section D. Mission Communications 

Introduction Mission communications consist of an orderly sequence of communications 

between an Auxiliary aircraft and the Coast Guard unit that is holding the aircraft

radio guard. These communications are normally planned and expected, but may

occur spontaneously as an Auxiliary aircraft moves through the AOR of a Coast 

Guard unit. 

To provide for the safety of the aircraft crew, a radio guard is kept with the local 

Coast Guard unit or Auxiliary radio station. 

D.1. Departure Immediately after takeoff, communications should be established with a regular 

Coast Guard unit or Auxiliary radio and a flight guard should be established. At a 

minimum, the following information should be transmitted: 

• Time of takeoff 

• Departure airport 

• Number of persons onboard

• Mission and/or destination, including route, if known

EXAMPLE: 

“Coast Guard Sector New York this is Coast Guard AUXAIR One Two Three 

Alpha Bravo. Over.” 

After a response from Sector New York, “We were airborne from Linden at one

four zero zero with 3 persons onboard for a PWCS patrol. Request you take our 

radio guard. Over.” 

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Chapter 6 – Communication/Navigation 

D.2. In-Flight 

Reporting 

Facility operators follow all Coast Guard reporting requirements during a patrol. 

Position and flight status (usually “ops normal”) reports are made every 15 minutes

for helicopters and single-engine aircraft and every 30 minutes for multi-engine 

aircraft. If communication is lost, see paragraph A.5 of this chapter. The OIA may 

impose a more stringent reporting requirement. This report should include: 

• Unit called. 

• Aircraft call sign. 

• Flight status.

“Ops normal” when operations are normal. 

♦ When circling a fuel spill, that information would be given in place of the “ops 

normal”. 

♦ When flying a search pattern, the search leg being flown, or number of legs 

completed would be given.

• Position is reported to the nearest minute of latitude/longitude or with reference 

to a known landmark. 

• Heading. 

EXAMPLE: 

“Coast Guard Sector Charleston, this is Coast Guard AUXAIR One Two Three 

Alpha Bravo; operations normal; position 32 degrees 34 North, 80 degrees 01 West; 

heading two seven zero degrees. Over.” 

D.3. Changing 

Radio Guard 

Stations 

When changing radio guard from one station to another, first establish a guard with 

the new station, then secure the guard with the previous station, advising them of

the identity of the new guard station. If, for any reason, communication with the 

previous guard station is not possible, ask that the new station secure the guard with 

the previous station. In any event, the previous guard MUST be secured in a timely 

manner. 

EXAMPLE: 

“Coast Guard Station Tybee, this is Coast Guard AUXAIR One Two Three Alpha 

Bravo. I have transferred my radio guard to Coast Guard Sector Charleston. I

request you secure my guard. Over.” 

At the end of the mission, the Coast Guard air station for which the mission was

flown is informed that the aircraft is back on the ground and the mission has been 

completed. 

D.4. Relaying

Traffic 

Because an aircraft presents a good radio location due to its altitude, it may be the 

only unit capable of communicating with the vessels or aircraft at the scene of a

mission. If requested to relay information between the shore station and the units

on-scene, it is imperative that the information be retransmitted exactly as it is

received. Under no circumstances should any subjective interpretations be added to 

the information being relayed. 

6-14
Chapter 6 – Communication/Navigation 

Section E. Radio Communications in SAR Situations 

Introduction This section describes the specific radio communications that are required during 

SAR situations. 

E.1. Radio 

Communications 

While performing a SAR mission, the crew member acting as radio operator of the 

VHF-FM radio should be experienced in communication with shore stations and 

understand the demands and requirements of the land-based watchstander. The 

station or Sector watchstander is often confronted with multiple tasks and operates 

several radios at a time. When the radio operator makes first contact, the

transmitting frequency is identified and a full call sign for the aircraft is given. By 

identifying the channel, the watchstander will know from which radio unit the call is 

being received. 

EXAMPLE: 

“Station Brunswick, Station Brunswick, this is Coast Guard AUXAIR 123AB on 

Channel 16. Over.” 

E.2. Working 

Frequency 

When hailing initially on channel 16, once contact is established, be prepared to

switch to the Coast Guard “working frequency” or to a predetermined frequency.

Once the communication has been established, further communications in the 

sequence may use abbreviated call signs. It is helpful to continue identifying as 

“AUXAIR” on VHF-FM, even when using abbreviated calls, since these 

frequencies are monitored by Coast Guard and Auxiliary units, vessels, radio 

stations, and aircraft, and it avoids confusion when watchstanders immediately

understand the type of facility with which they are communicating or that they are 

monitoring. 

EXAMPLE: 

“AUXAIR 3AB switching to 83 Alpha. Over.” 

E.3. Frequency 

Monitoring 

The crew should have an understanding of which frequency will be monitored 

between “ops normal” or other regularly scheduled contacts, and a guard on it

should be maintained. When working a SAR case, it is beneficial to all if 

communications can be arranged on one frequency. For instance, if a guard is

established on Channel 16 but other air assets are working Channel 22A, it will be 

necessary to monitor both Channel 22A and Channel 16. 

EXAMPLE: 

“Station Brunswick, this is AUXAIR 3AB on 16. Over.” 

If there is any doubt that the watchstander understood the intended message, 

confirmation should be requested. 

6-15
Chapter 6 – Communication/Navigation 

6-16
Chapter 6 – Communication/Navigation 

Section F. Visual Communications 

Introduction Communication between an assisting Auxiliary aircraft and surface units is 

necessary if the aircraft giving assistance is to be effective. The communication 

may be with the target vessel, an assisting surface vessel, or both. The 

communication may consist of simple aircraft and surface maneuvers, surface 

manual signals, radio, or a combination of techniques. Regardless of the methods

used, the aircraft will be of little value if some sort of workable communications 

between the surface vessel and the aircraft cannot be established. In the case of a 

surface vessel being assisted, the personnel onboard may have little or no 

knowledge of how to communicate with the aircraft. Therefore, considerable 

ingenuity and patience on the part of the flight crew may be necessary to establish a

degree of effective communication. 

F.1. Surface-toAir Signals 

Very often, only visual methods will be available for communications with vessels 

on the surface. This is particularly true during a patrol or search where the surface

vessel is attempting to pass the message that it needs assistance. Flight crews

should be alert to a variety of possible signals from the people on the surface to help 

in this identification, including: 

• Body signals where one of the crewmembers of the unit in need of assistance

faces in the direction of the aircraft and raises and lowers his arms or possibly

just waves wildly. (see Figure 6-2) 

• Use of a circle and square signal on a hoist, or a black square and black circle on 

a flag with an orange background. (see Figure 6-2) 

F.1.a. Body 

Movement Signals 

Body movement signals were developed for military use and are now widely

accepted in the civilian community. They are found in various aircraft and SAR

documents including the Airman’s Information Manual, the AOPA Handbook for 

Pilots, and the Search and Rescue (AUXSAR) Student Text. 

There are eleven such “standard” signals that can be made by a person aboard a

surface vessel (Figure 6-2). The signals are simple body position and movement

signals and are taught in various Auxiliary training courses. Most often, the signals 

will be used by an Auxiliary surface facility. However, members of the general

boating public may have received instructions in their use or may have a document

available, which describes the signals and explains their use. 

6-17
Chapter 6 – Communication/Navigation 

Affirmative (Yes) Negative (No) All OK – do not wait Pick us up – plane 

abandoned 

Need mechanical help or 

parts 

– long delay 

Need medical assistance – urgent 

(Lie prone) 

Can proceed shortly – 

wait if practical 

Our receiver is 

operating 

Do not attempt to land 

here 

Land here 

(Point in direction of 

landing) 

Use drop message 

Figure 6-2 

Body Movement Signals 

6-18
Chapter 6 – Communication/Navigation 

F.1.b. Signal

Flags 

Signal flags are another effective method of signaling to an assisting aircraft. (see 

Figure 6-3) 

Circle and Square Signal on a Hoist Black Square and Black Circle on Orange 

Background 

Figure 6-3 

Signal Flags 

F.2. Signal Fires 

or Smoke 

Signal fires or smoke coming from a surface vessel may be from burning oil or oily 

rags in a can and can be detected from a considerable distance. (see Figure 6-4) 

Smoke Flames

Figure 6-4 

Signal Fires or Smoke 

6-19
Chapter 6 – Communication/Navigation 

F.3. Pyrotechnic 

Signals 

Pyrotechnics include flares and meteors from the surface as well as smoke. (see

Figure 6-5) Pyrotechnic signals are used as both day and night visual aids along

with handheld or floating smoke signals, used in daytime. These emit a large 

volume of bright orange smoke that remains visible for several minutes. Under high

wind conditions, the smoke will dissipate rapidly making the signal less effective. 

Handheld flares, although better at night, may also be used as daytime signals.

Coast Guard- or SOLAS-approved marine-type flares are much brighter than the old

fuse type and are therefore much more visible from an aircraft. 

Parachute Red Flare Red Star Shells 

Figure 6-5 

Pyrotechnics

F.4. Dye 

Markers 

Dye markers appear on the water and may be any color. (see Figure 6-6) 

Figure 6-6 

Dye Marker (any color) 

6-20
Chapter 6 – Communication/Navigation 

F.5. Air-toSurface Signals 

Another need for visual communication may arise when the aircraft has the need to 

direct a surface vessel. This may occur when the aircraft is attempting to guide a 

surface vessel away from danger or towards another vessel to assist. The Coast

Guard and the Coast Guard Auxiliary have been providing copies of Coast Guard

Form CG-3488 to boat operators for many years. Thus, Auxiliarists can be 

expected to understand the maneuvers, and many members of the boating public 

will recognize them. In any event, they will probably be understood even if the

surface vessel crew has not been exposed to this form although repetition may be 

necessary. (see Appendix A) 

F.5.a. Assistance 

Request Initiation 

To initiate a request for assistance, the surface vessel is circled at least once. 

Additional circling may be necessary to obtain the attention of the surface crew.

This can be verified when members of the surface crew are observed to be watching 

the maneuvers of the aircraft. 

After circling the vessel at least once, the aircraft is flown across (perpendicular to) 

the vessel’s projected course while opening and retarding the throttle, rocking the 

wings or cycling the propeller pitch. Next, the aircraft is flown outbound in the 

direction that the surface vessel is to take. If the surface vessel does not respond, 

the procedure should be repeated. 

F.5.b. Surface 

Vessel Declination 

The surface vessel should also be observed for signals indicating that it cannot or

will not accept the directions. Be alert for other signals such as a wave-off or the 

surface-to-air signal for “negative”. 

Another possible signal for a vessel to indicate “no” when underway might be to 

swing the bow of the vessel left and right in the manner of the aircraft maneuver of

“negative”. Obviously, if the surface vessel displays no reaction or response to 

repeated signal attempts, this should be accepted as tacit refusal of the directions, 

and other available means of obtaining the desired action should be pursued. 

F.5.c. Surface 

Vessel Acceptance 

When a surface vessel does accept the directions, it will often be signaled by

picking up the desired heading. As the aircraft will be traveling at a much higher

speed, it can circle back to the vessel periodically and pass close by while flying in 

the direction of the desired course. This technique can be used to verify the correct 

course is being followed and/or for indicating corrections in the course for the 

surface vessel. When the target seems to be in visual range of the assisting vessel,

the aircraft then circles the target to serve as reference to the surface vessel. This

same technique can be used to steer a vessel around an unseen hazard. The aircraft

should circle at waypoints until the vessel arrives, then indicate the new course. 

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Chapter 6 – Communication/Navigation 

F.5.d. Aircraft No 

Longer Requires 

Assistance 

If the conditions change during the operation freeing the vessel from danger, or 

other reasons develop such that the aircraft no longer desires the surface vessel to 

follow the course indicated, the aircraft should be flown close astern of the surface 

vessel at low altitude while changing the engine sound (by throttle or prop control)

or rocking the wings until the vessel indicates understanding of the cancellation. 

The aircraft is then free to break contact. 

F.6. Message 

Drops 

Message drops are used for communication with surface craft or persons in distress.

Aircraft must be certified in writing by the ASCO before deployment of any SAR 

device such as a drop message. Air crews so certified must practice regularly to 

maintain proficiency and accuracy in deploying message drops or any other SAR 

device. (see the Auxiliary Operations Policy Manual, COMDTINST M16798.3 

(series)) 

F.7. Aircraft 

Acknowledgement 

Signs 

The aircraft acknowledgment signals shown in Figure 6-7 are used to respond to 

the visual body signals. These signals are straightforward and simple in their

application. The signals used for “message received and understood,” 

“affirmative”, and “negative” should be performed smoothly and slowly. Care 

must be taken in making the signal for “negative” to avoid a skid at slow speed,

which could develop into a violent stall. The signal can be performed as a series of

shallow turns rather than “yawing” the aircraft, thereby avoiding the skid danger.

Affirmative Message Received and Understood 

Negative Message Received and Not Understood 

Figure 6-7 

Aircraft Acknowledgement Signals 

6-22
Chapter 6 – Communication/Navigation 

F.8. Ground

Emergency 

Signals . Caution should be exercised because the 

od, stones, or any material

contrasting with the background surface. They may also be marked out in snow or 

on the ground or in sand. Pilots receiving such signals should acknowledge them 

by rocking the wings of the aircraft. (see Figure 6-7) 

There are recognized emergency communication symbols designed to be used by

survivors ashore to impart information to aircraft. These are international symbols

and can be found in various publications

accepted symbols were reduced in l981 by international agreement from eighteen to

five. Some publications may still carry the out-of-date symbols. The new groundto-air symbols are shown in Figure 6-8. 

These signals may be made using fabric strips, wo

Requires Assistance No or Negative 

Requires Medical Assistance Yes or Affirmative 

Proceeding in this Direction 

Figure 6-8 

Ground Emergency Signals 

F.9. Auxiliary 

Surface-to-Air 

Recognition e hull markings. Auxiliary vessels, for the most part, 

resemble other private vessels. From the air, such identifying markings as ensigns,

the flashing amber and red “public service vessel” 

light may be of some help. 

Positive identification of an Auxiliary vessel may be important when providing 

directions to a disabled vessel or distress location. Coast Guard vessels are easily

identified by their distinctiv

patrol boards names, and numbers may provide some help, although they may not 

be easily seen from above. The uniforms and PFDs worn by the Auxiliarists may 

be helpful for identification and

F.9.a. Circular 

Wake 

If radio communications have been established, vessel identification can be

confirmed by having the Auxiliary vessel turn in a tight circle. The circular wake is

readily identified from the air. 

6-23
Chapter 6 – Communication/Navigation 

F.9.b. Surface-toAir Recognition 

Banner 

Auxiliary vessels are encouraged to display a special Surface-to-Air Recognition 

Banner. (see Figure 6-9) This banner consists of a black capital “A” in block 

lettering on an International Orange background. The banner is normally displayed

on the deck or top of the pilothouse with the base of the “A” facing the stern. The

sign is approximately a 36-inch square. This banner is used to identify Auxiliary 

vessels on patrol from the air. (see Auxiliary Operations Policy Manual, 

COMDTINST M16798.3 (series), Chapter 3, Section E) 

Figure 6-9 

Surface-to-Air Recognition Banner 

6-24
Chapter 6 – Communication/Navigation 

Section G. Navigation Equipment 

Introduction All aviation-qualified Auxiliarists are trained to understand, operate, and interpret

the navigation equipment discussed in this section. 

G.1. VOR 

Receiver 

VHF VOR navigation receivers operate in the frequency range of 108.000 MHz to 

117.950 MHz and receive signals from ground VOR stations. These signals provide 

azimuth information to the aircraft. This information is displayed as the magnetic 

bearing either to or from the VOR station. The term used to describe the azimuth

information is the “radial” from the station. For practical purposes, this is the

magnetic bearing from the station. If the aircraft were on the 140 radial of the 

Harvey VOR, the magnetic bearing from the Harvey VOR to the aircraft would be 

140 degrees. If the aircraft were to fly directly to the station, it would fly a 320-

degree heading (the reciprocal of 140 degrees). 

G.1.a. VOR 

Audio 

Transmission 

VORs are equipped to transmit some form of audio signal (Morse code or recorded

voice) that is used to verify the identity of the station. 

G.1.b. VOR 

Nautical Mile 

Calculation 

VOR/TACAN (VORTAC) or VOR/DME stations have the additional ability to 

provide signals that may be used to compute the distance in nautical miles between

the aircraft and the station. The VOR, VORTAC, and VOR/DME signals are line of 

sight. The computers within the typical navigation receivers and DME will display 

range and bearing to/from the station and, in the case of a VORTAC or VOR/DME, 

will display the range, ground speed, and time to the transmitting station, if a direct 

path is flown.

G.1.c VOR Voice 

Transmission 

Some navigation/communication transceivers have controls which cut out the

reception of voice transmissions from the VOR/VORTACs. Ensure the controls are

set to receive the voice information when listening on navigation frequencies. 

G.2. Automatic 

Direction Finder 

The automatic direction finder (ADF) receiver may be tuned to frequencies from

200 to 415 kHz for low frequency radio beacons and from 535 to 1605 kHz to cover 

the standard AM broadcast band. When tuned to a station, the needle of the

indicator will point toward the transmitting station, which also transmits a threeletter identification code, except during voice transmissions. The course may be 

displayed either as a bearing relative to the heading of the aircraft or as a magnetic

bearing from the aircraft to the station. These beacons are subject to errors caused 

by various kinds of disturbances, such as lightening storms. 

6-25
Chapter 6 – Communication/Navigation 

G.3. Long-Range 

Aid to Navigation 

LORAN receiver uses a network of land-based radio transmitters. Before it can 

provide accurate navigational information, it must acquire signals from three or 

more stations. Most LORAN computers will display the aircraft’s position in 

latitude/longitude coordinates that the flight crew must be able to understand. Many

LORAN units have the capability to store a number of positions as waypoints and

may display range and bearing, ground speed, cross-track error, and other

information relative to these waypoints and to the aircraft’s position. LORAN does 

not depend on line of sight signals. Special aviation LORAN units may contain

databases that permit recall of information about airports and other navigation 

waypoints. 

G.4. Global 

Positioning 

System 

GPS depends on information received from satellites. The GPS computer displays

the aircraft’s position in latitude/longitude, and may also provide altitude

information. The information available to the pilot is much the same as that given

by LORAN, including ground speed, cross-track error, and relative positioning to 

various waypoints. The GPS units may also contain databases providing 

information about airports and navigational aids, and permitting flights to be 

planned and flown directly between data points. Some of the GPS units are 

equipped with “moving maps” which constantly update and show the position of the

aircraft. (see paragraph G.5.b of this chapter for proper GPS display)

G.5. Use of 

Navigation

Equipment for 

SAR 

The following information applies when using the VOR system or LORAN/GPS

navigation equipment for SAR missions: 

G.5.a. VOR 

System

The VOR system is basically line of sight which increases the aircraft’s effective 

range with altitude. The effective range for the VOR portion (azimuth) is greater

than that for the DME (range). Either lines of position (radials) from two VOR 

stations or one line of position and distance from a VORTAC or VOR/DME station 

may determine a position fix. This information is then plotted on an aeronautical 

chart and converted to latitude/longitude, if required. 

G.5.b. 

LORAN/GPS

A position determined by a LORAN or GPS navigation computer is normally 

displayed in latitude and longitude and may be passed directly to a vessel or shore

station with no correction, adjustment, or other processing necessary. It is necessary

to ensure that the characteristics of the unit and display properties are properly set or 

understood, so that it is clear whether the unit is displaying nautical or statute miles, 

and whether the bearings are magnetic or true. When flying over a significant

target, the position may be entered as a waypoint. Recalling this waypoint will 

display the position and the LORAN or GPS will provide navigation directions 

relative to that position. Returning to the position, vectoring a surface craft to the 

position, or orienting a search about the position becomes an exercise in reading and 

interpreting the display.

6-26
Auxiliary Aviation Training Manual 

Chapter 7 

Flight Environment 

Introduction The environment for Auxiliary flight encompasses both flights over land and water.

Flights over water are often performed at altitudes and distances that are out of

gliding distance of shore. In addition, the offshore environment presents some

hazards to flight which must be taken into account by the crew and PIC. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Flight Operations 7-3

B Flight Procedures 7-5

C Missions 7-7

7-1
Auxiliary Aviation Training Manual 

7-2
Chapter 7 – Flight Environment

Section A. Flight Operations 

Introduction This section describes flight operations and the general requirements for carrying 

Coast Guard operational orders. 

A.1. All Flight 

Operations 

Whenever an Auxiliary facility is operated under orders, certain Coast Guard 

regulations establishing authorized missions and operational limitations apply to the

PIC and crew as described in the Auxiliary Operations Policy Manual, 

COMDTINST M16798.3 (series). 

A.1.a. Auxiliary

Pilots 

Though Auxiliary pilots are “deemed to be Coast Guard pilots” when operating

under Coast Guard orders, Auxiliary pilots conduct all flights under applicable 

FAR, local air traffic rules, and applicable Coast Guard and Auxiliary publications. 

A.1.b. First Pilots 

or Aircraft 

Commanders

First pilots or aircraft commanders may act as PIC for SAR, communications relay,

and special missions as described in the Auxiliary Operations Policy Manual, 

COMDTINST M16798.3 (series), Annex 2. 

A.1.c. Auxiliary

Patrol Missions 

Regular Auxiliary patrols are normally conducted in daylight and during visual

meteorological conditions (VMC). Auxiliary patrols for PWCS, ATON, marine 

environmental protection (MEP), enforcement of laws and treaties (ELT), ice 

operations, and chart updating missions are conducted only in daylight and only

when the weather on-scene is forecast to be VMC. 

A.2. Offshore 

Operations 

Offshore operations occur when an aircraft is operated beyond gliding distance from

shore. For this purpose, shore is defined as “land that is suitable for an emergency 

landing with a reasonable expectation of landing without injury to persons onboard 

the aircraft.” (see the Auxiliary Operations Policy Manual, COMDTINST 

M16798.3 (series), Annex 1)

When operating missions offshore, the flight crew may experience conditions not 

normally encountered in personal flying. Maritime safety missions, including SAR 

prosecution, are typically flown at a lower altitude than would normally be chosen 

for an over-water route. Offshore weather may be quite different from inshore or

even shoreline airports. It is not unusual for haze conditions offshore to blend with 

reduced visual cues created by calm water and contribute to a lack of spatial 

awareness. Due to these circumstances, certain procedures have been mandated for 

all offshore operations in Auxiliary aircraft operating under orders, and it is 

recommended that at least one pilot aboard be instrument-rated when operating out 

of sight of land. 

A.2.a. Aircraft on 

Auxiliary 

Missions 

During offshore flight on Auxiliary aircraft under Coast Guard orders, both the 

aircraft and its occupants are provided with the following protective equipment: 

• PFDs 

• Rafts 

• Anti-exposure suits 

7-3
Chapter 7 – Flight Environment

A.2.b. Range

Offshore 

Single-engine Auxiliary aircraft maintain operations within 25 nautical miles of

shore. When working with a surface facility, helicopter, or other asset with

recovery capabilities, the shore is considered to extend to the location of the 

recovery asset. However, communications guard must be maintained with that asset

for this exemption to apply, and in no case may a single-engine aircraft exceed 50 

nautical miles from shore. Multi-engine Auxiliary aircraft normally do not proceed

beyond 50 nautical miles from shore and must be meticulous about maintaining

guard and regular position reports when operating over water and out of sight of

land. 

A.3. Night 

Operations 

Any Auxiliary operational flight that includes flight at night or in IMC is required to

have two pilots who hold current FAA instrument ratings. 

Operational flights are defined as those that directly support Coast Guard

operational missions or training for such missions. Each pilot’s instrument time and 

experience should be considered when assigning missions. Night is defined (by the 

FAA) as the period after civil twilight following sunset, and prior to civil twilight

preceding sunrise. 

A.4. Instrument 

Meteorological 

Conditions 

IMC is defined by FAA regulations and occurs whenever the flight conditions are 

less than that required for VMC. VMC minima vary with the type of airspace in 

which the aircraft is flying. In all cases, however, VMC will require clearance from 

clouds and reasonable flight visibility. 

A.5. Second or 

Safety Pilot 

Under flight at night or in IMC, the second pilot is the safety pilot, who holds a 

current FAA instrument rating. The safety pilot may be: 

• An Auxiliary pilot, current in category. 

• A Civil Air Patrol pilot, current in category.

• An active duty Coast Guard pilot, in the same category of aircraft, with either a 

Coast Guard or FAA instrument rating in the category. 

7-4
Chapter 7 – Flight Environment

Section B. Flight Procedures 

Introduction Flight procedures are those relating to the movement of Auxiliary facilities and the 

operation of these aircraft while under orders. Coast Guard orders from an

appropriate Coast Guard command are issued before any mission involving an 

Auxiliary facility. Once these orders have been received and the mission embarked 

upon, aircraft facilities are deemed to be Coast Guard aircraft and public vessels of

the United States in accordance with the Auxiliary Operations Policy Manual, 

COMDTINST M16798.3 (series). 

B.1. Pilot-inCommand 

The PIC of an Auxiliary facility is a Coast Guard Auxiliary aviator appropriately 

qualified. The PIC is the sole and final authority for the flight, responsible for 

ensuring the safe and orderly conduct of the flight. This includes evaluating crew

capabilities, obtaining proper orders, maintaining fatigue standards, and expediting 

mission requirements. The PIC is responsible for ensuring that the crew and any 

passengers are properly briefed for the mission in accordance with the Auxiliary 

Operations Policy Manual, COMDTINST M16798.3 (series), Annex 1. 

B.2. Safety 

Requirements 

The following safety requirements are addressed below: 

• Wearing lap belts and shoulder harnesses 

• Alcoholic beverage consumption 

• Fuel reserves

• Flight crew member fatigue 

B.2.a. Lap Belts 

and Shoulder 

Harnesses 

All crew members wear lap belts and shoulder harnesses in accordance with the 

Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series), Annex 1, 

Section C. 

B.2.b. Alcoholic 

Beverages 

Crewmembers do not consume alcoholic beverages within 8 hours of conducting

flight operations, including mission planning, or within 12 hours of consuming 3 or

more alcoholic beverages. 

B.2.c. Fuel 

Reserves 

Auxiliary aircraft under orders follow the minimum fuel reserve requirements found

in the FAR; however, additional fuel reserve is encouraged whenever possible. 

B.2.d Flight Crew 

Fatigue 

Flight crew members comply with flight crew fatigue standards. These standards

apply to all persons aboard on a mission and to the performance of any task 

connected to the mission, even on the ground. A mission begins when the 

crewmember reports for the mission and ends when the mission, including postflight, is complete. It is the responsibility of each flight crew member to keep track

of their flight and mission time, and to advise the PIC and unit commander when 

they are approaching the limits of crew time. The standards are given in Table 7-1. 

7-5
Chapter 7 – Flight Environment

Table 7-1 

Flight Crew Member Fatigue Standards 

Mission Fatigue Standards 

Individual Flight 

Time (hrs) 

Crew Mission

Time (hrs) 

Rotary-Wing – Single-Pilot 6 12 

Rotary-Wing – Multi-Pilot 8 12 

Fixed-Wing – Any Number Pilots 8 12 

Maximum hours of flight crew use per 24-hour period. A new 24-hour period

begins any time a crewmember has completed 10 hours of rest. 

B.3. Minimum 

Crew 

Unit commanders establish the minimum crew requirements for each mission based

on the mission requirements and the type or details of the operational facility. The 

minimum crew for Auxiliary aircraft under normal operating conditions is the pilot 

plus one observer. The observer may be another pilot, air crew member, qualified 

observer, observer trainee, or member of the Coast Guard. When flying logistics

missions under VMC, only the pilot is required. 

B.4. Passengers Guests are not permitted aboard Auxiliary aircraft under orders unless authorized by 

the OIA prior to the mission. The names of all crew, including trainees and 

passengers, should be communicated to the operational command prior to departure. 

B.5. Flight 

Clothing 

Auxiliary flight crew aboard a facility should wear identical uniforms. The 

following uniforms are approved while under orders in accordance with the 

Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series): 

• An Auxiliary flight suit, fire-retardant, with appropriate insignia 

• Anti-exposure coveralls, as approved by a unit commander for flight use 

• Any authorized Auxiliary uniform

B.6. 

Communications 

On a patrol, two-way communications are maintained with a Coast Guard or other

appropriate unit. These include Auxiliary units, or federal, state, or local 

government units. This communication includes position reporting on all ordered

missions at specified intervals. (see Chapter 6) 

B.7. Flight Plans Flight plans are filed for all patrols, whether VFR or instrument flight rules (IFR).

These are normally filed with an FAA FSS, using the standard FAA Form 7233-1. 

(see Appendix A) When flying from a military field, including Coast Guard air

stations, a Military Flight Plan Form (DD-175) may be required. (see Appendix A) 

As an alternative to filing with the FSS, Air Station COs may accept local area VFR 

flight plans from Auxiliary aviators provided that the flight starts from and returns 

to the same airport where the flight began. 

7-6
Chapter 7 – Flight Environment

Section C. Missions 

Introduction The Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series), 

establishes the authorized missions and operational limitations for co-pilots, first

pilots, and aircraft commanders. First pilots and aircraft commanders may act as 

PIC for SAR missions in Auxiliary aircraft. 

C.1. Flight Rules Auxiliary pilots conduct all flights under applicable FARs and local air traffic rules. 

C.2. Special 

Missions 

Special missions are defined as non-routine or unscheduled missions that fall 

outside the normal profile of: 

• Logistics 

• Training missions 

• Standard patrols, for example: 

Marine Environmental Protection 

 Ice operations 

 PWCS 

• And/or have a higher than normal level of risk 

These special missions, which include SAR response, communications relay, or 

other special missions at night and/or in IMC, have special requirements. Only first

pilots and aircraft commanders fly as PIC for these missions. Night flight or IMC

flight imposes other obligations, such as a requirement for two instrument-rated 

pilots. 

The minimum altitude for these operations is 1,000 feet AGL over water or other 

unobstructed areas. In other areas, the minimum altitude is 1,000 feet above the 

highest obstacle. In IMC, the minimum altitude is the minimum vectoring altitude 

or Minimum Enroute Altitude (MEA) as applicable to the operational area. 

C.3. Unit 

Commander

Authority 

The unit commander may authorize night and/or IMC training, logistics, or 

passenger transport missions subject to the limitations established in this manual.

C.4. Aviation 

Risk 

Management 

Prior to all AUXAIR missions, the AUXAIR Risk Assessment Matrix should be 

completed by the PIC together with the crew. The Risk Assessment Matrix should 

be revaluated in flight as conditions change. (see paragraph D.3 of Chapter 3) 

C.5. Patrol Log 

Maintenance 

In order to ensure that supporting documentation for all AUXAIR missions exists, it 

is necessary for a patrol log to be maintained. For each flight, the PIC will normally

designate a crew member to maintain a log with key data that records all mission 

actions. (see paragraph B.12.a of Chapter 1) 

7-7
Chapter 7 – Flight Environment

7-8
Auxiliary Aviation Training Manual 

Chapter 8 

Flight Safety

Introduction Safety in Auxiliary air operations requires continuous command emphasis on 

accident prevention programs. Aircraft performance abilities and human

limitations, along with the many variables and hazards inherent in flight operations,

tend to complicate the task of managing aviation resources effectively. If hazards 

are not recognized and eliminated or adequately provided for, accident potential can 

be higher and the operational effectiveness of the air program can be inhibited. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Safety Awareness 8-3

B Human Factors Affecting Flight Crew Safety 8-5 

C NASA Aviation Safety Reporting System 8-7 

D FAA Exemption – Flight Below 500 Feet 8-9 

8-1
Auxiliary Aviation Training Manual 

8-2
Chapter 8 – Flight Safety 

Section A. Safety Awareness 

Introduction There are a number of factors that affect the safety of flight operations. This section 

provides an overview of safety awareness for all AUXAIR crewmembers. 

A.1. Fitness of 

Crew 

Certain adverse physiological or psychological factors can be responsible for

causing accidents, both in the air and on the ground. These adverse factors include: 

fatigue; improper diet; poor physical condition; improper or excessive use of 

tobacco, alcohol or drugs; minor illness; and mental or emotional stresses.

Although such factors cannot be completely eliminated, it is important that the 

existence of any of these factors is recognized and that appropriate action is taken to 

minimize the effects. 

Training and equipment can only be effective if flying personnel are fit to fly.

Inadequate nourishment, lack of sleep, excesses which lower efficiency, inattention 

to minor illnesses, distraction, and preoccupation are incompatible with flight 

safety. Abuse of the body in any form should be equated to improper maintenance 

of an aircraft. A professional approach by Auxiliary pilots to flying requires a 

thorough knowledge of one’s limitations, idiosyncrasies, and physical and mental 

condition. Consult the Operational Risk Management, COMDTINST 3500.3 

(series), for additional factors in employing operational risk management (ORM) 

techniques. 

A.2. District

Flight Safety 

Officer 

Each District appoints a DFSO whose duties include detecting trends and analyzing

aviation problems. This, combined with an aggressive program of making safety

information available, can provide our AUXAIR community with up-to-date 

information on current practices and procedures. The Aviation Division National 

Staff has a Branch Chief for Aviation Safety who is also charged with providing

guidance and safety information. 

Aviation safety is our first priority – without safety we cannot perform our 

mission. 

A.3. Rules of 

Risk 

Management 

Detailed information on ORM can be found in other documents such as the 

Operational Risk Management, COMDTINST 3500.3 (series). Condensed rules of 

risk management are as follows: 

• Integrate risk management into mission planning. 

• Accept no unnecessary risk. 

• Make decisions at the appropriate level. 

• Accept risks only if benefits outweigh potential cost. 

8-3
Chapter 8 – Flight Safety 

A.4. Potential 

Hazards 

The following are potential hazards that may prevent mission success: 

• Environment: 

 Weather 

Visibility

Water or land environment 

• Crew: 

 Experience 

Level of training 

Physical condition

 Mental condition 

• Resource capabilities: 

Number of engines (platform type vs. mission) 

 IFR/VFR equipment 

• Training 

• Mission complexity

• Other 

A.5. Human 

Error 

A 1993 study determined that 60-65% of mishaps occurred due to human error. 

Approximately 90% of the human errors were due to: 

• Poor judgment (67%) 

• Inattentiveness (16+%) 

• Ineffective supervision (5+%) 

A.6. Risk vs. 

Gain 

The following list details what may be gained from different level risk situations: 

• High Risk: 

If you do not act, the results will be catastrophic. 

Possibility of saving life. 

Probability of alleviating pain or suffering. 

• Medium Risk: 

If you do not act, the results will be significant. 

Possibility of alleviating pain or suffering. 

Probability of saving property. 

• Low Risk: 

If you do not act, the outcome will have minimal consequences. 

8-4
Chapter 8 – Flight Safety 

Section B. Human Factors Affecting Flight Crew Safety

Introduction This section describes specific human factors affecting flight crew safety and ways

to prevent safety related problems. 

B.1. Clothing

Considerations 

The following clothing considerations are strongly recommended for Auxiliary 

flight personnel. 

B.1.a. Uniform/ 

Flight Suit 

Flight crew safety must always be the first consideration in any Coast Guard 

ordered flight. With this thought in mind, the NOMEX fire-resistant flight suit and

gloves are the uniform of first preference and provide the greatest degree of 

protection. It is the only uniform authorized for active duty aviators and every 

effort should be made by Auxiliary flight personnel to acquire the Auxiliary flight

suit. Passengers may fly in their appropriate duty uniform. For more on uniform 

requirements, see the Auxiliary Manual, COMDTINST M16790.1 (series) and the

Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series). 

B.1.b. 

Undergarment

It is strongly recommended that all undergarments be 100% cotton because of the 

tendency for synthetics to melt to the body during a fire. 

B.1.c. Footwear Wearing leather boots (pull-on or lace-up, 8-inch) and cotton socks by the flight

crew is also strongly recommended. Low quarters, tennis shoes, fabric shoes, and

fabric boots tend to absorb fuel or allow fuel to enter the top of the shoe and may 

leave the aviator wearing fuel-soaked footwear in an accident. 

B.2. Medication 

Effects 

According to the FAA Airman’s Information Manual (8-1-1,c), pilot performance 

can be seriously degraded by prescribed and over-the-counter medications, and the 

medical condition for which they are taken. Many medications such as 

tranquilizers, sedatives, strong pain relievers, and cough-suppressant preparations 

have primary effects that may impair judgment, memory, alertness, coordination, 

vision, and the ability to do calculations. Others, such as antihistamines, blood 

pressure medications, muscle relaxants, and agents to control diarrhea and motion 

sickness, have side effects that may impair the same critical functions. Any 

medication that depresses the nervous system, such as a sedative, tranquilizer, or

antihistamine, can make a pilot, flight crew, or observer much more susceptible to 

hypoxia. 

The FARs prohibit pilots from performing any duties as PF or PNF while using any

medication that affects their faculties in any way contrary to safety. The safest rule 

is not to fly as a pilot, air crew, or observer while taking any medication, unless 

approved to do so by the FAA. 

8-5
Chapter 8 – Flight Safety 

B.3. Alcohol 

Impairment 

Alcohol is a well-recognized central nervous system depressant. Even small

amounts of alcohol in the blood can impair judgment, reflexes, and muscular 

control. The level of alcohol in the body varies with the frequency and amount of 

alcohol intake, the length of time following cessation of drinking, and an

individual’s body weight. A zero alcohol level is essential for all aviation personnel 

to meet the rigorous demands of flight operations. Detectable blood alcohol or

symptomatic hangovers are causes for grounding of flight crew personnel. 

Aviation personnel are restricted from aerial flight for 12 hours after last alcohol use 

and must have no residual effects. This includes the use of “low” and “no” alcohol 

beer. Residual effects include lightheadedness, headache, fatigue, nausea, and lack 

of alertness. 

NOTE

B.4. Blood or

Bone Marrow 

Donation 

Blood and/or bone marrow donation have potentially adverse effects on flight crew 

performance. (see the Auxiliary Operations Policy Manual, COMDTINST

M16798.3 (series) for policy guidance) 

B.5. Dehydration 

in Summer 

Months 

Very often Auxiliary crews are called on to fly long missions at low altitudes, 1000 

to 1500 feet AGL, during the summer months. Due to the possibility of dehydration 

during missions of this type, it is imperative that all crew members stay alert for the

first signs of dehydration. The PIC always has the authority to halt a mission when

it appears safety is becoming an issue and there should never be any hesitation to do 

so. 

Be sure to carry water for all crew members. Stops to allow crew members to rehydrate, cool-off, and rest are also a good idea. Symptoms of dehydration include: 

• Profound loss of fluids through sweat, vomiting, urine, or bowel movements. 

• Eyes that seem to sink into the eye sockets. 

• Dry mouth or sticky mucus membranes. 

• Loss of normal skin elasticity. 

• Decreased or absent urination. 

• Decreased tearing in eyes. 

This restriction applies to all flight crew members – not just the pilot.

8-6
Chapter 8 – Flight Safety 

Section C. NASA Aviation Safety Reporting System 

Introduction The National Aeronautics and Space Administration (NASA) aviation safety

reporting system (ASRS) was designed and is operated by NASA to ensure the 

confidentiality and anonymity of the reporter and all other parties in a reported

occurrence or incident. The FAA will not seek, and NASA will not release or make 

available to the FAA, information that might reveal the identity of any party

involved in an occurrence or incident reported under ASRS. 

C.1. Purpose This cooperative safety-reporting program invites pilots and other users of the

National Aviation System to report to NASA actual or potential discrepancies and 

deficiencies involving the safety of operations. The effectiveness of this program in

improving safety depends on the free, unrestricted flow of information from the 

users of the National Aviation System. Based on information from the program, the 

FAA will take corrective action as necessary to remedy defects or deficiencies in the 

National Aviation System. The reports may also provide data for improving the 

current system and planning for the future. 

A NASA ASRS advisory committee conducts periodic meetings to evaluate and

ensure the effectiveness of the reporting system. 

C.2. Reporting 

Procedures Form 

Reporting procedures are found in NASA ARC Form 277B (see Appendix A), which

is preaddressed and postage free, and is available at FAA offices. This form or a 

narrative report should be completed and mailed to: Aviation Safety Reporting

System, P.O. Box 189, Moffett Field, CA 94035-0189. 

C.3. NASA 

Responsibilities 

The NASA ASRS provides for the receipt, analysis, and sterilization of aviation 

safety reports. In addition, periodic reports of findings obtained through the 

reporting system are published and distributed to the public, aviation community,

and FAA. 

C.4. Use of 

Reports for 

Enforcement

Purposes 

Section 91.57 of the FARs (14 CFR 91.57) prohibits the use of any report submitted 

to NASA under the ASRS (or information derived there from) in any disciplinary

action, except information concerning criminal offenses or accidents. While

certificate action and fines are not allowed, letter of correction or warning can still

be issued. These will be removed from the pilot’s files in 2 years if no other 

violation occurs. 

C.5. Non-Field 

Report FAR 

Violation 

When a violation of the FAR comes to the attention of the FAA from a source other

than a field report filed with NASA under ASRS, appropriate action will be taken. 

8-7
Chapter 8 – Flight Safety 

C.6. FAA 

Enforcement

Policy 

It is the policy of the FAA Administrator to perform the responsibility under the

Federal Aviation Act for the enforcement of the Act and the FAR in a manner that

will best reduce or eliminate the possibility of, or recurrence of, aircraft accidents. 

The FAA enforcement procedures are set forth in Part 13 of the FAR (14 CFR Part

13) and FAA enforcement handbooks. 

In determining the type and extent of enforcement action to be taken in a particular 

case, the following factors are considered: 

• Nature of the violation. 

• Whether the violation was inadvertent or deliberate. 

• The certificate holder’s level of experience and responsibility.

• Attitude of the violator. 

• The hazard to safety of others which should have been foreseen. 

• Action taken by employer or other Government authority. 

• Length of time which has elapsed since violation. 

• The certificate holder’s use of the certificate. 

• The need for special deterrent action in a particular regulatory area, or segment 

of the aviation community. 

• Presence of any factors involving national interest, such as the use of aircraft for 

criminal purposes. 

C.7. Violations 

Without Civil 

Penalty or 

Certificate 

Suspension 

Filing a report with NASA concerning an incident or occurrence involving a 

violation of the Act or the FAR is considered by the FAA to be indicative of a 

constructive attitude. Such an attitude will tend to prevent future violations. 

Accordingly, though a violation may be found, neither a civil penalty nor certificate 

suspension will be imposed if all of the following criteria are met: 

• The violation was inadvertent and not deliberate. 

• The violation did not involve a criminal offense, or accident, or action under 

Section 609 of the Act which discloses a lack of qualification or competency, 

which are wholly excluded from this policy.

• The person has not been found in any prior FAA enforcement action to have 

committed a violation of the Federal Aviation Act, or any regulation 

promulgated under that Act for a period of 5 years prior to the date of the 

occurrence. 

• The person proves that, within 10 days after the violation, he or she completed 

and delivered or mailed a written report of the incident or occurrence to NASA 

under ASRS. When filing a NASA form, the crew members should send a 

return receipt to protect themselves and have a record of filing within 10 days of 

a potential violation. 

8-8
Chapter 8 – Flight Safety 

Section D. FAA Exemption – Flight Below 500 Feet 

Introduction This section describes the FAR exemption that allows Coast Guard flight crews to

fly below 500 feet, or closer than 500 feet to a vessel, person, or structure during

SAR. 

D.1. Flight Below 

500 Feet 

Exemption 

Appendix C of the Auxiliary Operations Policy Manual, COMDTINST M16798.3

(series), describes the exemption from the FAR, specifically CFR Part 14, FAR

91.119. The Coast Guard renews this exemption with the FAA every two years. In

essence, this partial exemption from the regulation specifically regards flights below

500 feet for the “saving of lives”. The exemption reads, in part: 

“Minimum Safe Altitudes: To assist with SAR efforts, descent below 500 feet

AGL/AWL may be necessary to better identify objects during search missions. We

are confident that an acceptable margin of safety can be maintained over open water

at altitudes below 500 feet and less than 500 feet of lateral separation without

hazard to persons or property. This exemption will allow Coast Guard Auxiliary 

aircraft to better prosecute their assigned Coast Guard missions in the same fashion 

as Coast Guard aircraft. 

VFR Cruising Altitude: In order to track commercial vessels via Automatic

Identification System (AIS) as well as serve as training targets for active duty Coast 

Guard air intercept aircraft, operation at other than the appropriate VFR cruising 

altitudes is necessary.” Such action should be coordinated with ATC when

possible. 

D.2. Low-Level 

Flight 

Restrictions

It is specifically noted in the Auxiliary Operations Policy Manual, COMDTINST

M16798.3 (series) that this exemption is not intended to be blanket authority for 

low-level flight on SAR cases, but to enable better search capability. The 

exemption applies to certified Auxiliary pilots at the aircraft commander and first

pilot levels only. 

Pilots and crews should also be aware that this exemption applies solely to SAR 

missions, and does not authorize low-level flight, or close clearance to vessels,

persons or structures for any other mission or purpose. 

D.3. Low-Level 

Flight 

As this low-level flight regime is inherently dangerous, it is implicit that Auxiliary 

pilots should not operate in this flight regime unless qualified and current, and then

only under orders for an actual SAR mission. To do otherwise is not only 

dangerous, but may expose the Auxiliary pilot to FAA certificate action. Auxiliary 

pilots therefore are not authorized to fly below 500 feet AGL for any purpose other 

than takeoff and landing unless it is to aid people in distress or to save or protect 

property.

8-9
Chapter 8 – Flight Safety 

D.4. Minimizing 

Annoyance and 

Property 

Endangerment 

Coast Guard Auxiliary aircraft should minimize the annoyance to persons and 

activities on the ground by exercising enough caution to ensure that no person on 

the ground could reasonably believe that life or property is in danger. Pilots plan 

flights to avoid over-flight of wildlife areas, except at altitudes above those shown 

as minimum on aeronautical charts. 

8-10
Auxiliary Aviation Training Manual 

Chapter 9 

Emergency Landings and Survival 

Introduction This chapter describes the requirements and training for Auxiliary flight crew when 

conducting offshore operations, emergency landings, and survival at sea and on

land. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Offshore Operations 9-3

B Beach Landings 9-5

C Ditching 9-7

D Survival At Sea 9-11 

E Survival on Land 9-15 

F Survival Training 9-17

9-1
Auxiliary Aviation Training Manual 

9-2
Chapter 9 – Emergency Landings and Survival 

Section A. Offshore Operations 

Introduction Auxiliary flight rules authorize operations to 25 nautical miles from shore for 

single-engine aircraft. Therefore, it is an accepted risk that under some conditions

search and operational altitudes will result in Auxiliary aircraft operating beyond 

gliding distance from land. 

A.1. Special 

Requirements 

Offshore operations may be part of any mission. Offshore operations are defined in

the Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series), as 

operations out of gliding distance of shore. Shore is defined as land that is suitable 

for an emergency landing with reasonable expectation of landing without injury to

persons onboard the aircraft. 

The following are special requirements to be met before any offshore operation is 

conducted or contemplated. (see Auxiliary Operations Policy Manual, 

COMDTINST M16798.3 (series)) 

• The pilot must be a first pilot or aircraft commander. 

• All crewmembers must be current in Egress Training and Water Survival 

training. 

• Appropriate PPE must be worn or carried. 

• The aircraft must be equipped with specific rescue and survival equipment, such 

as rafts, signaling, and first-aid gear. 

• Offshore missions are flown only in daytime and under VMC. 

A.2. Survival 

Equipment 

Crews flying offshore are equipped with certain survival equipment. This 

equipment and its carriage or wear is subject to the requirements of the Auxiliary 

Operations Policy Manual, COMDTINST M16798.3 (series), and District policy.

Some of the equipment is personal protective gear, and some, such as life rafts, are

part of the aircraft complement. Landing, egress, and survival briefings are a part of 

each flight over water. 

9-3
Chapter 9 – Emergency Landings and Survival

9-4
Chapter 9 – Emergency Landings and Survival 

Section B. Beach Landings 

Introduction This section describes general considerations and procedures for beach landings. 

B.1. 

Considerations 

Beach landings should only be attempted as an emergency measure. The fact that

the aircraft can make it to the beach in itself may not prevent consideration of a 

water ditching. The beach may be crowded with bathers or rock jetties and 

adequate landing space may not be available. 

B.2. Landing 

Procedure 

If a beach landing must be made, select an area that is clear of debris and land on 

the area of sand nearest the water to take advantage of the firmness of the wet sand. 

Use a soft field landing technique and touch down lightly at minimum airspeed, but

avoid a stall. Keep the yoke back on touch down whether in tricycle or 

conventional gear aircraft. Keep in mind that if one wheel is on the hard pack and 

the other is in the surf (or on the soft sand), control may be lost and the aircraft may

flip. When landing with a retractable gear aircraft, it may be advisable to keep the

gear up. 

9-5
Chapter 9 – Emergency Landings and Survival

9-6
Chapter 9 – Emergency Landings and Survival 

Section C. Ditching 

Introduction This section describes procedures to follow when it becomes necessary to ditch the 

aircraft. 

C.1. Required 

Actions 

Flight crews should check their specific aircraft flight manuals for ditching

information on the specific make and model of aircraft they are operating. If it 

becomes necessary to ditch in the water, the following actions should be taken: 

• Broadcast distress information on appropriate frequencies. 

• If time permits, review ditching, brace positions, and evacuation procedures 

with the crew. 

• Secure or jettison any loose gear that could be hazardous on impact. 

• The inflatable raft must be readily accessible and, if possible, held securely by a 

crewmember.

• Secure the canopy or door(s) in the open position to prevent jamming upon 

impact. 

• If in a retractable gear aircraft, do not extend the landing gear. 

• Execute the ditching maneuvers in accordance with the aircraft flight manual. 

C.2. Landing in 

Seas Less Than 

One Foot 

If seas are less than one foot, with no visible white caps, approach into the wind. 

Use flaps as necessary to reduce landing speed. Make a soft field landing. Use

power, if available, to reduce landing speed and give greater control. Land at as 

slow a speed as possible, but DO NOT STALL. 

C.3. Landing in 

Seas Greater

Than One Foot 

If the seas are greater than one foot, approach cross-swell (parallel to the wave

crests of the major swell). Approach to take advantage of any head wind 

component while avoiding landing directly into the face of a swell. As the size of 

swells increases, the landing heading must increasingly parallel the swell, accepting 

crosswind components. (see Figure 9-1) 

Figure 9-1 

Ditching the Aircraft 

9-7
Chapter 9 – Emergency Landings and Survival

C.4. Egress 

Route at survivors

The egress route should be planned in advance. A common theme that runs through

all Coast Guard mishaps involving successful underwater egress is th

had an escape plan before the accident occurred. Regardless of seat location, 

always know where to go in an emergency, how to get there, and what the likely 

obstacles are. 

C.5. Maintaining 

Orientation 

Maintaining orientation within the aircraft is certainly the most important action that

can be taken after ditching. Next to panic, disorientation is the biggest problem in

accomplishing a successful egress. It should be remembered that by remaining 

strapped securely in the seat, orientation will be familiar although the aircraft may

be upside down in the water. What is normally to the right is still to the right, and

what is normally to the left is still to the left. Keep feet on the deck of the aircraft in 

order to remain oriented. Exit the aircraft promptly with survival gear. 

C.6. Exiting the 

Ditched Aircraft 

ere is a possibility that it will invert when it comes to rest in the 

ater. During impact, crewmembers may become disoriented and not realize that 

the aircraft has inverted. All crewmembers should be trained to assume that the 

aircraft is in an inverted position and that it will be dark, so they will not be able to 

oint) in order to remain oriented. As soon as practical, exit 

the aircraft using a hand-over-hand method, one hand always in contact with the 

aircraft. Take along the raft and survival gear. All personal survival gear should be

stowed in each crewmember’s inflatable vest so that it comes out of the aircraft with 

the crewmember. 

With all aircraft, th

w

see. Most people are at least slightly positively buoyant. This means that, even if 

the aircraft is inverted, positive buoyancy will keep crewmembers in their seats 

when restraints are released. It is vital that at least one hand is always holding on to 

the aircraft (a reference p

NOTE

C.7. Account for 

all Personnel 

The aircraft should not be expected to float. Move away from the aircraft. Fuel, oil, 

or other hazardous materials (HAZMAT) could be floating on the water after the 

ditching. If possible, crew members should move upwind of the aircraft to prevent 

exposure to HAZMAT. 

DO NOT inflate the life vest (PFD) until clear of the aircraft. 

9-8
Chapter 9 – Emergency Landings and Survival 

C.8. Outside of 

Ditched Aircraft 

Keep calm; remember that a person will usually float. Since most people are at

least slightly buoyant, they will float even higher in the relatively dense salt water of 

the sea than in fresh water. After swimming well clear of the aircraft, the PFD 

should be inflated. Pull the lanyard to inflate the life vest, but if the inflation system

does not work, remember to use the manual oral inflation tubes of the life vest.

When wearing an inflated life vest, it is easier to swim on your back. If also

wearing exposure suits, their natural buoyancy will help to keep the survivors afloat 

until they inflate their vests. Once this stage has been reached, efforts should be 

made to find the life raft and get aboard. Do not remove shoes or clothing.

Survivors should restrict their energy output to necessary tasks and restrict 

swimming to reaching the raft. A member of the crew should have taken the 

precaution of fastening the raft to their life vest by a lanyard before exiting the

aircraft to prevent its loss in a stiff breeze. 

9-9
Chapter 9 – Emergency Landings and Survival

9-10
Chapter 9 – Emergency Landings and Survival 

Section D. Survival At Sea 

Introduction Specific personal and aircraft equipment are provided on Auxiliary flights for 

assistance in survival. It is important to learn, understand, and follow proper

procedures for survival at sea. 

D.1. Life 

Preservers 

Pneumatic life preservers are safe, comfortable, easy to wear, and do not require

inflation for fitting and adjusting. They are designed to provide sufficient buoyancy 

to support downed flight crew after they bail out or ditch into the water. These 

preservers are rapid inflation style with an auxiliary oral inflation device.

Accessory survival items may or may not be attached, depending upon the type of 

preserver. If not attached, survival items should be carried in the pockets of the

flight suits or in survival vests. All survival equipment should be attached to

personnel or the raft with a lanyard. 

It is imperative that all crewmembers be familiar with the donning, fitting, care, and 

operation of the preserver that is used in the aircraft. Once aboard a raft, the

preserver should be kept inflated in case the raft capsizes or is deflated. 

D.2. Life Raft A carbon dioxide cylinder inflates the raft when the lanyard is pulled. There is a 

valve for oral inflation that closes automatically by spring pressure when it is not 

held open. Handles or straps are provided as aids for boarding the raft. 

D.2.a. Boarding a 

Life Raft 

The best way to board a life raft is to grasp the boarding strap, and kick the feet 

vigorously while pulling elbows and life preserver over the raft tube, then grasp the

boarding strap on the other side and roll into the raft. For the one-person raft, it is 

better to board over the small end than the side to lessen the possibility of the raft 

capsizing. Thrust your body over the small end of the raft face down, and then roll 

over to a face-up position. Extreme care should be taken by personnel boarding the 

raft to ensure that no sharp objects puncture the fabric of the life raft. A sea anchor

is attached to the raft by a line. Deploy the sea anchor to stabilize the raft and to 

minimize your drift from the location of the ditching. 

D.2.b. Life Raft 

Survival 

Equipment 

The life raft normally available to Auxiliary flight crews typically contains little 

survival equipment and no water or rations. During the annual training sessions, the 

raft should be inflated and the crews should be made aware of what equipment is 

included and how to use it. It is essential that all of the signaling and survival 

equipment be attached to either each crewmember or the raft. Be constantly alert to 

the danger of puncturing the raft with sharp objects. 

D.2.c. Multiple 

Rafts 

If multiple rafts are used, they should be tied together. This creates a larger target 

that is more likely to be spotted by searching units. 

D.3. Signaling Signaling devices that are either carried on the person or in the life raft may be the 

only equipment that can be used to effect a quick rescue. All personnel should be

trained in their use. 

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Chapter 9 – Emergency Landings and Survival

D.4. EPIRB Type A and B Emergency Position Indicating Radio Beacons (EPIRBs) transmit a 

continuous signal on the distress frequencies of 121.500 MHz and/or 243.000 MHz. 

The newer type 1 and 2 EPIRBs transmit in the 406 MHz band. Starting on 1 

February 2009, SAR satellites (SARSATS) will only receive the 406 MHz signals.

SARSATS receive this signal and relay it to ground stations. After the crew are 

settled in the raft, the EPIRB or other rescue radio should be turned on and remain 

on until rescue units arrive. 

Once received by the SARSAT, the distress location is passed to the appropriate 

rescue coordination center (RCC), which deploys suitable rescue forces. 

D.5. Signaling 

Mirror 

Next to the EPIRB, the signaling mirror is the most valuable signaling device 

available. Since it does not rely on batteries or pyrotechnics, it is also the most 

reliable. The military-issue mirror has a grid in the center of the rear face. Look 

through the hole in the center of the rear of the mirror and sight the object on which 

to direct the sun “flash.” Do not look at the sun. Swivel the mirror until the grid

around the hole lights up. This will indicate that the “flash” or solar reflection is 

directed toward the target. Use the signaling mirror to continually sweep the 

horizon. A flash from a signaling mirror can be seen more than 5 nautical miles 

away. 

Mirrors without aiming grids (or any other highly reflective object) may also be 

used for signaling. To aim a mirror without a grid, hold two fingers so as to form a 

“V” at arms length. Position the “V” so that the target is between two fingers. 

Position the mirror such that the sun reflects on the “V” fingers, and flash the sun 

across them. This will direct the reflection of the sun toward the target. 

D.6. 

Pyrotechnics

Red flares are for night use and orange smoke is for day use. These should not be 

expended unless search units are within sight and the signals have a reasonable

chance of being observed. These generally will be a wasted resource if ignited 

when the search unit is moving away from your position. 

When igniting pyrotechnics, hold them outboard over the downwind side of the raft 

while pointed downwind so any hot drippings will not damage the raft. Also, 

beware of any fuel which may be floating on the surface. If there is a fuel smell, do

not use flares; as it may ignite the fuel. When using a pen-gun, it is imperative that 

the gun be cocked before the flare is screwed onto the end. This retracts the firing

pin which should be in this safe mode as the flare is attached or the flare may ignite

as it is screwed on. The launcher should be pointed overboard and away from any

person as it is being loaded. When firing aerial flares they should be aimed

downwind with a 45- to 60-degree elevation. This precludes the possibility of the 

flare falling back into the raft. 

Do not fire aerial flares directly at an incoming rescue aircraft. During daytime, fire

the flare (orange) across the flight path of the rescue aircraft. Many rescue pilots

report the smoke trail from the flare is more visible than the flare itself during 

daylight conditions. 

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Chapter 9 – Emergency Landings and Survival 

D.7. Dye Marker Dye markers create a large florescent green cloud in the water around the survivor

or raft and greatly enhances sightings from aircraft. The use of a dye marker must

be planned as it takes approximately three minutes for the dye to fully spread and its 

effect lasts only 15 to 20 minutes depending on sea conditions. It is activated by 

opening the packet and moving it back and forth under water next to the raft to 

disperse the dye. 

A surface marking device such as a SEE/RESCUE®1 device is a superior alternative 

to a dye marker. The SEE/RESCUE® device is a long buoyant plastic banner, 

which when unrolled, floats on the surface. It is very easy to see and does not 

disperse from the action of the sea. 

D.8. Pocket 

Strobe 

The pocket strobe should be used only at night and when aircraft or vessels are seen

or heard. The batteries on the pocket strobe have a limited effective life of about 10 

hours. For best visibility, the strobe should be positioned as high as possible. 

D.9. Whistle Over the water, the sound of a whistle can be heard for a much greater distance than

voice alone. Using the whistle also requires less effort and can be sustained for a 

longer period than can shouting. 

D.10. Space 

Blanket 

The orange side of any space blanket, typically provided in the survival pack, 

should be spread to enhance visibility when search units are seen or heard. 

D.11. Exposure 

to Sun, Wind, 

and Salt Water 

Exposure to sun, wind, and salt water should be reduced to the extent possible. 

Even in the tropics, all clothing should be saved and worn as a cover to protect you 

from the rays of the sun. 

D.12. 

Hypothermia

Hypothermia is a danger even in relatively mild weather. In cold weather, survivors

should huddle together under the raft cover, wearing dry clothing if possible. Use 

space blankets to retain body heat and to break the cooling effect of the wind. Try

to keep the raft dry. Even when in the water, swimming is generally not 

recommended. The loss of body heat during swimming is considerably greater than 

remaining in the huddle position floating in a PFD. 

Keep all clothing on including shoes or flight boots, since clothing helps to contain

body heat. It is important to keep heads out of the water, as it is one of the areas of 

a person’s body through which considerable heat can be lost. If a hat is available, it 

should be worn. Consider including some very large plastic garbage bags in the 

survival kit. If in the water, step into the bag and pull it up around the legs and 

torso. The bag will trap a boundary layer of water near the body. This will serve as 

another insulating barrier and will reduce heat loss to the open water. 

1

 SEE/RESCUE is a registered trademark of Rescue Technologies Corporation.

9-13
Chapter 9 – Emergency Landings and Survival

D.13. Shark

Defense 

Shark attacks are rare, but there are certain things that may be done to minimize the 

probability of attracting sharks and to defend yourself should they appear. The best 

situation is to be in a raft. Keep all hands and feet inside the raft. 

If floating in a life vest, make slow even movements. Jerky irregular movements

attract sharks. If flying over waters frequented by sharks, include a very large

plastic garbage bag in the survival kit. If not in a raft, open the bag and float inside

(this can also help to keep warm). Scoop water into the bag so that it fills to its

expanded shape. A small-inflated ring such as a large bicycle inner tube is ideal to

hold the upper rim of the bag. The purpose of this arrangement is to retain body

fluids which attract sharks, and present a large object with no projections to the

shark. 

If sharks do appear, attempt to continually face the nearest shark. If the shark 

attempts an attack, yell or blow a whistle. Wearing gloves or with hand wrapped, 

strike the shark soundly on its snout from the top. Sharks close their eyes as they 

attack, so if the shark attacks, attempt to move to one side. 

D.14. Psychology A person’s worst enemy can be his/her own mind. Any tendency to give up even in 

the face of seemingly overwhelming odds against survival must be avoided. The 

shock created by an actual casualty, the immersion in cold and often rough water,

and the realization of facing a true life-or-death situation increases psychological 

stress and impairs judgment. 

Unless each crewmember gathers not only their resources, but also their wits and

maintains a positive attitude no matter how desperate the situation may seem, 

chances of survival will be substantially decreased. Each person’s chance of 

survival can be affected by the attitude or perspective of the other survivors. Keep 

in mind that a maximum rescue effort is being made, but everyone must do their

part to remain rational and be ready to signal when the time is right. 

D.15. Recovery 

by Helicopter 

If in a raft, it will be necessary to abandon the raft and move away from it. Attempt

to fill the raft with water and partially deflate it. Coast Guard helicopter pilots are 

trained to avoid floating objects, such as life rafts, due to the possibility of blowing 

the object into the rotor disk. As the helicopter approaches, down wash from the 

rotor will cause a wall of spray to be generated. Faces should be turned away from

the aircraft whenever practical. When the basket is lowered, do not touch it until it 

contacts the water. There is considerable static electricity generated by the

helicopter and prematurely touching the basket could cause a debilitating electrical

shock. 

After boarding the basket, signal when ready for hoisting with a “thumbs up” 

motion. Keep hands and feet inside the basket while being hoisted. Wait until the 

basket is brought completely inside the helicopter before attempting to exit the 

basket. A sudden movement in attempting to assist the hoisting crew could throw 

everyone off balance and jeopardize the whole evolution. 

9-14
Chapter 9 – Emergency Landings and Survival 

Section E. Survival on Land 

Introduction Land survival situations, though rare, may occur. Equipment usage and procedures 

for survival on land should be studied. 

E.1. Primary 

Actions 

When forced to land ashore, evacuate the aircraft immediately and take along all of 

the signaling equipment. Move upwind of the accident site to remain clear of fumes

and other HAZMAT. Stay away from the aircraft until the engines have cooled and 

spilled gas has evaporated. 

E.2. Injuries Check injuries, give first aid, and make any injured survivors comfortable. Be

careful in removing anyone from a crashed aircraft; they may have incurred back 

injuries or fractures. 

E.3. Signals Prepare signals that can be recognized from the air (see Section F of Chapter 6). 

Check to ensure that your aircraft’s emergency locator transmitter (ELT) has been

activated. If it was not activated by the crash landing, it may be possible to activate 

it manually. Round-up all resources, including signaling devices that could be set

off when it is apparent that help is near. Keep calm and prepare to wait for help to 

arrive. 

E.4. Changing 

Location 

It is usually best to stay at the crash site as the crashed aircraft is usually easier to 

locate than an individual. If circumstances are such that crewmembers must move

away from the crash site, be sure to leave a note with the date and time, and explain 

the intended route and destination. 

E.5. Loss of Body 

Heat and 

Hypothermia

Loss of body heat and hypothermia can be minimized by the use of layered clothing. 

After the potential for a post crash fire has passed, the fuselage of the aircraft can be

used for protection from the elements. The space blanket can be used as a 

windbreaker, as shelter, or wrapped around the body to contain body heat. It is 

important to remain as dry as practicable. Wet clothing accelerates heat loss. 

E.6. Starting a 

Fire 

The matches from the waterproof match case may be used to start a fire. If any fuel 

is left in the tanks, it may be used, with caution, to help start a fire. Shredding small

branches from dead trees or bushes can create dry kindling. Although the outside of 

a branch may be wet from rain or other precipitation, the interior of a dead branch is 

usually dry. The fire also provides a signal for search units. Keep a supply of green 

branches handy. If search units are heard in the area, these can be put on the fire to

increase the smoke output. Be careful not to smother the fire in the process.

Rubber, oil, or plastic from the aircraft may also be used to create a smoky fire.

9-15
Chapter 9 – Emergency Landings and Survival

9-16
Chapter 9 – Emergency Landings and Survival 

Section F. Survival Training 

Introduction Survival skills and training should be practiced regularly. 

F.1. Survival 

Training Seminar 

All Auxiliary pilots, air crew, and observers are required to participate in emergency

egress and water survival training. All Auxiliary pilots and air crew are required to 

attend an annual aviation operations training seminar (observers should also attend).

It is also recommended that Auxiliary flight crews obtain first aid and CPR training. 

F.2. Equipment 

Familiarity 

Emergency egress and water survival training should be developed on a local level

to match the conditions unique to the aircraft being flown and to the expected

operating environment. Flight crew members should be thoroughly familiar with

the equipment they possess for survival. Outdated CO2 cartridges may be used to 

inflate life vests during training. Entering the water with the vest deflated, then 

inflating the vest after coming to the surface can be done as part of a survival 

training exercise. 

F.3. Training at 

Air Station 

All Coast Guard air stations hold wet drills and survival training which may be

available to Auxiliary flight crews with prior arrangement. Other training assistance 

may be provided to the Auxiliary by Coast Guard air stations. Use of the Shallow 

Water Egress Trainer (SWET) is encouraged. 

F.4. PIC 

Responsibility 

It is the responsibility of the PIC of each Auxiliary aircraft facility to ensure that all 

crew members are trained in the emergency and egress procedures for the particular 

aircraft being operated. This requirement is in addition to the general annual 

training and should be a part of each pre-flight brief. 

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Chapter 9 – Emergency Landings and Survival

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Auxiliary Aviation Training Manual 

Chapter 10 

Maritime Domain Awareness and the Multi-Mission Environment 

Introduction Maritime Domain Awareness (MDA) is an important concept affecting virtually all 

missions flown by the Auxiliary. This chapter describes the Auxiliary flight crews’ 

responsibilities in conducting patrols for a variety of missions in an MDA 

environment. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Maritime Domain Awareness 10-3 

B Multi-Mission Environment 10-5

C Maritime Safety 10-7

D Ports, Waterways, and Coastal Security 10-9 

E Marine Safety 10-11

F Aids to Navigation 10-17 

G Ice Reconnaissance Missions 10-23 

10-1
Auxiliary Aviation Training Manual 

10-2
Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Section A. Maritime Domain Awareness 

Introduction Maritime Domain Awareness (MDA) is a concept that underscores almost all 

AUXAIR missions. MDA principles and practices should always be kept in mind. 

A.1. MDA 

Concept 

MDA is an evolving concept that has emerged as the United States improves the 

safety and security of its citizens. The priority of MDA has increased in the wake of 

the terrorist attacks of September 11, 2001 (9/11). This manual provides additional 

information on the United States Coast Guard’s response to these events and the 

potential contribution of the United States Coast Guard Auxiliary to MDA. 

President George W. Bush set the tone and direction of America’s fight on terrorism

in his speech to a Joint Session of Congress and the American people on September 

20, 2001, “We will not tire, we will not falter, and we will not fail.” Since 9/11, the 

Federal Government has been undergoing a massive reorganization and

transformation to meet this challenge. Our world and the way we operate in it has 

forever changed. It is the policy of the United States to take all necessary measures

to protect the homeland. 

While many actions have been taken, both foreign and domestic, the one with

greatest impact on the U.S. Coast Guard and the Auxiliary is the creation of the 

DHS and the inclusion of the Coast Guard in this department. Since the department 

was established, the U.S. Coast Guard has become engaged in an overarching

transformation in which MDA issues have become a vital component of all Coast

Guard missions in both operations and support. The challenge to secure U.S.

transportation systems and borders is substantial—there are 5,525 miles of border 

with Canada, 1,989 miles with Mexico, as well as a maritime border that includes

95,000 miles of shoreline, 350 official ports of entry, and 3.4 million square miles 

of exclusive economic zone (EEZ). 

The Auxiliary is involved in this transformation and is fully aligned with the active 

duty component. 

A.2. MDA 

Definition 

MDA is defined as “the effective understanding of anything associated with the 

global maritime environment that could impact the security, safety, economy or 

environment of the United States.” (see ALCOAST 160/04) 

10-3
Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

A.3. MDA 

Security 

MDA is the Coast Guard’s overarching MARSEC program, and is guided by the

recently established Maritime Domain Awareness Directorate, Commandant (CG7M). The Directorate will coordinate its activities with other DHS agencies and 

with key outside agencies such as the Department of Defense and its components, 

so there is an effective, cohesive, and seamless MDA system for the nation. 

A.4. Auxiliary 

and MDA 

The Coast Guard’s safety and security mission is paramount and bears upon all

missions — as it does with the Auxiliary. One of the Auxiliary’s key missions is to

assist the Coast Guard in the performance of its safety and security missions. The 

Coast Guard has set the strategy for all of its components (Active Duty, Reserve, 

and Auxiliary). The Auxiliary must devise and execute supporting strategies, 

operations, and tactics. 

A.5. Mission 

Activities 

AUXAIR missions include MDA concepts by: 

• Increasing vigilance on patrol in the maritime areas. 

• Observing and reporting both normal and abnormal maritime situations. 

• Maintaining a visible presence in and around critical infrastructure. 

• Performing specific tasking from Coast Guard units. 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Section B. Multi-Mission Environment 

Introduction A variety of missions can be assigned by the OIA to the Auxiliary and AUXAIR. 

These missions range from ice reconnaissance to logistics and passenger transport.

Some basic mission categories are: 

• Maritime Safety

• PWCS 

• ATON and Chart Updating 

• Ice Reconnaissance 

• Waterways Management 

• Training 

• MS/MEP 

• Law Enforcement Support

• Logistics Support 

• Interagency Support 

B.1. MultiMission Patrols 

Virtually every patrol undertaken by AUXAIR occurs in a multi-mission

environment. These missions may be concurrent or sequential in nature. 

When flying the missions described in this manual, it will occur often that several

different tasks may be carried out within the same time frame or during the same

flight. For example, the following types of missions are often combined into one 

patrol: 

• Maritime safety and area familiarization 

• MEP and maritime safety

• PWCS, ATON, and ice reconnaissance 

These missions can be combined in almost any combination, subject only to the

capabilities of the aircraft and crew and the time involved for operation. These 

missions must be coordinated with the OIA and all persons involved must 

understand which mission is being performed and when. 

B.2. MultiMission 

Diversion 

Virtually all aviation missions should be thought of in the multi-mission context 

since, whether or not the patrol starts out with multiple tasks assigned; it is possible 

for aircraft to be diverted to other missions. It is then the responsibility of the pilot, 

working with the crew, to determine if the aircraft and crew are trained and 

equipped for the new mission and if the conditions for accepting the new mission 

are suitable. This will involve a review of the risk assessment matrix for the 

changed conditions. Things to be aware of when accepting a diversion: 

• Fuel supply

• Crew fatigue 

• Survival equipment suitable to the task and environmental conditions

• Communications capabilities 

• Pilot and crew capabilities 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

10-6
Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Section C. Maritime Safety

Introduction Maritime safety is a generic term for a class of missions flown with a focus on 

keeping the boating public safe. This mission usually involves one or more 

generalized sweeps of the sector while keeping a lookout for vessels in distress or

unusual activity on the waterways. These missions consist of: 

• Promoting safe boating. 

• Providing SAR response when needed. 

• Rendering assistance to distressed persons in the marine environment. 

C.1. Surface/Air 

Team Efficiency 

In many cases, the area covered is also being patrolled by Auxiliary or active duty

surface vessels. Using aircraft in combination with surface craft is an effective way 

to increase the efficiency of the coverage since Auxiliary aircraft can cover a large

area in a shorter time than a surface vessel. The aircraft and surface units act as

parts of a team in which the aircraft detects incidents and targets, and may vector 

surface craft or helicopters to the scene. 

C.2. Crew 

Briefing 

The PIC should brief the crew on the area to be covered by the patrol, using both 

local marine and aeronautical charts. These charts should also be available in the 

aircraft during the flight to aid in navigation and communication with surface 

vessels. These patrols should be carefully planned and discussed with the crew,

including details of specific mission objectives determined by the requesting Coast

Guard authority. 

C.3. Search and 

Rescue 

Additional information about the planning and execution of the maritime safety 

mission, and in particular, SAR response, can be found in Chapter 11.

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

10-8
Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Section D. Ports, Waterways, and Coastal Security

Introduction The objective of PWCS missions is to search for and report obstructions to 

navigation, fires or other disasters, and boaters in distress. It may also include

specific tasking to search for or identify vessels near bridges, in shipping lanes, in 

the approaches to harbors or sensitive locations, and/or to photograph such events 

and vessels. 

D.1. Homeland 

Security or 

Harbor Patrols 

Some PWCS missions may have been described as homeland security patrols or 

harbor patrols. Occasionally these missions will contain specific instructions. The 

mission may include flights close to sensitive locations such as power plants, 

bridges, liquefied natural gas (LNG) terminals, inner harbors, and cruise ships. (see

Chapter 1) 

The Coast Guard’s homeland security role includes: 

• Protect ports, the flow of commerce, and the marine transportation system from

terrorism. 

• Maintain maritime border security against illegal drugs, illegal aliens, firearms, 

and weapons of mass destruction. 

• Ensure the Coast Guard can rapidly deploy and resupply our military assets, 

both by keeping Coast Guard units at a high state of readiness, and by keeping 

marine transportation open for the transit assets and personnel from other 

branches of the armed forces. 

• Protect against illegal fishing and indiscriminate destruction of living marine 

resources with prevention and response to oil and HAZMAT spills – both 

accidental and intentional. 

• Coordinate efforts and intelligence with federal, state, and local agencies. 

D.1.a. 

Understanding of 

Mission 

Confirmation 

Care should be taken to ensure a full understanding of assigned tasks. Pre-mission 

communication with the tasking unit is required. It is important to know what 

information may be transmitted over the radio, both ATC and marine, and what

should be reported by telephone. 

D.1.b. Other 

Agency

Involvement 

The authorizing Coast Guard unit should confirm which other agencies (State 

Police, Harbor Master, etc.) are involved, and if they have or need to be advised by

the pilot. 

D.2. 

Coordination 

For missions flying over sensitive infrastructure, it is advisable to coordinate flights 

with operating agencies, FAA, and other responsible authorities. This inter-agency

coordination should be approved in advance by the agencies and by the OIA. 

The Air-to-Surface Marking decal illustrated in the Auxiliary Operations Policy 

Manual, COMDTINST M16798.3 (series), Chapter 3, Section D, is intended to aid 

in recognition of Auxiliary aircraft from the ground, and may serve to identify an 

Auxiliary patrol. (see Figure 10-1) 

10-9
Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

 Figure 10-1

Auxiliary Aircraft Air-Surface Marking

D.3. AUXAIR 

Support of Area 

Maritime 

Security Plans 

The Area MARSEC Plan for local Coast Guard forces will likely include patrols of 

numerous sensitive targets and security zones. 

A plan for mission after-action reports should be developed, with clear reporting 

guidelines for any exceptions or unusual sightings. It is important that flight crews 

are trained to know how to make thorough reports and that, should anomalies be 

discovered, they know the appropriate reporting procedures. Flight crews must 

know when an immediate threat is perceived and how to report it via radio or

landline as appropriate. 

10-10
Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Section E. Marine Safety

Introduction MS and MEP are two essential Coast Guard programs. The principal objectives of 

the MEP programs are to: 

• Minimize damage caused by pollutants released into navigable waters. 

• Overcome or reduce threats to the marine environment caused by potential 

spills of oil or other hazardous substances. 

• Assist in national and international pollution response planning. 

E.1. Marine 

Safety Offices 

The Marine Safety Offices (MSOs) and Sectors located throughout the Coast Guard

Districts are charged with the responsibility of facilitating maritime safety and 

MARSEC, safe marine commerce, protecting national security, and promoting 

environmental safety within their assigned zones. Marine Safety Detachments

(MSD) are sub-units of an MSO or Sector office. 

E.1.a. Aviation 

Facilities and

Personnel 

Assistance 

AUXAIR facilities and personnel can be of material assistance to the MSO and 

Sector offices when responding to the first two objectives above and should be 

included as potential assets in response planning. 

Auxiliary Aviation Program managers should visit the MSO/MSD to meet and 

discuss MEP operations with unit personnel. A briefing on AUXAIR resources and

how to request them through the air station may be appropriate. The MSO/MSD or 

Sector command should be provided with a description of the capabilities of the 

Auxiliary aircraft available in their AOR. Planned interactions between the 

MSO/MSD staff, the AUXAIR staff, and the cognizant air station will help to

improve operations and support of the MSO missions. 

E.1.b. Additional 

Training 

Pollution response activities are managed using the Incident Command System

(ICS). All Auxiliarists are encouraged to complete ICS training appropriate to their 

operational roles. Auxiliarists interested in assisting with pollution response and 

investigation activities should take the Auxiliary Introduction to Marine Safety and 

Environmental Protection (IMSEP) course. Advanced training as an Auxiliary

Assistant Pollution Investigator (AUX-ED) or an Auxiliary Assistant Pollution 

Response Specialist (AUX-ET) may be available through the local MSO. 

Additionally, many MSOs offer internal training programs that may be open to 

Auxiliarists. Inquiries about the availability of AUX-ET, AUX-ED, and other 

training may be made through the MSO Auxiliary Liaison or District Staff officer 

for Marine Safety (DSO-MS). 

E.2. Pollution 

Response 

Fortunately, very large spills are infrequent. Nevertheless, numerous spills of all

sizes occur daily. The damage caused by a spill is a function of many variables,

such as the location of the spill, type and quantity of the material spilled, and 

prevailing weather and sea conditions, etc. 

10-11
Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

E.2.a. Notification It is important to note that prompt detection and notification are key determinants of 

limiting the environmental damage associated with a spill. All means that shorten 

the lag time between the occurrence of a spill and notification of appropriate 

agencies are valuable in reducing subsequent environmental damages. Auxiliary 

aircraft are a useful observation platform for spill detection. 

E.2.b. Auxiliary

Aircraft 

Assistance 

Auxiliary aircraft can help in this mission by responding to reported spills, 

monitoring cleanup operations, and/or patrolling harbors or other areas for 

unreported spills. The Auxiliary aircraft can provide the pollution response team

with an important aviation resource. 

Auxiliary aircraft may be deployed with an all-Auxiliary crew to report their 

sightings or be used to transport Coast Guard personnel or personnel from other 

federal or state agencies. 

E.2.c. Training The MEP program is among the more technical of the Coast Guard programs. 

Although Auxiliarists can be of assistance merely by reporting a previously 

unknown spill, it is preferable that the Auxiliarist be given as much training as 

possible. Even experienced observers occasionally have difficulty discriminating 

among the various spill appearance categories and/or between chemical or 

petroleum spills and certain natural phenomena. 

E.3. Spill 

Reporting 

The information requirements for spill reporting are somewhat technical, and may 

have other implications in the event of legal action initiated pursuant to federal or 

state statutes. Reporting procedures may differ somewhat among the Coast Guard 

Districts. It is best if AUXAIR personnel and program managers visit the particular 

MS unit being served to meet with the responsible personnel, get copies of specific 

reporting forms and procedures, and identify ways in which the Auxiliary can 

support the program. 

E.3.a. Spill

Characteristics 

Spill characteristics may appear quite different under low light or strong wind 

conditions. Observations in a direction looking toward the sun are often difficult to

interpret. New observers should be teamed with experienced observers in order to 

make the proper distinctions between oil types and to differentiate between oil spill 

and natural phenomena. 

E.3.b. Reporting 

Information 

Remember to save all notes, working papers, and other information related to the 

incident. Spill information should be radioed to the cognizant Coast Guard 

command, along with any information requested. Upon landing, the appropriate 

Coast Guard unit should be contacted by telephone and advised of any additional 

information. 

The Auxiliarist should arrange with the cognizant Coast Guard authority for the

original documentation (notes, flight/patrol logs, photographs, videotapes, etc.) to

be conveyed to the unit, if requested. Do not discard any of the original 

documentation until authorized to do so, as these could be important evidence in 

any legal proceeding. Advise the MSO/MSD, or Sector office as soon as a spill is 

detected. Do not delay notification while obtaining the information listed above. 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

The MSO/MSD or Sector will advise of any additional information or specific 

questions to be answered. 

The following information is needed for adequate spill reporting: 

• Source 

• Time

• Location 

• Weather conditions 

• Extent 

• Density

• Photographic evidence (when possible) 

An example report is as follows: 

“A heavy rainbow sheen with streaks of black oil extends 1 nautical mile x 100

yards south from the facility.” 

E.3.b.1. Source Record the apparent source of the spill. Some caution is necessary in determining 

the actual source of a spill since oil from another location up current may hang 

around a moored vessel, dock, or other facility possibly confusing identification of

the actual source. Always look for traces of oil up current of the suspected source.

Often a point source will be evident on a leaking facility or vessel. Record any

identification readily visible along with the source type (e.g., vessel, loading 

facility, wellhead, offshore platform, pipeline, or discharge pipe, etc.). 

If the apparent source is a vessel, record as much information as possible. Note the 

vessel name, hull number, type, color, location of superstructure, deck arrangement, 

colors on funnels, and get a digital image if possible, etc. Such information could 

be useful in the event that the vessel has departed prior to the arrival of Coast Guard 

personnel. 

E.3.b.2. Time Record the time of each sighting. 

E.3.b.3. Location Record the latitude, longitude, and body of water. 

E.3.b.4. Weather 

Conditions 

Record the following weather conditions: 

• Ceiling 

• Visibility

• Wind direction and velocity

• Seaside conditions, height, and direction of movement 

E.3.b.5. Extent Record the following extent of the spill: 

• Size 

• Direction of movement 

• Direction, width, and length from the source 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

E.3.b.6. Density Describe the density of the oil sheen. The terms defined in Table 10-1 below are 

used to describe the sightings. A combination of these terms is normally used since 

the center of a spill will tend to be thicker than the edges. These terms may be 

modified with light, medium, or heavy, and are ranked in order of increasing spill

thickness. 

E.3.c. 

Photographic 

Evidence 

Whenever possible, it is desirable to gather photographic evidence to supplement 

written reports. Ideally, these should be oblique color photographs taken with a 

35mm camera, high-quality digital or video camera, preferably one with a date/time 

stamp inserted on the images. Consult with your local MSO/MSD or coordinating 

unit for guidance on “chain of custody” procedures to be used for exposed film or 

videotape. 

E.4. Additional 

Training/ 

References 

“Open Water Oil Identification Job Aid for Aerial Observation” is an excellent job 

aid, which includes descriptions, as well as aerial photos. This reference is

published by NOAA/HAZMAT and the U.S. Coast Guard MS Office Puget Sound, 

Port Operations Department, and can be obtained online at: 

http://response.restoration.noaa.gov/job_aid/jobaid.html

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Table 10-1 

Descriptions of Oil Sightings 

Term Description

Light Sheens Light sheens are light, almost transparent layers of oil, which cause a glassy sheen 

on the surface of the water. No “rainbow” hues are visible. Some natural biological 

processes can also cause a sheen. 

Silver Sheens Silver sheens are slightly thicker layers of oil that impart a silvery or shimmery look 

to the sheen. 

Rainbow Sheens Rainbow sheens are rainbow-like reflections in the sheen. 

Brown Oil Brown oil is typically a 0.1-cm to 1.0-cm thick layer of water-in-oil emulsion. The 

thickness can vary widely depending on wind and current conditions. 

Mousse Mousse is a water-in-oil emulsion often formed as oil weathers (the lighter 

components have evaporated); colors can range from orange or tan to dark brown.

Black Oil Black oil is an area of black-colored oil sometimes appearing with a latex texture. 

These areas are often confused with kelp beds and other natural phenomena. To 

confirm that oil is present, look for at least a slight rainbow sheen around the edges. 

Mousse Streaks Mousse streaks are lines or streaks of dark-colored oil with an obvious textured

appearance. Brown oil and mousse can easily be confused with algae scum

collecting in convergent lines, algae patches, or mats of kelp or fungus. 

Tar Balls Tar balls are heavy globules of weathered oil that have formed a pliable ball. Size 

may vary from pinhead to about 30 cm. Sheen may or may not be present. These 

are often found along a beach after a major spill of heavy oil. 

Mats Tar mats are non-floating mats of oily debris (usually sediments and/or plant matter) 

that are found on beaches or just offshore. 

Pancakes Pancakes are isolated patches of oil shaped in a mostly circular fashion. Pancakes 

can range in size from a few meters across to hundreds of meters in diameter. 

Sheen may or may not be present. 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Section F. Aids to Navigation 

Introduction The Coast Guard ATON program helps to ensure the safety, security, and efficiency 

of the maritime transportation infrastructure by: 

• Operating long-range electronic radio navigation aids (LORAN-C) as well as 

domestic radio beacons. 

• Maintaining short-range ATON, such as lights, fog signals, buoys, day beacons, 

and radar transponders (RACONS). 

AUXAIR assists in these operations through overflights of navigation aids and 

waterways, observation of aids and markings, reporting of discrepancies and 

changes, and transport of personnel and materiel. 

F.1. Inventory The inventory of federal ATON maintained by the Coast Guard consists of over 

48,000 buoys, beacons, and other ATON. These ATON are distributed along the

coastal and inland waters of the United States, its territories, and the Trust Territory

of the Pacific. In addition, the Coast Guard regulates more than 45,000 private 

ATON. 

F.2. Assistance As with many other programs, the Coast Guard Auxiliary provides assistance to the 

Coast Guard and other concerned federal agencies, including reporting discrepant 

ATON, verifying private aids, and submitting chart corrections/updates. 

The sight of Coast Guard small boats and buoy tenders examining and maintaining 

ATON is familiar to Auxiliarists and mariners alike. Given the care and diligence 

required in this activity (e.g., the use of horizontal sextant angles and precise 

electronic systems for determining whether or not a buoy is off station), it may seem 

odd to include this activity in a training text on air operations manual, where the 

observer may be limited to brief glimpses of such aids from a rapidly moving

platform at altitudes of 1000 feet or more. Nonetheless, pilots and observers can 

make a substantial contribution to the ATON program. The relatively high speed of 

the typical Auxiliary aircraft permits a rapid search of an area to identify aids that 

may have discrepancies of one type or another. Potential problems with these aids

can be confirmed by follow-up visits by surface craft or other assets. 

F.3. Training To be effective in most operational programs, Auxiliarists need specialized training 

and can benefit greatly from detailed local knowledge. The ATON program is no

exception in this regard, and is particularly demanding of specialized expertise and 

detailed local knowledge. Pilots, air crew, and observers seeking to employ aircraft 

in support of the ATON and chart updating programs should be thoroughly familiar 

with applicable guidance documents and District policy. 

F.4. Safety Aerial surveying of ATON should be accomplished from a close enough distance to 

observe relevant objects, but not at the risk of causing alarm to persons on the

ground or placing the aircraft and crew at risk. 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

F.5. ATON 

Aviation Missions 

This section describes the ATON mission areas supported by AUXAIR personnel. 

F.5.a. Area 

Familiarization 

It is often helpful to provide area familiarization over-flights for ATON personnel.

Flying a “pre-cruise” mission for the crew of buoy tenders provides them with a

bird’s eye view of the mission area. These flights are also useful when there is a

change of command for a buoy tender in order to take the incoming and outgoing 

COs on an area familiarization flight. 

F.5.b. Logistics 

Transport 

Auxiliary aircraft may be utilized to transport parts for cutter or small boat support 

or a special item to repair an aid. 

F.5.c. Passenger 

Transport 

Auxiliary aircraft may be used to transport Coast Guard or other personnel to 

support ATON activities. 

F.5.d. Latest 

Charts 

The Coast Guard Auxiliary furnishes valuable information to the National Oceanic 

and Atmospheric Administration (NOAA) and the National Ocean Survey (NOS) 

for chart correction and updating of nautical and aeronautical charts. For general 

information, background, and a discussion of appropriate forms to use, refer to the 

latest edition of the Aids to Navigation and Chart Updating Guide. Auxiliarists on 

land and in surface vessels have gathered the necessary and appropriate data for this

purpose for many years, and recently Auxiliary aircraft have also been utilized for

this role. 

F.5.e. Chart 

Updating 

Table 10-2 provides a capsule summary of the type of information useful for the 

chart updating mission together with the likelihood of aerial observation of the 

items. Aircraft may detect and identify changes in many of the objects (e.g., 

bridges, dikes and levees, jetties and breakwaters, marinas, dry docks, utility lines,

docks, landmarks, towers, etc.) that should be reported, although technical details 

and measurements may need to be gathered by a ground follow-up survey. In these

cases, aircraft observation is used to detect and identify items relevant for chart 

correction, but additional “ground truth” information is also needed. On a typical 

chart updating mission or multi-mission patrol, observers will annotate appropriate 

charts with the approximate location of items of interest for later reporting. 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Table 10-2 

Chart Correction/Updates 

Object Item to be Reported Likelihood of Aerial 

Observation 

Airports, 

landing strips

New or discontinued. New airfields are relatively easy

to identify. Abandoned fields or 

runways marked with an “X” are 

easy to detect. 

Bridges New, removed, under 

construction, or ruins. Give

location, type, lights, and vertical 

and horizontal clearances. 

Many of these items can be easily

seen from an aircraft. Clearance 

data requires ground survey. 

Cables Over or under navigable waters. 

Give location, type, and

clearances. 

Pylons for overhead cables are 

relatively easy to detect. 

Clearance data requires a ground 

survey. 

Channels New or revised channels. 

Indicate centerline, controlling 

depth and width discrepancies for 

existing channels other than 

Corps of Engineers’ project 

channels. 

Changes in the flow pattern of a 

channel are often visible from the 

air. Depths and other 

information require ground based 

follow-up effort. 

Coast Guard 

Station 

New, discontinued, or change in 

facilities. 

Best handled administratively

rather than by aerial observation. 

Cribs and water 

intakes 

Visible or submerged. Give size 

and type of construction and 

depth if submerged. 

General features visible. Ground 

follow-up necessary for technical 

and measurement data. 

Dams Type, position, lights, and other 

pertinent data. 

New construction easily visible. 

Dikes and 

levees 

Type, height, and extent. New construction easily visible. 

Dolphin and 

other pilings 

Visible or submerged. Large objects are easy to detect. 

Dry docks New or discontinued. Easily visible from the air. 

Observers need to be familiar 

with the appearance of a dry 

dock. 

Duck blinds Temporary or permanent 

structures. 

Generally visible from the air. 

Likelihood of detection may vary

with the season and lighting. 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

F.6. ATON 

Discrepancies

This section describes common discrepancies with ATON. 

F.6.a. Navigation 

Discrepancies

Table 10-3 presents a brief list of common ATON discrepancies, partitioned into 

the conventional classifications of critical, urgent, and routine. For each

discrepancy, a subjective (but informed and conservative) estimate of the POD from 

a typical Auxiliary aircraft is provided.

NOTE Night ATON flights are not authorized. 

Table 10-3 

ATON Discrepancies 

Class and Action 

Required Discrepancy Remarks on Aircraft Detection 

1. Aid totally covered or shrouded in ice POD likely to be high 

2. Light signal showing improper 

characteristics or rhythm

POD low 

3. Light signal obscured or extinguished POD can be high, depending on 

circumstances 

4. Sinking or submerged or extinguished POD likely to be high 

5. Buoy off station, adrift, missing, 

capsized, or stranded 

POD likely to be high for buoys 

markedly off station, missing, 

capsized, or stranded 

6. Radio beacon off the air or giving

improper characteristics 

POD likely to be high if aircraft 

is equipped with proper ADF and 

current light list 

7. Vandalism of aids either in progress or 

the result of such action 

Variable POD, depending on 

type and extent of vandalism 

8. Aids damaged by vessel collision Variable POD, depending on 

nature and extent 

CRITICAL Federal 

aids only. Report 

discrepancies by radio. 

9. Collapsed bridge structures and fender 

systems 

Variable POD, high for major 

damage 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Table 10-3 

ATON Discrepancies - Continued 

Class and Action 

Required Discrepancy Remarks on Aircraft Detection 

1. Dayboard missing or damaged by causes 

other than vandalism

POD variable 

2. Sound signal failure; whistle, bell, gong Detection impossible 

3. Radio beacon timing sequence incorrect POD high if aircraft equipped 

with ADF and light list 

4. Light burning dimly or showing reduced 

intensity

POD low 

5. Light partly or totally obscured by

dayboards 

POD low 

URGENT Federal 

aids only. Report by

telephone or radio to 

Sector or Group. 

6. Bridge light out, inoperative bridge POD low 

1. Aid obscured by foliage or other objects 

that should be removed 

POD low 

2. Faded dayboards POD low 

3. Delaminated dayboards POD low 

4. Leaning structures POD low 

5. Bird nest on aids POD low 

ROUTINE Federal 

and private aids. 

Report by mail or 

telephone. 

6. Improper dayboards POD low 

F.6.b. Examples Several examples are furnished below to illustrate the use of Table 10-3 and to

provide amplifying remarks about certain judgments. 

F.6.b.1. Sinking 

or Submerged 

Buoys 

Sinking or submerged buoys (item 4 under critical discrepancies) are quite likely to 

be detected by trained and competent observers in an aircraft. This is particularly

true in cases where the pilot or observer has substantial local knowledge, visibility 

is well above minimums for flight under VFR, and the location of the buoy is such

that there are numerous landmarks to facilitate orientation/navigation. Detection of 

missing buoys in a well-identified harbor or marina entrance is relatively simple. 

Detection of a missing buoy may be more difficult for offshore buoys if the aircraft

does not have a functioning LORAN-C or GPS receiver since the aircraft has to be

certain of its position to determine that a buoy is missing or off station. 

F.6.b.2. Buoys 

Off Station 

Buoys off station, adrift, missing, capsized, or stranded are also judged to have a 

high POD. The fact that a buoy is only slightly off station may not be able to be

determined from the air, because it is not possible to establish the actual location of

the buoy. A buoy markedly off station is likely to be detected. Beached or capsized

buoys are usually easily detected. 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

F.6.b.3. Radio 

Beacons 

Radio beacons off the air or giving improper characteristics are likewise easily

detected, provided the aircraft has an automatic direction finding (ADF) receiver 

and a light list to consult for details on frequency and characteristics. 

F.6.b.4. 

Vandalism

Vandalism is a more difficult detection challenge. It is relatively easy to spot 

vessels tied up to buoys or other ATON structures and/or persons on such 

structures, but the detection of damage is difficult if the damage is only slight. 

F.6.b.5. Aids

Damaged by 

Vessel Collision 

Aids damaged by vessel collision are judged to have a variable POD, depending on 

the extent of damage. It is difficult to distinguish the cause of damage (collision or 

vandalism) from air inspection. 

F.6.b.6. Critical 

Discrepancy

Identification 

The ability to identify critical discrepancies and to cover large areas in a short time 

is particularly valuable for “after storm surveys” to assess the damage after major 

storms. In winter, over-flights can be useful in assessing damage to buoys and other

aids resulting from ice. 

F.7. ATON 

Training 

The ATON mission is more specialized and technical than many other Auxiliary

tasks. This places a premium on personnel trained as both observers and ATON 

mission aid verifiers. Although annual and other recurrent training such as the 

annual air operations workshop can be useful for this purpose, additional training 

may be necessary.

F.7.a. Pilots It has been said that “sight is a faculty, seeing is an art.” New pilots are often at a

loss to see ground features pointed out by instructors, some as important as their 

own airport, because they have not acquired the necessary experience identifying 

things from the air. Over time, the new pilot gains this ability to detect and identify

items from the air. In the same way, pilots and observers can be trained to identify 

objects of navigational interest from the air. The rate of learning is facilitated if

pilots and observers are familiar with the appearance of objects of interest from the 

ground. It is obvious, for example, that aviation personnel will have trouble 

identifying dry docks and marine railways from the air if they do not know what 

they look like from the surface. 

F.7.b. Coast 

Guard Sector, 

Group, or Station 

ATON training is most effective if done in conjunction with your local Coast Guard

Sector, Group, or Station. If active duty personnel are aboard ATON training

flights, they will be able to assist in training personnel to recognize navigational 

aids discrepancies. At the same time, the station personnel will gain insight into

exactly what Auxiliary aircraft can and cannot do. Auxiliarists accomplished in the 

Auxiliary ATON program would also be able to assist AUXAIR crews in this 

manner. 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

Section G. Ice Reconnaissance Missions 

Introduction Ice reconnaissance missions are conducted primarily to ensure shipping channels 

are safe and free of ice. 

G.1. Protective 

Gear 

The crew should dress in appropriate uniforms for the forecast weather conditions 

expected during the flight and the aircraft should be equipped with appropriate 

winter survival gear. Generally, the crew should wear layers of clothing to 

accommodate different temperatures at altitude or in sunlight. Should any portion 

of the flight be beyond gliding distance of shore, the appropriate equipment and

clothing is utilized. 

G.2. Pre-Flight 

Planning for

Winter 

Operation 

The following pre-flight planning is required for winter operation: 

• Check the full route of flight. 

• Check conditions of airports along the route (ice on runways, fuel availability,

etc.). 

• Airports and terrain may appear different in winter conditions as runways ice up 

quickly. 

• Monitor for carbon monoxide. 

• Taxi carefully. 

• Run-up on dry areas and not on ice. 

• Use soft-field landing technique. 

• Check wheel pants for ice/snow. They should be removed for winter flights. 

• Check the aircraft surfaces, pitot, vents, and antennas for ice blockage or 

accumulation.

• Check for moisture on control surfaces and hinge areas. 

G.3. Ice 

Reporting 

Ice reports are given as three-letter groups based on the ice characteristics as listed 

below, plus a number representing the percentage of ice coverage (e.g., “DFJ-75”). 

G.3.a. Ice Types F – Fast ice, broken or unbroken, which is attached to the shore or the bottom

D – Drift floating ice 

G.3.b. Ice Size F – Field large bodies, 50 yards or more in width 

L – Floe medium size, 10-50 yards 

P – Pancake small patches, 1-10 yards wide (usually circular with raised edges) 

B – Brash small fragments, less than 1 yard wide 

S – Slush no hardness, accumulation of ice crystals 

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Chapter 10 – Maritime Domain Awareness and the Multi-Mission Environment 

G.3.c. Surface 

Features 

J – Jammed broken ice caught in restricted waters channels/harbors) 

H – Hummocked ice which has been pressed into a hard, solid mass

R – Re-frozen small segments of re-frozen ice 

G.3.d. Percent of 

Coverage 

The amount of water covered by the ice is given in percent. It is often useful to note

special features, such as “channel open”. 

G.3.e. Reporting 

Preferences 

Some Sectors/MSOs may prefer plain language reports of ice conditions. Check

with the OIA and/or the Sector/MSO prior to the mission. Digital photographs of 

ice conditions are invaluable to the Sector/MSO unit. AUXAIR crews are 

encouraged to carry digital cameras on all ice missions and multi-mission patrols. 

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Auxiliary Aviation Training Manual 

Chapter 11 

Search and Rescue Procedures 

Introduction Auxiliary aircraft may be called out by Coast Guard unit commanders for SAR

missions, or diverted from other missions for emergency SAR. These sorties may

be conducted in conjunction with other aircraft or surface vessels. This chapter 

describes the Auxiliary flight crew support and facility use in carrying out the SAR 

mission. 

In this Chapter This chapter contains the following sections: 

Section Title See Page

A Overview 11-3

B National Search and Rescue Plan 11-5 

C SAR Administration 11-7

D Initial Procedures 11-11

E Types of Distress 11-15 

F Visual Alert and Electronic Aids 11-17 

G Search Visibility 11-21

H Methods of Navigation 11-31 

I Flying a Search Pattern 11-33 

J Search Pattern 11-35

K Search Pattern Terminology 11-43 

L Multi-Aircraft Use 11-47

M Identification Pass 11-49

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Auxiliary Aviation Training Manual 

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Chapter 11 – Search and Rescue Procedures

Section A. Overview 

Introduction SAR is a critical mission for the Coast Guard and for the Auxiliary. The SAR 

mission may arise from a call-out, from a planned event as part of a multi-day or

multi-mission search, or from the diversion of an aircraft from another mission 

already in progress. Since a SAR case may arise out of a completely different

mission, it is especially important that the PIC and crew fully understand the 

requirements and procedures for SAR and be proficient and current on all flight

procedures relating to SAR.

A.1. Auxiliary 

Aircraft Usage 

For the Auxiliary aircraft, SAR response often takes the form of searching for a

person or vessel on the waterways. The Auxiliary aircraft, in this scenario, 

functions as an observation and communications platform, following certain criteria 

in the search for the target. 

A.2. Mission 

Priority 

SAR generally takes priority over other missions, but it must be coordinated with 

the Coast Guard unit controlling the mission, and the pilot and crew must ensure

that they have the skills and resources to complete a SAR before accepting the 

mission. 

A.3. Surface/Air 

Team 

Coordination 

For the SAR mission, the combined surface/air team provides the Coast Guard with

a greatly increased capability. The use of aircraft can extend the search area by up 

to 20 times that covered by surface vessels alone. Moreover, with proper planning, 

surface vessels can be in an optimum position to reach the vessel or person in 

distress when the aircraft locates it. As time is often a critical factor in the 

successful performance of a SAR mission, the time saved through such coordinated 

operations will often have a major impact on the outcome of the mission. 

A.4. Come-Upon 

SAR 

It is vital, in the event of a diversion for SAR or in the case of a “come-upon” SAR 

event, that the OIA be notified and consent to any deviation from previously

assigned missions. 

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Chapter 11 – Search and Rescue Procedures

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Chapter 11 – Search and Rescue Procedures

Section B. National Search and Rescue Plan 

Introduction The National SAR Plan (see the U.S. Coast Guard Addendum to the United States 

National Search and Rescue Supplement (NSS) to the International Aeronautical

and Maritime Search and Rescue Manual (IAMSAR), COMDTINST M16130.2

(series)) is a document that provides a system for the overall control and 

coordination of available facilities in all types of SAR operations. A single federal

agency, through an appropriate RCC, coordinates all operations in its area. SAR

areas and assigned responsibilities are: 

• Inland Area under the U.S. Air Force 

• Maritime Area under the U.S. Coast Guard 

• Overseas Areas under the various Unified Military Commanders 

B.1. Federal 

Agency 

Responsibility 

The federal agency for the area listed is responsible for organizing the existing 

agencies and their facilities, through a series of agreements, into a basic network for 

rendering assistance to both military and non-military persons and property in 

distress. The agency also has the responsibility for carrying out the obligations of 

the United States within the agency’s respective SAR areas. 

B.2. Statutory 

Authority to 

Conduct SAR 

The Coast Guard has been given the specific statutory authority for developing, 

maintaining, and operating rescue facilities and for rendering aid to distressed

persons and property (i.e., personnel, ships and aircraft, both military and civil) on,

over, and under the high seas and waters subject to the jurisdiction of the United 

States. The Coast Guard may render aid to persons and property at any time or 

location in which Coast Guard facilities and personnel are available and can be 

effectively utilized. In carrying out its SAR function, the Coast Guard may utilize 

the facilities and personnel of the Coast Guard Auxiliary in prosecuting SAR cases. 

B.3. Maritime 

Areas 

The Commandant has divided the maritime area into the Atlantic Maritime area and

the Pacific Maritime area. Each maritime area is made up of multiple SAR regions

(SRR). Each region of the maritime area is served by an RCC, normally located at 

the headquarters of the designated SAR coordinator.

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Chapter 11 – Search and Rescue Procedures

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Chapter 11 – Search and Rescue Procedures

Section C. SAR Administration 

Introduction This section describes SAR administration within the Auxiliary Aviation Program.

C.1. SAR 

Coordinators 

SAR coordinators carry out the following responsibilities and duties. 

C.1.a. 

Responsibilities 

Primary responsibilities for SAR coordinators are defined as follows: 

• Prompt dissemination to interested commands of all information about distress 

incidents requiring SAR assistance. 

• Prompt dispatch of appropriate and adequate rescue facilities. 

• Thorough prosecution of SAR operations until rescue has been effected, 

assistance is no longer necessary, or operations are suspended when it is 

apparent that further effort would prove to be unsuccessful. 

C.1.b. Duties Auxiliarists and Auxiliary facilities involved in SAR follow procedures prescribed

by SAR coordinators. This coordination is the responsibility of the District 

Commander. The duties of SAR coordinators include the following: 

• Establish an RCC. 

• Ensure that a SAR plan is prepared and distributed to appropriate activities. 

• Establish, organize, and maintain communications facilities. 

• Designate SMCs for specific SAR missions. 

C.2. SAR 

Mission 

Coordinators 

The SMC is an official designated by the SAR coordinator to coordinate and control 

a specific SAR mission. Each SAR mission has an SMC who may be either the

SAR coordinator or a designated official who is directed to coordinate and control a

particular SAR mission. Since the duties of the SMC require sophisticated and 

extensive communication capabilities, Auxiliary aircraft are usually not designated 

the SMC. 

C.3. On-Scene 

Commander

The OSC controls SAR operations and communications at the scene of the SAR

incident. In designating an OSC, it is important that adequate SAR facilities be 

continuously available so that the OSC may maintain direct control of on-scene

operations and communications with assigned facilities. Frequent change of the 

OSC is not desirable. Seniority is not a basis for assuming OSC duties unless it

becomes essential or is ordered by the SMC. If the OSC happens to be airborne, onscene control shall be retained until relieved by the SMC or until relief becomes 

necessary and is accomplished by mutual agreement with another on-scene unit. 

Such would be the case when the airborne unit reaches its minimum safe fuel level. 

The SMC would be advised of that relief by means of a SITREP from the aircraft to

the SMC. 

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Chapter 11 – Search and Rescue Procedures

C.3.a. OSC 

Designation 

An OSC is not required for all missions, although the general rule is to designate an

OSC anytime there are two or more SAR units in the area. The SMC may designate

an OSC when better coordination at the scene is required and such coordination can

be more properly effected at the scene. If an OSC has not been designated, the first

Search and Rescue Unit (SRU) arriving on-scene assumes OSC responsibilities and 

advises the SMC of the situation. 

C.4. 

Responsibility of 

SAR Participants 

The assignment of differing degrees of SAR responsibility among various 

commands in no way affects the fundamental responsibility of any unit to initiate 

SAR operations as circumstances dictate. Independent action must, however, be

reported immediately to the appropriate SAR coordinator through established

communications channels. 

Since Auxiliary air facilities and crews may be called upon to participate in a SAR 

operation at any time, all potential SAR participants should be familiar with 

standard procedures as set forth in this text and should be current and proficient on

all SAR flight procedures. 

C.5. Auxiliary 

Aircraft in SAR 

The relatively slow speed of the typical Auxiliary aircraft facility ideally suits it for 

searches for small vessels or debris and persons in the water. The fuel usage 

permits such aircraft facilities to search a given area with less fuel consumption than 

Coast Guard aircraft. The use of Auxiliary aircraft facilities for selected search

missions also conserves Coast Guard units for more hazardous or specialized

missions which are not suitable for Auxiliary aircraft such as medical evacuation 

from ships or air delivery of de-watering pumps. 

C.5.a. SingleEngine Auxiliary

Aircraft 

Studies by the Coast Guard show that 86% of the cases to which the Coast Guard 

responded occurred within 3 nautical miles of shore and that 95% of the cases 

occurred within 10 nautical miles of shore. Thus, the single-engine Auxiliary 

aircraft facility which is limited to 25 nautical miles from shore (unescorted) for its 

operations is in a position to provide support for a major portion of the Coast 

Guard’s SAR mission requirements. 

C.5.b. FixedWing Auxiliary

Aircraft 

The typical Auxiliary aircraft facility is fixed-wing and is not capable of rescues at

sea, a duty for which helicopters or surface vessels are far more suited. The fixedwing Auxiliary aircraft facility is used primarily as a means of locating a source of

distress, reporting it to the proper Sector, Group, Station, RCC, or SMC, and then 

guiding surface craft or rotary-wing aircraft to the scene. The typical Auxiliary

aircraft is primarily an observation and communications platform, a role that fits its 

capabilities. 

C.5.c. Scheduling Scheduled weekend and holiday patrols during the boating season are one means by

which Auxiliary flight crews can use their facilities to provide quick response to 

boating emergencies. In addition, many Auxiliary aircraft owners, observers, and a

flight crew are available during the week in case of need for call-out. 

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Chapter 11 – Search and Rescue Procedures

C.6. Coordinated 

Search Efforts 

One of the most effective areas of utilization of Auxiliary aircraft is in combination

with surface vessels for team operations. As in any team operation, coordination is 

essential. Effective communications, good planning, and establishment and

maintenance of proper practices are required to ensure this coordination. In this

evolution, each facility will perform those functions for which it is best suited. The

aircraft will provide the extended search or observation coverage desired along with 

increased communication range. The surface vessel will accomplish the detailed

search, positive identification, and any actual direct assistance to the search subject.

This combination may be applied to routine maritime safety missions, including 

SAR prosecution, or while patrolling special events such as marine parades or

regattas. 

C.7. Limitations Although the aircraft facility is an extremely effective and versatile element of the 

Auxiliary, there are several limitations that must be understood and must be 

considered when assigning missions to aircraft. These limitations may be

regulatory in nature, may involve issues of crew safety or performance, or may 

result from the nature or type of facility in use. 

C.7.a. PreMission Selection Limitations of a particular aircraft and its crew should also be evaluated prior to

starting a mission. Missions with difficult conditions should be assigned to more 

experienced, proficient, and current flight crews. Aircraft equipped with GPS or 

LORAN should be used for complex SAR activities. These decisions are the 

responsibility of the OIA. They should be kept informed by the cognizant Auxiliary 

Air Operations Staff Officer, generally an ADSO-AAC (Auxiliary Aviation 

Coordinator).

C.7.b. Federal 

Aviation 

Regulations 

Even during SAR operations, all applicable FAR are adhered to, unless specifically

exempted. For example, Auxiliary aircraft under the command of an aircraft 

commander or first pilot, while on an actual SAR sortie, are provided an exemption 

to FAR 91.119 (specifying minimum safe altitudes and clearances) by a special

memorandum of understanding between the Coast Guard and the FAA. 

In order to fall under the exemption, pilots are trained in low-level flight and

maneuvering. This exemption applies only to SAR and even then is not a blanket 

authorization for low-level flight on SAR cases, but is intended to enable improved 

search assistance when necessary.

It is the pilot’s responsibility to advise the SMC of any effect that these regulations

may have on the mission. The PIC should never accept any mission that

unnecessarily endangers his crew, himself, his aircraft, or anyone on the ground. It 

is the responsibility of the PIC, along with the crew, to continuously analyze and 

manage risk as the flight environment and mission change, especially before 

accepting a SAR assignment. 

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Chapter 11 – Search and Rescue Procedures

C.7.c. Fuel 

Endurance 

Endurance on-scene is often a limitation. Light aircraft often do not have sufficient

fuel capacity to stay on station as long as surface vessels. Most light aircraft carry 

fuel for at least three hours of flight with reserve. However, some Auxiliary aircraft

may have flight time endurance of as much as eight hours. In the case of safety

multi-mission patrols, a significant portion of the fuel may have been consumed

before diversion to a SAR case or while searching. When this situation exists, the 

aircraft may not be able to loiter awaiting the arrival of surface assistance and may

have to return to an airfield for refueling if time allows. 

C.8. Proper 

Facility and Crew 

Usage 

The DSO-AVs or their designees should work closely with the call-out authority, 

which is normally the Coast Guard air station, to ensure the proper usage of 

facilities and crews. A procedure should be set up using the chain of command that

will ensure prompt response, using appropriate aircraft, to any requested call-out. 

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Chapter 11 – Search and Rescue Procedures

Section D. Initial Procedures 

Introduction This section describes the initial procedures Auxiliary flight crew teams should take 

when carrying out SAR missions. 

D.1. Mission 

Assignment 

A Coast Guard air station or other designated call-out authority will provide SAR 

assignments to Auxiliary aircraft facilities. In order to become qualified as a first

pilot or aircraft commander, the Auxiliary pilot must have demonstrated proficiency 

in search patterns and other SAR operations. An Auxiliary flight check including 

SAR procedures is required of first pilots and aircraft commanders every two years. 

D.1.a. 

Compliance with 

Directions 

The directions of the SMC or the OSC should be followed provided they do not

pose a hazard to the aircraft or crew. If the PIC is unwilling or unable to comply

with them, the SMC must be immediately notified of that decision. 

D.1.b. Local 

Knowledge 

In many instances, Auxiliary pilots have accumulated local knowledge concerning 

patterns and geographical features which may affect the success of a search. This 

knowledge, plus the capabilities of the aircraft should be used to make 

recommendations to the Operational Commander. 

D.1.c. Mission 

Planning and 

Organization 

A search request may allow time for a ground briefing, which will clearly provide 

the best mechanism for mission planning and organization. The crew may, 

however, be asked to initiate a SAR case after becoming airborne, perhaps even

while engaged in another type of mission. In this case, several considerations must 

be evaluated by the PIC before accepting the mission. 

D.1.c.1. 

Evaluation of

Flight Conditions 

The pilot must be aware of and evaluate the following flight conditions: 

• Time aloft 

• Fuel remaining 

• Forecast weather 

• Crew fatigue 

Depending on these conditions or other circumstances, the pilot may decline the 

mission, may accept the mission, or may indicate that he will first have to refuel and

then proceed. 

D.1.c.2. 

Understanding the 

Flight Route 

The flight route is important. Non-pilots requesting an Auxiliary aircraft response 

may not fully understand details of controlled airspace. 

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Chapter 11 – Search and Rescue Procedures

D.1.c.3. 

Terminology

Familiarity and 

Information 

Collection 

The flight crew must be familiar with the type of directions that will be given by the 

Coast Guard radio operator and be able to plot a commence search point (CSP) and 

corner points on a sectional and on VFR terminal area charts. Terms such as center

point or central point may be used; bearings may be given in true or magnetic 

degrees. The assigned crew should write down the following: 

• CSP 

• Radius 

• First turn 

• Orientation 

• Track space 

• Numbers of legs 

• Direction of creep 

• Minor and major axis 

• Type of search pattern 

Some job aids may be available to assist with plotting and recording of details. 

These are examples of possible information received from the call-out authority in 

order to begin the SAR sortie. 

D.1.c.4. 

Clarification of 

Instructions 

When instructions are received that are not completely understood, clarification 

should be requested. 

D.1.d. Operating 

in or near 

Controlled 

Airspace 

When operating in or near controlled airspace, ATC should be notified that an 

operation is in progress. They should be informed of the search and the area 

expected to be covered. ATC may request a transponder squawk of 1277, which is 

the general SAR code. When on an actual, ordered SAR, the Auxiliary aircraft call 

sign used for ATC communications may be “Coast Guard AUXAIR RESCUE (tail

number).” 

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Chapter 11 – Search and Rescue Procedures

D.2. Crew 

Briefing 

Ample time should be allowed before takeoff for the crew briefing. The briefing is 

especially important for SAR prosecution, since, to the extent known, the briefing 

should cover details of the search and target along with standard briefing 

information. This briefing should cover items such as: 

• Review of the Risk Assessment Matrix. 

• Area of operation. 

• Pilot/crew responsibilities including the specifically-assigned areas for each 

crewmember to search. 

• Emergency procedures including ditching. 

• Forced landing and emergency egress procedures. 

• Emergency equipment usage. 

• CRM issues. 

The search aspect of the brief should include the CSP, the type of search pattern to 

fly, and a full description of what to look for. Other pertinent information includes

details, such as: 

• Search patterns including: 

Track length (if applicable) 

 Sweep width 

Creep direction (major and minor axis) 

Corner points if applicable 

Number of legs to fly

 End point 

Track space

First turn direction 

Orientation (true or magnetic) 

• Altitudes to be flown at various points in the search. 

• Communication frequencies to be used and call signs of units to be contacted. 

It is important to know what other units, surface vessels, helicopters, etc., are 

involved, and the altitudes, separation requirements, and communications 

protocol. 

• Location of other units involved in the search and traffic. 

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Chapter 11 – Search and Rescue Procedures

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Chapter 11 – Search and Rescue Procedures

Section E. Types of Distress 

Introduction A distressed vessel may involve a large vessel still afloat but in need of assistance.

Large vessels are good visual and radar targets and often are able to provide an

accurate fix by radio. A drifting, disabled vessel is more difficult to detect than one

underway, since its wake may not be visible. Small surface vessels may prove

difficult to detect by either visual or electronic means especially under adverse 

conditions. Search aircraft in many instances have flown directly overhead small

vessels without making visual contact. 

E.1. Surface 

Craft Distress 

If a distressed vessel has foundered before the arrival of rescue units, the most 

probable objects to look for will be lifeboats, rafts, debris, oil, and personnel in the

water. Lifeboats may vary in size from 12 to 50 or more feet in length and be of 

any color. Rafts may also be of any color and are found in a variety of sizes and 

shapes ranging from 4 feet in diameter and box shaped to 20 feet in diameter and 

circular. 

E.1.a. Debris Initially, the scene of the disaster may be marked by debris and perhaps an oil slick.

The debris will be found downwind of the oil slick and boats and rafts are typically

downwind of the debris, since they are more affected by wind unless provided with 

drogues. Persons in the water are usually found in the area of the debris. Floating

objects should be carefully examined for any evidence of persons clinging to those 

objects. Upwind areas should not be ignored since, if the vessel was abandoned 

some time before sinking, lifeboats, rafts, and personnel may have propelled

themselves upwind of the point of foundering. Search units should search both 

upwind and downwind of the oil and debris area. 

E.1.b. Small Craft Small craft, such as yachts and fishing vessels, usually carry only small dinghies.

Some have only balsa or pneumatic rafts, while others have only life jackets. 

Dinghies may be any color.

E.1.c. Distress 

Signals 

Lifeboats from large vessels are normally equipped with ample pyrotechnic visual 

distress signals (VDS) and if more than one boat is launched, they can expect to be

grouped or tied together, making sighting easier. Boats and rafts from small craft

usually have a limited supply of VDSs, frequently no more than the minimum 

required by law. 

E.2. Aircraft 

Distress 

Aircraft distress searches take place over land or water areas. 

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Chapter 11 – Search and Rescue Procedures

E.2.a. Search 

Over Land Areas 

If the search for a downed aircraft is partially over land areas, observers should be 

briefed to look for broken or scarred trees, bits of shiny metal beneath the trees, 

burned out areas which look fresh, and parachutes or visual ground signals which 

may have been set out by survivors. Although there is an altitude exemption for 

executing SAR cases, pilots should adhere to FAA altitude restrictions unless there 

is a specific reason to do otherwise, especially on searches over land. The PIC and

crew must remain consistently cognizant of situational awareness and high 

obstructions.

E.2.b. Search 

Over Water 

In a search over water for survivors of an aircraft accident, observers should be 

briefed to look for scattered wreckage; such as oxygen bottles, floor boards, pieces

of debris, partial or whole rafts, or seat cushions. In some cases, there may be

nothing other than an oil slick. 

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Chapter 11 – Search and Rescue Procedures

Section F. Visual Alert and Electronic Aids 

Introduction Survival equipment designed to signal rescue vessels and aircraft are divided into 

two general categories: visual and non-visual. All search personnel should therefore 

be familiar with the appearance and characteristics of the various visual and nonvisual detection aids (VDAs) carried on boats, lifeboats, rafts, and as personal

survival gear. These may include flags, mirrors, flares, smoke canisters, or 

something as simple as an orange life raft orange life vest. 

Because of the difficulty of sighting a lifeboat or life raft from the air, the first 

sighting will often be made through the use of a visual aid such as the following:

• Pyrotechnics 

• Dye markers

• Signal mirrors 

However, typically the SAR platform identifies the general vicinity of the distressed

vessel/person by use of electronic means, such as: 

• ELT 

• EPIRB 

• PEPIRB 

• Portable two-way radio 

There may be times when a close check must be made of a vessel to determine if 

there is trouble. A small boat in deep water and showing no wake may be unable to 

anchor or use power. A close fly-by may allow observation of more details such as 

additional signals or sighting data which may indicate distress. 

F.1. Raising 

Antennas 

Survivors may use balloons and box kites for raising antennas of emergency radio

sets. These may indicate the presence of a life raft but can be a hazard to search

aircraft. Be alert for such hazards. 

F.2. Signaling 

Mirrors 

Signaling mirrors are one of the best daylight aids. When properly operated under 

ideal conditions, they are visible at distances of 5 nautical miles or more. In 

addition, these devices are reusable resources, and may be used indefinitely. 

F.3. Canvas 

Protective Covers 

The canvas protective covers used on life rafts are generally painted red, orange, or 

yellow and may be used for signaling. They can also be used for limited messages 

using the surface-to-air signals or Morse code. 

F.4. Pyrotechnic 

Signals 

Pyrotechnic signals are used as both day and night visual aids along with handheld

or floating smoke signals, used in daytime. These emit a large volume of bright

orange smoke that remains visible for several minutes. Under high wind conditions 

the smoke will dissipate rapidly making the signal less effective. Handheld flares, 

although better at night, may also be used as daytime signals. Coast Guard or

SOLAS-approved marine-type flares are much brighter than the old fuse-type and

are therefore much more visible from an aircraft. 

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Chapter 11 – Search and Rescue Procedures

F.5. Flare Pistols A common pyrotechnic signal-launching device is the flare pistol. These come in 

various sizes including the “pen-gun”, which is the size of a fountain pen and fits in

the pocket. The flares are usually red in color. The meteor signal fireball can reach 

altitudes of 200 to 1,800 feet depending on the size and type. 

F.6. Emergency 

Radio Sets 

Emergency radio sets consist of transmitters or transceivers. The ELT, with which 

Auxiliary aviators are familiar, is also marketed in a marine version designated as 

an EPIRB. 

Survivors may use balloons and box kites for raising antennas of emergency radio

sets. These may indicate the presence of a life raft but can be a hazard to search

aircraft. Be alert for such hazards. 

F.6.a. Class A and 

B EPIRBs 

The older Class A and B EPIRBs transmit a continuous warbling signal on 121.500 

MHz and 243.000 MHz. These are the same frequencies used by the ELT in an

aircraft. Some EPIRBs and ELTs also have capabilities for communication as well

as the alert/locate signal. 

F.6.b. Category 1 

and 2 EPIRBs 

A new class of EPIRBs, Category 1 and 2, transmit on 406.000 MHz and 121.500 

MHz. Each Category 1 and 2 EPIRB has a serial number which is recorded when 

the purchasers send in their registration cards and identifies the vessel on which it is

located. When the Category 1 or 2 EPIRB is activated, the serial number is

transmitted as a data burst on 406.000 MHz to a satellite which relays the 

information and location of the transmitter to ground stations. Some of the newer 

EPIRBS are also equipped with a built-in GPS. A continuous signal on 121.500 

MHz is also transmitted for tracking by direction finding equipment. Marine

environment EPIRBs are designed to float and to transmit their signal while in the

water. 

F.6.c. Class C 

EPIRB 

Another version of EPIRB, Class C, transmits on VHF-FM Channels 15 and 16.

These Class C devices are required on certain commercial passenger vessels

operating on the Great Lakes. The disadvantage of a Class C EPIRB is that the 

transmission is not continuous and is not relayed via satellite. As the distribution of

EPIRBs increases, it becomes more important that flight crews be proficient in the

ELT locating techniques discussed later in this chapter. 

F.7. Other Alerts An orange flag with a black ball and square is an accepted VDS as is the raising and 

lowering of both arms at the side. Neither of these signals is very effective when 

viewed from aircraft since they are not visible from more than several hundred 

yards, although binoculars may help to identify the signal from a greater distance. 

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Chapter 11 – Search and Rescue Procedures

F.8. Auxiliary 

Surface-to-Air 

Recognition 

Auxiliary vessels are encouraged to display a special Surface-to-Air Recognition 

Banner. This banner consists of a black capital “A” in block lettering on an 

international orange background. The banner is normally displayed on the deck or

top of the pilothouse with the base of the “A” facing the stern. The sign is 

approximately a 36-inch square. This banner is used to identify Auxiliary vessels 

on patrol from the air. (see Auxiliary Operations Policy Manual, COMDTINST

M16798.3 (series)) 

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Chapter 11 – Search and Rescue Procedures

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Chapter 11 – Search and Rescue Procedures

Section G. Search Visibility

Introduction This section describes the various factors of search visibility.

G.1. Maximum 

Detection Range 

Maximum detection range is the distance at which an object can be seen and 

recognized from the height above ground or water at which the aircraft is flying. 

This is a critical factor in determining the characteristics of the search pattern as it

limits the sweep width of the pattern. The maximum detection range is always less

than the meteorological visibility. The sweep width (W) is usually selected to be 

considerably less than twice the search visibility in order to increase the probability

of detecting the search target. (see Figure 11-1) 

Figure 11-1

Sweep Width 

G.2. Altitude Depending on the search object, altitude should be appropriate to the mission. (see 

Table 11-1) There are always trade-offs between higher and lower altitudes in

searches. Higher altitudes provide a greater margin of safety and potentially greater

detection distance, but they may compromise search effectiveness when attempting 

to locate smaller objects. Smaller targets, such as persons in the water, will remain

difficult to detect regardless of the altitude, although they may be easier to detect at 

lower altitudes. Lower altitudes require the pilot to be trained and current in the 

low-level flight regimen. 

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Chapter 11 – Search and Rescue Procedures

Table 11-1 

Recommended Visual Search Altitudes 

Search Target Terrain Altitude AGL 

Person, Cars, Light Aircraft Crashes Moderate 500 

Trucks, Large Aircraft Moderate 500-1000 

Person, 1 Person Rafts, Surfboards, Light Aircraft Crashes Water or Flat 500 

Small to Medium Sized Boats, Life Rafts, Trucks, Aircraft Water or Flat 1000-3000 

Distress Signals Night - all 1500-2000 

G.3. Low Pass 

Verification

The chance of detecting a person in the water by air search is quite low. Obviously, 

a low pass for verification in the event a person or debris is sighted in the water 

might be in order. However, it is more prudent to take a latitude/longitude position 

and report the position to surface vessels. Risk-reward factors, generally speaking, 

are not favorable for small fixed-wing aircraft. As Auxiliary aviators we do not 

want to jeopardize our crew or aircraft and become part of the problem, rather than

assisting in the solving of a SAR case. 

Keep in mind that low altitude flights increase the risk factor and may be in violation

of FAA regulations. 

G.4. Sweep 

Width Variances 

It is evident that the sweep width can vary for the same situation depending on the 

POD that is desired. For Auxiliary application, the SMC may provide a detailed 

calculation such as that shown in the U.S. Coast Guard Addendum to the United 

States National Search and Rescue Supplement (NSS) to the International

Aeronautical and Maritime Search and Rescue Manual (IAMSAR), COMDTINST 

M16130.2 (series). 

For simplicity, sweep widths based upon a single sweep POD can be used. When 

the meteorological visibility is from 3 to 5 nautical miles, the sweep widths given in 

Table 11-2 should be reduced by two-thirds for large objects and one-half for small 

objects. In addition, the sweep widths must be reduced by 30 to 50% for small

objects when the winds are in the 20- to 25-knot range and for large objects when 

the wind is in the 30- to 35- knot range. 

The chance for detection of small targets decreases when the wind is above 25 knots

and for detection of boats when the wind is above 35 knots. Winds above 35 knots 

create considerable turbulence at search altitudes causing rapid crew fatigue and

generally make operations by light aircraft difficult. The turbulence associated with 

high wind velocities is generally less when operating over open water offshore. 

Sweep width estimates for daylight detection aids are given in Table 11-3. 

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Chapter 11 – Search and Rescue Procedures

G.5. 

Uncorrected 

Sweep Widths 

Table 11-2 presents uncorrected sweep width data for various types of targets for 

aircraft at various altitudes and visibility conditions. To determine the suggested

sweep width, find the column for the appropriate altitude and visibility. Read down 

this column to the target type that most closely describes the search object. The

value is the uncorrected sweep width, which should be interpolated as necessary.

G.5.a. Search

Altitudes Below 

500 Feet 

For search altitudes up to 500 feet only, the values given for sweep width for a 

person in the water may be increased by a factor of four, if it is known that the 

person is wearing a PFD. 

G.5.b. Search 

Altitudes Above 

3000 Feet 

Visual searches are seldom conducted from altitudes above 3000 feet; however, for 

altitudes up to 5000 feet, where visibility exceeds 3NM and target size exceeds 25 

feet, the sweep widths given for 3000 feet remain applicable. 

G.5.c. Surface 

Wind Above 25 

Knots 

Reduce sweep width by one-half when meteorological visibility is less than 10

nautical miles or when surface wind is above 25 knots. 

G.6. Search 

Aircraft Speed 

Table 11-4 provides values to calculate the sweep width correction based on search

aircraft speed. 

Select the aircraft’s indicated airspeed, shown across the top of the table then read 

down the column to the search object line. This value is the correction to be applied 

to the uncorrected sweep width factor.. 

EXAMPLE: Airspeed is 120 knots, object raft – 1- to 4-man, correction factor is

0.9. 

Uncorrected Sweep Width X 0.9 factor = correction to 90% of nominal sweep width 

value

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Chapter 11 – Search and Rescue Procedures

Table 11-2 

Uncorrected Visual Sweep Width 

Altitude 300 (FT) 

Visibility (NM) 

Altitude 500 (FT) 

Visibility (NM) Fixed-Wing 

Searching For 

1 3 5 10 15 20 30 1 3 5 10 15 20 30

Person in water 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.0 0.1 0.1 0.1 0.1 0.1 0.1

Raft 1 person 0.3 0.7 0.9 1.2 1.3 1.3 1.3 0.3 0.7 0.9 1.2 1.4 1.4 1.4

Raft 4 person 0.4 0.9 1.3 1.7 2.0 2.2 2.2 0.4 1.0 1.3 1.8 2.0 2.2 2.2

Raft 6 person 0.4 1.1 1.5 2.1 2.5 2.7 2.7 0.4 1.1 1.5 2.2 2.5 2.8 2.8

Raft 8 person 0.4 1.2 1.6 2.3 2.6 2.9 2.9 0.4 1.2 1.6 2.3 2.7 2.9 2.9

Raft 10 person 0.4 1.2 1.7 2.4 2.9 3.2 3.2 0.4 1.2 1.7 2.5 2.9 3.2 3.2

Raft 15 person 0.5 1.3 1.9 2.7 3.2 3.5 4.0 0.5 1.3 1.9 2.7 3.3 3.6 4.0

Raft 20 person 0.5 1.4 2.1 3.1 3.7 4.2 4.8 0.5 1.5 2.1 3.2 3.8 4.2 4.8

Raft 25 person 0.5 1.5 2.2 3.4 4.1 4.6 5.2 0.5 1.6 2.3 3.4 4.1 4.6 5.3

Power boat < 15 ft 0.4 0.8 1.1 1.4 1.6 1.7 1.7 0.4 0.9 1.2 1.5 1.7 1.8 1.8

Power boat 15-25 ft 0.5 1.6 2.4 3.5 4.3 4.8 4.8 0.5 1.7 2.4 3.6 4.3 4.8 4.8

Power boat 25-40 ft 0.6 2.1 3.3 5.3 6.6 7.6 9.1 0.6 2.1 3.3 5.3 6.7 7.7 9.1

Power boat 40-65 ft 0.6 2.6 4.5 8.1 10.9 13.1 16.4 0.6 2.7 4.5 8.1 10.9 13.1 16.5

Power boat 65-90 ft 0.6 2.8 5.0 9.7 13.5 16.6 21.6 0.6 2.8 5.0 9.8 13.5 16.7 21.7

Sailboat 15 ft 0.5 1.5 2.2 3.2 3.8 4.3 4.3 0.5 1.6 2.2 3.2 3.9 4.3 4.3

Sailboat 20 ft 0.6 1.8 2.6 4.0 4.9 5.6 5.6 0.6 1.8 2.7 4.1 5.0 5.6 5.6

Sailboat 25 ft 0.6 2.0 3.1 4.8 6.0 6.9 6.9 0.6 2.0 3.1 4.9 6.1 7.0 7.0

Sailboat 30 ft 0.6 2.3 3.6 5.9 7.5 8.8 10.6 0.6 2.3 3.6 5.9 7.6 8.8 10.6

Sailboat 40 ft 0.6 2.6 4.3 7.5 10.0 11.9 14.8 0.6 2.6 4.3 7.6 10.0 11.9 14.8

Sailboat 50 ft 0.6 2.7 4.6 8.4 11.3 13.6 17.3 0.6 2.7 4.6 8.4 11.3 13.7 17.3

Sailboat 65-75 ft 0.6 2.8 4.9 9.3 12.7 15.5 20.0 0.6 2.8 4.9 9.3 12.7 15.5 20.0

Sailboat 75-90 ft 0.6 2.8 5.1 9.9 13.7 16.9 22.1 0.6 2.8 5.1 9.9 13.7 17.0 22.1

Ship 90-150 ft 0.6 2.9 5.4 11.1 15.9 20.0 26.9 0.6 2.9 5.4 11.1 15.9 20.1 26.9

Ship 150-300 ft 0.6 3.0 5.7 12.1 18.8 24.7 34.8 0.6 3.0 5.7 12.5 18.9 24.7 34.8

Ship > 300 ft 0.7 3.0 5.8 13.2 20.8 27.9 41.4 0.7 3.0 5.8 13.2 20.6 27.9 41.4

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Chapter 11 – Search and Rescue Procedures

Table 11-2 

Uncorrected Visual Sweep Width - Continued 

Altitude 750 (FT) 

Visibility (NM) 

Altitude 1000 (FT) 

Visibility (NM) Fixed-Wing 

Searching For 

1 3 5 10 15 20 30 1 3 5 10 15 20 30

Person in water 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.0 0.1 0.1 0.1 0.1 0.1 0.1

Raft 1 person 0.3 0.7 0.9 1.2 1.4 1.4 1.4 0.3 0.7 0.9 1.2 1.4 1.4 1.4

Raft 4 person 0.4 1.0 1.3 1.8 2.1 2.2 2.2 0.3 1.0 1.3 1.8 2.1 2.3 2.3

Raft 6 person 0.4 1.1 1.6 2.2 2.6 2.8 2.8 0.4 1.1 1.6 2.2 2.6 2.8 2.8

Raft 8 person 0.4 1.2 1.7 2.3 2.7 3.0 3.0 0.4 1.2 1.7 2.4 2.8 3.0 3.0

Raft 10 person 0.4 1.3 1.8 2.5 3.0 3.3 3.3 0.4 1.3 1.8 2.6 3.0 3.3 3.3

Raft 15 person 0.4 1.4 1.9 2.8 3.3 3.7 4.1 0.4 1.4 2.0 2.8 3.4 3.7 4.2

Raft 20 person 0.5 1.5 2.2 3.2 3.8 4.3 4.9 0.4 1.5 2.2 3.2 3.9 4.3 4.9

Raft 25 person 0.5 1.6 2.3 3.5 4.2 4.7 5.4 0.4 1.6 2.3 3.5 4.2 4.7 5.4

Power boat < 15 ft 0.4 0.8 1.2 1.6 1.8 1.9 1.9 0.4 1.0 1.3 1.7 1.8 2.0 2.0

Power boat 15-25 ft 0.5 1.7 2.4 3.6 4.4 4.9 4.9 0.5 1.7 2.5 3.7 4.4 5.0 5.0

Power boat 25-40 ft 0.6 2.1 3.3 5.3 6.7 7.7 9.2 0.5 2.2 3.4 5.4 6.8 7.8 9.3

Power boat 40-65 ft 0.6 2.7 4.5 8.2 10.9 13.1 16.5 0.6 2.7 4.5 8.2 10.9 13.1 16.6

Power boat 65-90 ft 0.6 2.8 5.0 9.8 13.5 16.7 21.7 0.6 2.8 5.1 9.8 13.6 16.7 21.7

Sailboat 15 ft 0.5 1.6 2.3 3.3 3.9 4.4 4.4 0.5 1.6 2.3 3.3 4.0 4.4 4.4

Sailboat 20 ft 0.5 1.8 2.7 4.1 5.0 5.7 5.7 0.5 1.8 2.7 4.2 5.1 5.7 5.7

Sailboat 25 ft 0.6 2.1 3.1 5.0 6.2 7.0 7.0 0.5 2.1 3.2 5.0 6.2 7.1 7.1

Sailboat 30 ft 0.6 2.3 3.6 6.0 7.6 8.9 10.7 0.6 2.3 3.6 6.0 7.6 8.9 10.7

Sailboat 40 ft 0.6 2.6 4.3 7.6 10.0 11.9 14.9 0.6 2.6 4.3 7.6 10.9 12.0 14.9

Sailboat 50 ft 0.6 2.7 4.6 8.5 11.4 13.7 17.4 0.6 2.7 4.6 8.5 11.4 13.7 17.4

Sailboat 65-75 ft 0.6 2.8 4.9 9.3 12.7 15.6 20.0 0.6 2.8 4.9 9.3 12.8 15.6 20.1

Sailboat 75-90 ft 0.6 2.8 5.1 9.9 13.8 17.0 22.2 0.6 2.8 5.1 9.9 13.8 17.0 22.2

Ship 90-150 ft 0.6 2.9 5.4 11.1 15.9 20.1 27.0 0.6 2.9 5.4 11.1 15.9 20.1 27.0

Ship 150-300 ft 0.6 3.0 5.7 12.5 18.9 24.7 34.9 0.6 3.0 5.7 12.5 18.9 24.7 34.9

Ship > 300 ft 0.7 3.0 5.8 13.2 20.6 27.9 41.4 0.6 3.0 5.8 13.2 20.6 27.9 41.4

11-25
Chapter 11 – Search and Rescue Procedures

Table 11-2 

Uncorrected Visual Sweep Width - Continued 

Altitude 1500 (FT) 

Visibility (NM) 

Altitude 2000 (FT) 

Visibility (NM) Fixed-Wing 

Searching For 

1 3 5 10 15 20 30 1 3 5 10 15 20 30

Person in water 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1

Raft 1 person 0.2 0.7 0.9 1.3 1.4 1.4 1.4 .01 0.6 0.9 1.2 1.4 1.4 1.4

Raft 4 person 0.3 1.0 1.3 1.8 2.1 2.3 2.3 .02 0.9 1.3 1.9 2.2 2.3 2.3

Raft 6 person 0.3 1.1 1.6 2.3 2.6 2.9 2.9 .02 1.1 1.6 2.3 2.7 2.9 2.9

Raft 8 person 0.3 1.2 1.7 2.4 2.8 3.1 3.1 .02 1.2 1.7 2.5 2.9 3.2 3.2

Raft 10 person 0.3 1.3 1.8 2.6 3.1 3.4 3.4 .02 1.2 1.8 2.7 3.1 3.5 3.5

Raft 15 person 0.3 1.4 2.0 2.9 3.4 3.8 4.3 0.2 1.4 2.0 3.0 3.5 3.9 4.4

Raft 20 person 0.4 1.5 2.2 3.3 4.0 4.4 5.1 0.3 1.5 2.2 3.4 4.0 4.5 5.1

Raft 25 person 0.4 1.6 2.4 3.6 4.3 4.8 5.6 0.3 1.6 2.4 3.6 4.4 4.9 5.7

Power boat < 15 ft 0.3 1.0 1.3 1.7 2.0 2.1 2.1 0.2 1.0 1.3 1.8 2.0 2.2 2.2

Power boat 15-25 ft 0.4 1.7 2.5 3.7 4.5 5.1 5.1 0.3 1.7 2.5 3.8 4.6 5.1 5.1

Power boat 25-40 ft 0.5 2.2 3.4 5.5 6.8 7.9 9.4 0.3 2.2 3.4 5.5 6.9 8.0 9.5

Power boat 40-65 ft 0.5 2.6 4.5 8.2 11.0 13.2 16.6 0.4 2.6 4.5 8.3 11.0 13.3 16.7

Power boat 65-90 ft 0.5 2.8 5.1 9.8 13.6 16.7 21.8 0.4 2.8 5.0 9.8 13.6 16.8 21.8

Sailboat 15 ft 0.4 1.6 2.3 3.4 4.1 4.5 4.5 0.3 1.6 2.3 3.5 4.1 4.6 4.6

Sailboat 20 ft 0.4 1.8 2.8 4.2 5.2 5.8 5.8 0.3 1.8 2.8 4.3 5.2 5.9 5.9

Sailboat 25 ft 0.5 2.1 3.2 5.1 6.3 7.2 7.2 0.3 2.1 3.3 5.2 6.4 7.3 7.3

Sailboat 30 ft 0.5 2.3 3.7 6.1 7.7 9.0 10.8 0.3 2.3 3.7 6.1 7.8 9.1 10.9

Sailboat 40 ft 0.5 2.6 4.3 7.6 10.1 12.0 14.9 0.4 2.6 4.3 7.7 10.1 12.1 15.0

Sailboat 50 ft 0.5 2.7 4.6 8.5 11.4 13.8 17.5 0.4 2.7 4.6 8.6 11.5 13.9 17.5

Sailboat 65-75 ft 0.5 2.8 4.9 9.4 12.8 15.7 20.2 0.4 2.7 4.9 9.4 12.9 15.7 20.2

Sailboat 75-90 ft 0.5 2.8 5.1 10.0 13.8 17.1 22.3 0.4 2.8 5.1 10.0 13.9 17.1 22.3

 

Ship 90-150 ft 0.5 2.9 5.4 11.1 16.0 20.1 27.0 0.4 2.9 5.4 11.1 16.0 20.1 27.1

Ship 150-300 ft 0.5 3.0 5.7 12.5 18.9 24.7 34.9 0.4 2.9 5.7 12.5 18.9 24.7 34.9

Ship > 300 ft 0.6 3.0 5.8 13.2 20.7 27.9 41.4 0.5 3.0 5.8 13.2 20.7 27.9 41.5

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Chapter 11 – Search and Rescue Procedures

Table 11-2 

Uncorrected Visual Sweep Width - Continued 

Altitude 2500 (FT) 

Visibility (NM) 

Altitude 3000 (FT) 

Visibility (NM) Fixed-Wing 

Searching For 

1 3 5 10 15 20 30 1 3 5 10 15 20 30 

Person in water 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 

Raft 1 person 0.1 0.5 0.8 1.2 1.4 1.4 1.4 0.1 0.5 0.8 1.1 1.3 1.3 1.3 

Raft 4 person 0.1 0.8 1.3 1.8 2.2 2.4 2.4 0.1 0.7 1.2 1.8 2.1 2.3 2.3 

Raft 6 person 0.1 1.0 1.5 2.3 2.7 2.9 2.9 0.1 0.9 1.5 2.2 2.7 2.9 2.9 

Raft 8 person 0.1 1.1 1.7 2.5 2.9 3.2 3.2 0.1 1.0 1.6 2.5 2.9 3.2 3.2 

Raft 10 person 0.2 1.2 1.8 2.7 3.2 3.5 3.5 0.1 1.1 1.8 2.7 3.2 3.5 3.5 

Raft 15 person 0.2 1.3 2.0 3.0 3.6 4.0 4.5 0.1 1.2 2.0 3.0 3.6 4.0 4.5 

Raft 20 person 0.2 1.4 2.2 3.4 4.1 4.6 5.2 0.1 1.4 2.2 3.4 4.1 4.6 5.3 

Raft 25 person 0.2 1.5 2.4 3.7 4.5 5.0 5.7 0.1 1.5 2.4 3.7 4.5 5.1 5.8 

 

Power boat < 15 ft 0.1 0.9 1.3 1.8 2.1 2.2 2.2 0.1 0.8 1.3 1.8 2.1 2.3 2.3 

Power boat 15-25 ft 0.2 1.6 2.5 3.8 4.6 5.2 5.2 0.1 1.6 2.5 3.9 4.7 5.3 5.3 

Power boat 25-40 ft 0.2 2.1 3.4 5.6 7.0 8.1 9.6 0.2 2.1 3.4 5.6 7.1 8.1 9.7 

Power boat 40-65 ft 0.3 2.6 4.5 8.3 11.3 13.3 16.7 0.2 2.5 4.5 8.3 11.1 13.4 16.8

Power boat 65-90 ft 0.3 2.7 5.0 9.8 13.6 16.8 21.9 0.2 2.7 5.0 9.9 13.7 16.8 21.9

 

Sailboat 15 ft 0.2 1.5 2.3 3.5 4.2 4.7 4.7 0.1 1.5 2.3 3.5 4.3 4.7 4.7 

Sailboat 20 ft 0.2 1.8 2.8 4.3 5.3 6.0 6.0 0.1 1.7 2.8 4.4 5.3 6.0 6.0 

Sailboat 25 ft 0.2 2.1 3.3 5.2 6.5 7.5 7.5 0.2 2.0 3.3 5.3 6.6 7.5 7.5 

Sailboat 30 ft 0.2 2.2 3.7 6.1 7.8 9.1 11.0 0.2 2.2 3.7 6.2 7.9 9.2 11.1

Sailboat 40 ft 0.3 2.5 4.3 7.7 10.2 12.1 15.1 0.2 2.4 4.3 7.7 10.2 12.1 15.1

Sailboat 50 ft 0.3 2.6 4.8 8.6 11.5 13.9 17.6 0.2 2.6 4.6 8.6 11.6 14.0 17.7

Sailboat 65-75 ft 0.3 2.7 4.9 9.4 12.9 15.8 20.3 0.2 2.6 4.9 9.4 13.0 15.8 20.3

Sailboat 75-90 ft 0.3 2.8 5.1 10.0 13.9 17.2 22.4 0.2 2.7 5.1 10.0 14.0 17.2 22.5

 

Ship 90-150 ft 0.3 2.8 5.4 11.1 16.0 20.2 27.1 0.2 2.8 5.3 11.1 16.0 20.2 27.1

Ship 150-300 ft 0.3 2.9 5.6 12.5 18.9 24.8 35.0 0.2 2.8 5.6 12.5 18.9 24.8 35.0

Ship > 300 ft 0.3 2.9 5.7 13.2 20.7 27.9 41.5 0.2 2.9 5.7 13.2 20.7 27.9 41.5

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Chapter 11 – Search and Rescue Procedures

Table 11-3 

Visual Sweep Width Estimates for Daylight Detection Aids 

Device Estimated Sweep Width (NM) SRU Type 

Red/orange balloon 0.5 Air or surface 

Orange flight suit 0.5 Air 

Red hand flare (500 candlepower) 0.5 Air or surface 

Day/night flare 0.5 Air or surface 

Red pen gun flare 0.75 Air or surface 

Red reflective paulin 2.0 Air or surface 

Tracer bullets 2.0 Air or surface

Green dye marker* 2.0 Air 

Red/orange flag (waving) (3 ft X 3 ft) 2.5 Air or surface 

Sun signal mirror 5.0 Air or surface 

White parachute 5.0 Air or surface 

Red meteor (star) or parachute flare 

(10,000 candlepower)* 

6.0 Air or surface 

*Greatly reduced in heavy seas. 

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Chapter 11 – Search and Rescue Procedures

Table 11-4 

Search Aircraft Speed Correction Table for Sweep Width 

Search Object Aircraft Speed (Knots) 

60 90 120 140 

Person in Water 1.5 1.0 0.8 0.7 

 

Raft – 1 to 4 Man 1.3 1.0 0.9 0.8 

Raft – 6 to 25 Man 1.2 1.0 0.9 0.8 

 

Power boat – 0 to 24 ft. 1.2 1.0 0.9 0.8 

Power boat – 25 to 40 ft 1.1 1.0 0.9 0.9 

Power boat – 40 to 65 ft 1.1 1.0 0.9 0.9 

Power boat – 65 to 90 ft 1.1 1.0 1.0 0.9 

 

Sailboat –1 to 26 ft 1.2 1.0 0.9 0.9 

Sailboat – 26 to 52 ft 1.1 1.0 0.9 0.9 

Sailboat – 52 to 90 ft 1.1 1.0 1.0 0.9 

 

Ship > 90 ft 1.1 1.0 1.0 0.9 

11-29
Chapter 11 – Search and Rescue Procedures

11-30
Chapter 11 – Search and Rescue Procedures

Section H. Methods of Navigation 

Introduction An essential factor in the successful implementation of a search is the ability of the 

Auxiliary flight crew to navigate and the accuracy of navigation. The following 

three navigation techniques, which may be combined, are normally available to the

pilot or navigator: 

• Pilotage 

• Dead reckoning 

• Electronically assisted navigation 

H.1. Pilotage Pilotage is the visual observance of surface features and their correlation with the

symbols used to represent the features on a chart in order to determine aircraft

location and course. 

H.2. Dead 

Reckoning 

Dead reckoning, as applied to flying, is the navigation of an airplane solely by

means of computations based on airspeed, course, heading, wind direction, ground 

speed, and elapsed time. 

H.3. 

Electronically 

Assisted 

Navigation 

Unless nearby surface references are available, aircraft should not be used for SAR 

prosecution if they are not equipped with GPS or LORAN. Determining the exact

position of the search aircraft relative to the selected search pattern and flying a

prescribed course are the most difficult tasks in aircraft searches. These difficulties 

are magnified when searching over water where adequate visual references are not 

available. To help overcome these difficulties, electronic navigational aids should 

be employed.

H.3.a. Electronic 

Equipment 

A variety of electronic equipment is available for use in aiding aircraft navigation. 

Most Auxiliary aircraft will have one or more of the following aids available: 

• VOR receiver(s) 

• ADF receiver

• DME receiver 

• LORAN-C navigation computer 

• GPS navigation computer 

H.3.b. Radar 

Tracking 

With the assistance of FAA or military surface equipment and personnel, the search

aircraft may be tracked by surface radar and vectored by means of radio

communications. Transponders should be installed on all Auxiliary facilities to 

facilitate vectoring and to permit the radar operator to work the aircraft at lower 

altitudes and at greater distances, and is required in many types of airspace. Since 

the Auxiliary zone of search operations is usually limited to within 25 nautical miles 

of shore, there are generally many civil and military installations with radar and 

many FAA navigational aids within the normal range of Auxiliary aircraft

equipment. 

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Chapter 11 – Search and Rescue Procedures

11-32
Chapter 11 – Search and Rescue Procedures

Section I. Flying a Search Pattern 

Introduction This section provides a brief description of factors involved in flying search patterns. 

I.1. 

Maneuvering 

When flying search patterns, precise maneuvering of the aircraft is desired. Unless

nearby surface references are available or accurate electronic-assisted navigation can

be used, precise search patterns should be maintained through accurately timed turns 

and straight-track legs to ensure effective searches. To simplify the accomplishment

of accurate turns, it is recommended that all turns during pattern flights (except with 

precise visual or electronic fixes) be standard rate turns (i.e., 3 degrees per second)

as shown by the turn and bank indicator or turn coordinator. (see Figure 11-2 and

Table 11-5) 

I.2. Cross Winds The effects of cross winds must be taken into consideration for all elements of the 

search. 

I.3. Lag Rate The differing lag rates of LORAN and GPS receivers should be kept in mind. The 

crew should be briefed on how to interpret these units. 

I.4. Airspeed The search process is easier when flying at airspeeds that are easy to handle

mathematically. For example, at 90 knots an aircraft will cover 1.5 nautical miles 

per minute on a straight leg and will cover 0.5 nautical mile in a 90-degree turn. (see 

Table 11-5) 

I.5. Leg Length 

and Turn Point 

Advancement 

Pilots should be aware of the effect of turns on the desired leg length in search 

patterns. When turning, the path covered in the turn radius must be taken into

account when calculating the leg length desired, and the time calculated to the 

turning point must be advanced accordingly.

Figure 11-2

Radius of Turn 

11-33
Chapter 11 – Search and Rescue Procedures

Table 11-5 

Speed Table for Advancement of Turn Calculation 

Time and distance for a 90-degree turn (see Figure 11-2) 

Distance Speed (Knots) 

NM 70 80 90 100 110 120 

0.5 0:26 0:22 0:20 0:18 0:16 0:15 

1 0:51 0:45 0:40 0:36 0:33 0:30 

2 1:42 1:30 1:20 1:12 1:05 1:00 

3 2:34 2:15 2:00 1:48 1:37 1:30 

4 3:25 3:00 2:40 2:24 2:11 2:00 

5 4:17 3:45 3:20 3:00 2:43 2:30 

6 5:08 4:30 4:00 3:36 3:16 3:00 

7 6:00 5:15 4:40 4:12 3:48 3:30 

8 6:51 6:00 5:20 4:48 4:22 4:00 

9 7:43 6:45 6:00 5:24 4:54 4:30 

10 8:34 7:30 6:40 6:00 5:27 5:00 

11-34
Chapter 11 – Search and Rescue Procedures

Section J. Search Patterns 

Introduction Primary search patterns for use in SAR operations by Auxiliary aircraft fall into the 

following groups: 

• Trackline Patterns (T) 

• Parallel Track Patterns (P) 

• Creeping Line Patterns (CS) 

• Square Patterns (S) 

• Sector Patterns (V) 

• Contour Search (O) 

Search patterns are further differentiated by whether individual or formation search

is employed, whether an “Air-Surface Team” is used, or by the position of the entry

and departure points of the search in the case of the trackline. 

See Section K of this chapter for definitions of the search pattern terminology. The

examples below are primarily described in single-unit (S) search terms. 

J.1. Trackline 

(Route Search) 

Pattern 

The single-unit trackline (TS) pattern (see Figure 11-3) is generally used where an 

aircraft or vessel is reported missing and the intended route of the missing craft is

the only search lead and rapid coverage of the search object’s proposed track is 

obtainable. A route search is usually the first physical search action taken since it is

assumed that the distressed craft is on, or adjacent to its proposed route and that it

will be easily discernible, or that there will be survivors capable of signaling when

they hear or sight search aircraft. The track crawl consists of rapid and reasonably

thorough coverage of the missing target’s proposed route and of the immediately

adjacent areas. 

Figure 11-3

Trackline Search 

11-35
Chapter 11 – Search and Rescue Procedures

J.2. Parallel 

Track Pattern 

The single-unit parallel track (PS) pattern (see Figure 11-4) is normally used when

there is a large uncertainty in the survivor’s location, requiring a large area to be 

searched with uniform coverage. Information concerning the target is limited by

knowledge of the approximate area, and there is equal probability that the target is 

located anywhere in this area. This pattern is best adapted to rectangular or square 

areas. For PS radio terminology, see Section K of this chapter. 

The search legs are parallel to the long sides of the rectangle (if square pattern, “long

side” is the major axis). The first leg starts at the CSP and runs parallel to the long

side of the rectangle/square. Successive legs are maintained parallel to each other

and at a distance of one track space (TS) apart. Remember, the CSP is always 1⁄2 the

track space inside the search box from each of the 2 sides forming the corner. 

To determine how “long” a search leg is, use the following: 

Length minus TS = search leg length (i.e., length is 10 nautical miles, TS is 1

nautical mile, search leg is 9 nautical miles long) 

Figure 11-4

Parallel Track Pattern 

J.3. Creeping 

Line Pattern

The single-unit creeping line (CS) pattern (see Figure 11-5) differs from the parallel

track pattern only in that the search legs are parallel to the short axis of a rectangular

area. They are generally selected when rapid advancement of successive search legs

along a given track is desired. The most probable area is covered first. A CS is used

when there is a higher probability the search object is at one end of the search area.

This pattern is often chosen when information concerning the target is limited to an 

area between two points where the distress position may be on either side of the 

original track due to navigational error or drift. Like a PS, a CS still provides 

uniform coverage of the area. The search begins at one end of the search area and

works in the same direction as the target’s drift. For CS radio terminology, see 

Section K of this chapter. 

11-36
Chapter 11 – Search and Rescue Procedures

Figure 11-5

Creeping Line Pattern 

J.4. Creeping 

Line 

Coordinated 

Pattern 

With creeping line coordinated (CSC) pattern (see Figure 11-6), an aircraft and a 

surface vessel work together in a coordinated search. This will normally result in 

more accurate navigation and coverage within the search area. This coordinated

search consists of the aircraft flying the creeping line pattern, flying tracks at right 

angles to the course of the surface search asset, while the boat is using a trackline

pattern. 

J.4.a. Aircraft

Advancement 

The length of the aircraft leg is laid out so that the advance of the aircraft equals that 

of the surface vessel, thus the aircraft passes over the boat on each leg. 

J.4.b. Aircraft 

Speed 

The speeds of the vessel and the aircraft must be coordinated to fit the speed

limitations of both units. The aircraft should always remain within 10 nautical miles 

of the surface search asset.

Figure 11-6

Creeping Line Coordinated Pattern 

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Chapter 11 – Search and Rescue Procedures

J.5. Expanding 

Square Pattern 

The expanding square (SS) pattern (see Figure 11-7) is used for concentrated search

of a small area where the probable position of survivors is known within close limits 

and the area to be searched is not extensive. In an SS pattern, the first two legs are 1 

track spacing long, legs 3 and 4 are 2 track spacings long, etc. 

J.5.a. Position 

Error 

If an error in position is expected or if the target is moving, then the SS pattern may

be modified to an expanding rectangle with long legs running in the direction of the 

probable movement of the target. This may occur in situations where bailout 

occurred; where aircraft are about to ditch; or ship, life rafts, or survivors in PFDs 

may be drifting or proceeding very slowly from the datum point. 

J.5.b. 

Disadvantage 

A disadvantage of the use of this pattern for aircraft is that it calls for 90-degree 

turns, particularly when close to the datum. This may hamper the flight crew’s field 

of vision while the aircraft is in a banked altitude. A better search pattern for an

aircraft might be the sector search. 

Figure 11-7

Expanding Square Pattern 

11-38
Chapter 11 – Search and Rescue Procedures

J.6. Sector 

Search Pattern 

The single-unit sector search (VS) pattern (see Figure 11-8) is used when the 

position of distress is known within close limits and the area to be searched is not

extensive. It is simple to execute, provides for navigational accuracy, and is flexible. 

The track spacing is small near the center point of the search and larger at the

extremities, resulting in an increased POD near the center of the search area, the

most likely position of the distress. To determine the time required for a sector

search pattern, refer to Table 11-6. 

Due to aircraft speed, leg lengths in a sector search are typically at least 1 nautical

mile.. 

Table 11-6 

Sector Pattern Time Chart 

Time in minutes per leg at 90 knots using 60 degrees between legs 

3-NM Pattern 5-NM Pattern 

Leg # Heading Distance Time Turn 

Time Distance Time Turn Time 

1 360 2.5 1:40 :40 4.5 3:00 :40 

2 120 2.0 1:20 :40 4.0 2:40 :40 

3-4 240 5.0 3 :20 :40 9.0 6:00 :40 

5 360 2.0 1:20 :40 4.0 2:40 :40 

6-7 120 5.0 3:20 :40 9.0 6:00 :40 

8 240 2.0 1:20 :40 4.0 2:40 :40 

9 360 2.5 1:40 :40 4.5 3:00 :40 

J.6.a. Datum

Marker 

Interaction 

The search unit passes through the datum many times, each time increasing the 

chance of finding the search object. (see Figure 11-8) If a drifting datum marker 

has been deployed, the datum point for the search may be re-oriented as the aircraft

passes over the datum marker. This adjusts the search area for the drift of the target. 

11-39
Chapter 11 – Search and Rescue Procedures

Figure 11-8

Sector Search Pattern 

J.6.b. Proper 

Turns 

GPS or LORAN should be used to mark the datum coordinates. The first leg is 

generally in the direction of the datum drift. All turns are 120 degrees to the right.

All legs are equal to the search radius. In the sector search, it is imperative that the 

rules of turning point advancement be applied (see Table 11-7). The turn must be 

started early in order to intercept the proper cross leg. At 90 knots, start each turn 

0.5 nautical mile before the end of the leg and complete the turn 0.5 nautical mile 

into the next leg. 

EXAMPLE: 3-nautical mile radius at 90 knots: 

1st leg hdg. 360 degrees for 2.5 nautical miles (start turn at 2.5 nautical mile) 

2nd leg hdg. 120 degrees for 2.0 nautical miles (turning point time adjusted at each

end) 

3rd leg hdg. 240 degrees for 2.5 nautical miles (this brings you back to the datum) 

Complete the pattern with 6 more legs. 

Table 11-7 

Turning Point Advancement Distances 

Speed (knots) Start Turn At (NM) 

Prior to Leg End 

90 0.50 

100 0.55 

110 0.60 

120 0.65 

11-40
Chapter 11 – Search and Rescue Procedures

J.6.c. Increase 

Search Area

If after completion of a VS search, the target object has not been found, one method 

of increasing the detection probability is as follows: 

• After the first search is completed, start a second search with the first outbound 

leg from datum offset by 30 degrees from the initial heading in the first search. 

For example: If the first search started with the first outbound leg on a 090-degree 

heading the first outbound leg of the second search would be on a 120-degree 

heading. 

J.7. Layered 

Search 

There may be occasions where more than one aircraft is searching the same area at a

different altitude. The Auxiliary aircraft may be working with a Coast Guard 

aircraft above or below their assigned search altitude. In these cases, it is imperative 

that assigned altitude be maintained within the search area. If a target is sighted that 

requires investigation, any descent must be coordinated with the other aircraft.

Advise leaving an assigned altitude and advise upon return to the assigned altitude. 

Likewise, when ready to depart the search area, the pilot must coordinate the 

departure routes and altitudes. 

J.8. ELT/EPIRB The Coast Guard is often tasked to search for emergency beacons transmitting in

coastal areas. The source may be an EPIRB or an ELT. Auxiliary aircraft are not 

usually equipped with the sophisticated equipment used for these searches.

However, a method exists whereby they can search for VHF transmissions using the 

standard aircraft radio receivers. These signals are usually transmitted on 121.500 

MHz. 

J.8.a. Build and 

Fade Detection 

The build and fade method may be used to estimate, by means of audio signal

strength, the position of a transmission. Flying a sequence of tracks (see 

Figure 11-9), while monitoring 121.500 MHz, allows the crew to hone in on the 

source. The estimate is made by noting the trend of the signal strength. As the

aircraft approaches the source, the signal gets louder and fades as the aircraft flies 

away. 

11-41
Chapter 11 – Search and Rescue Procedures

Figure 11-9

Build and Fade Detection 

J.8.b. Procedure The following steps should be followed for ELT/EPIRB searches when using the 

build and fade method (see Figure 11-10):

• When the ELT/EPIRB signal is heard, the receiver volume should be set as low 

as possible to more quickly detect the fade. Adjust the squelch control to just 

before the cutoff point. Once adjusted, DO NOT MODIFY THE SETTINGS. 

Note your position. 

• If the signal is so strong that you cannot detect build or fade, try shifting to

121.550 or 121.450 MHz to reduce the signal strength. 

Figure 11-10

Build and Fade Search 

11-42
Chapter 11 – Search and Rescue Procedures

Section K. Search Pattern Terminology 

Introduction This section provides search pattern terminology.

K.1. Search 

Pattern Types 

Search pattern types are often referred to with a two- or three-letter acronym.

K.1.a. First Letter The first letter represents the search pattern type as follows: 

• T – Trackline 

• P – Parallel 

• C – Creeping Line 

• S – Square 

• V – Sector 

• B – Barrier 

K.1.b. Second

Letter 

The second letter represents the number of search units in the same search area as 

follows: 

• S – Single-Unit 

• M – Multi-Unit 

K.1.c. Third 

Letter 

The third letter represents amplifying/supplementary information as follows: 

• R – Radar or Return Search 

• C – Coordinated or Circle Search 

• L – LORAN 

• A – Arc 

• S – Spiral 

• N – Non-Return Search 

• D – Drift Compensated 

EXAMPLE: A “PSR” search would be a parallel search, using one unit, controlled 

by radar or with a return leg. 

11-43
Chapter 11 – Search and Rescue Procedures

K.2. Search 

Pattern Terms 

Search pattern terms are found in Table 11-8. Several of these terms are shown in 

usage in Figure 11-11. 

Table 11-8 

Search Pattern Terms 

 Letter Term Meaning 

A Commence Search 

Point (CSP) 

Starting point of pattern 

B Search Leg Long leg of any pattern 

C Cross Leg Connecting leg 

D Track Spacing Distance between two parallel legs 

E Major Axis Longest leg of search pattern 

F Minor Axis Shortest leg of search pattern 

G Creep Direction Minor axis direction of movement 

H Corner Points Defines the search area

I Datum Most probable location of target (corrected) 

J Sweep Width (w) Distance on both sides of the SRU 

K Ground Speed Speed across the ground 

L Probability of

Detection (POD) 

The probability that a target will be found 

M Center Point Reference defining the center of the search area 

 

11-44
Chapter 11 – Search and Rescue Procedures

CSP – Where the search commences 

Solid Line – Aircraft track, both search legs and cross legs 

Dotted Line – Search area

Figure 11-11

Search Pattern Terms 

11-45
Chapter 11 – Search and Rescue Procedures

K.3. Creeping 

Line Radio 

Terms 

Creeping line terms, which may be received on the radio, are explained in 

Table 11-9. 

Table 11-9 

Creeping Line Radio Terms 

Term Meaning 

Length Total direct distance to be covered from commence search point (CSP) 

Width Long legs of the box = oriented on Minor axis = size of search legs 

Major Axis Cross legs = short legs = size of the TS 

Minor Axis Direction/(opp direction) of search legs, length, “how the pattern is aligned” 

Creep Direction Corresponds with major axis 

Number of Legs May be plotted for clarity; should correspond with TS, length, and major axis 

K.4. Parallel 

Search Radio 

Terms 

Parallel search terms heard on the radio are explained in Table 11-10. 

Table 11-10

Parallel Search Radio Terms 

Term Meaning 

Length Long legs/sides of the box = oriented on Major axis = size/length of search legs

Width For airborne execution (does not apply)

Major Axis Long sides/search legs 

Minor Axis Cross legs = short legs = size of the TS 

Creep Direction Corresponds with minor axis 

Number of Legs May be plotted for clarity; should correspond with TS, width, and minor axis 

11-46
Chapter 11 – Search and Rescue Procedures

Section L. Multi-Aircraft Use 

Introduction This section describes multi-aircraft use pre-briefings and the responsibility of the 

OSC. 

L.1. Pre-Brief When multi-aircraft searches are anticipated, it is important to thoroughly pre-brief

the mission so that all pilots understand:

• If an OSC has been assigned and who it is. 

• The frequencies to be used for air-to-air, air-to-surface, and by the controlling 

unit or SMC. The primary and secondary frequencies should be known by all 

concerned. 

• The exact boundaries of the assigned search areas. 

• The altitude to use while in the assigned area. (This should be a different 

altitude from aircraft in the same and adjoining search areas to provide proper 

separation.) Adherence to assigned altitudes in a multi-aircraft search is vital to 

maintaining safe operations. Any required deviation from assigned altitude must 

be immediately reported to the OSC and/or SMC. 

• The altitude to use enroute to and from the assigned search area. This will 

normally be above the altitudes being used by the aircraft within the search area.

L.2. On-Scene 

Commander

If an OSC has been assigned, it is the responsibility of the participating aircraft to 

maintain communications with the OSC and report all significant sightings. The 

OSC should be informed when searches in any area are near completion so that

additional search areas can be assigned or other instructions given. It is the 

responsibility of the participating aircraft to comply with instructions given by the 

OSC unless the aircraft is unable to do so because of fuel, weather, or safety related 

issues or regulatory prohibition. Any inability to comply with instructions given by

the OSC must be immediately and clearly communicated to the OSC. 

11-47
Chapter 11 – Search and Rescue Procedures

11-48
Chapter 11 – Search and Rescue Procedures

Section M. Identification Pass 

Introduction This section describes the requirements for flying an identification pass. 

M.1. Planning 

the Pass 

When a low pass is required to identify a vessel, it must be done in such a way as to 

not cause concern to the persons on the vessel, and to maintain a margin of safety for 

the flight crew (see Figure 11-12). The flight crew should be briefed prior to the 

pass on what to look for and what to do in the event of an emergency. 

M.2. Low-Level 

Flight 

Low-level flight is inherently dangerous. As an implicit part of the Auxiliary 

Aviation Program policy, Auxiliary pilots should not operate in this regime unless 

qualified and current, and then only under orders for an actual SAR case. To do 

otherwise is not only dangerous, but may expose the Auxiliary pilot to FAA 

certificate action. Auxiliary pilots, therefore, do not normally operate below 500 

feet AGL for any purpose other than takeoff and landing. 

M.3. Pass Route The letdown for the pass should be made some distance from the vessel and the 

altitude stabilized prior to passing the vessel. The pass should be made parallel to 

the vessel or across its stern at sufficient distance that the persons onboard do not 

feel threatened by the pass. It is preferable to have the vessel on the starboard side 

of the aircraft so the observer can make the necessary observations. The pilot’s 

primary responsibility during the pass is to fly the aircraft. The pilot should not fly

any lower or closer than is absolutely necessary to note the features needed for

identification and should avoid passing directly over the vessel. Repeated passes 

should also be avoided. 

11-49
Chapter 11 – Search and Rescue Procedures

Figure 11-12

Identification Pass 

M.4. Airspeed The approach and pass should be made at a safe airspeed with the aircraft configured 

well above slow flight (minimum controllable airspeed) yet slow enough to assure 

confirmation of a sighting. At the minimum airspeed of an Auxiliary aircraft, the 

pass will occur quickly and thus only a cursory observation can be made. There is

no need to endanger the aircraft and its crew and no practical advantage by flying

too low and slow. 

11-50
Auxiliary Aviation Training Manual 

Chapter 12 

Logistics Flights 

Introduction Logistics flights support the mission of transporting passengers or cargo and prepositioning of aircraft for later missions. 

In this Chapter This chapter contains the following sections: 

Section Title See Page 

 A Passenger Transport 12-3 

B Transiting Military Airfields 12-7 

 C Rank/Honor Codes 12-9 

D Non-Operational Logistics Missions 12-11 

 

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Auxiliary Aviation Training Manual 

12-2
Chapter 12 – Logistics Flights 

Section A. Passenger Transport 

Introduction The Auxiliary Aviation Program is often tasked with transport of personnel or

equipment. Passenger transport and cargo transport are further separated into 

operational and non-operational flights. Passenger transport flights are considered

operational missions, and thus require adherence to a set of specific mission 

environments. 

A.1. Flight 

Requirements 

For passenger transport missions, flights are conducted with the same requirements 

as any other operational mission, except that only one pilot and no crew are required 

for flights in daylight VMC. 

For flight at night or in IMC, the requirements are also the same as other operational 

missions, with two IFR-rated pilots, and the PIC certified as an aircraft commander. 

A.2. Flight 

Environment 

Due to the changing nature of the flight environment, it is considered good practice 

to provide two IFR-rated pilots, with the PIC an aircraft commander, for most

passenger transport, unless other conditions (such as weight and balance) make this 

impractical. 

A.3. Passenger 

Briefing 

A full passenger briefing should be provided prior to departure. This includes 

details of safety procedures, flight routes, and procedures. At this time it is also 

appropriate to notify passengers and crew of special procedures such as “sterile

cockpit” or quiet times when contacting ATC or approaching for a landing. The 

PIC should ensure that the passengers understand appropriate entry and egress 

procedures for both normal and emergency situations. 

A.4. Pre-Flight 

Information 

A worksheet with the information listed in Figure 12-1 should be prepared and 

distributed to all parties involved in the passenger transport mission, so that all

concerned know exactly where and when the aircraft will depart and arrive for each

leg of the flight, and contact information for any changes. 

12-3
Chapter 12 – Logistics Flights 

Date of mission: Date prepared: 

Aircraft assigned (N#): Pilot: 

Passenger(s) name and rank(s): Total number of passengers and crew:

Departure: Airport/Fixed-Base 

Operator(FBO): 

Destination: Airport/FBO: 

Departure: Contact phone number: Destination: Coast Guard 

frequency/call sign & phone number:

Departure: Auxiliary contact/phone 

number: 

Destination: Auxiliary contact/phone 

number: 

Estimated time of departure: Estimated time of arrival: 

Estimated time enroute: Distance to destination: 

Planned route of flight: Mission coordinator: 

Pilots member number: Pilot’s signature: 

Figure 12-1

Worksheet for Passenger Transport 

A.5. Passenger 

Arrival 

For passenger transport, the aircraft should always arrive at the pickup point for the 

passenger before the pickup time. Preflight the aircraft and have it ready for

departure when the passenger arrives. Stand at the aircraft when the passenger 

arrives and return a salute if one is rendered. When practical, the ranking officer 

should be the last to enter the aircraft and the first to disembark. As with all 

AUXAIR flights, a thorough preflight passenger briefing should be conducted. 

A.6. Passenger 

Baggage 

Be conscious of the weight and balance requirements for your aircraft. Find out

before the flight the type of baggage the passenger intends to take with them. Do 

not hesitate to inform the passenger if the baggage is more than what is allowable 

for the aircraft in either weight or volume. If it is anticipated that aircraft weight 

and balance will be a possible limiting factor for the flight, it is recommended that, 

when possible, the passengers be contacted well ahead of the mission so that they 

can comfortably prepare their baggage, as well as advise the PIC of their 

approximate weight or any other special requests. 

12-4
Chapter 12 – Logistics Flights 

A.7. In-Flight 

operations 

Always make maneuvers as smooth as possible. Make standard rate turns when

possible. Avoid steep banking turns and abrupt transitions to descent. Make

descents and approaches gradual. What may be normal for an aviator may terrify

the passenger.

A.8. Reaching 

Destination 

Arrival at the destination should be as close to the scheduled arrival time as 

possible, but not earlier, unless the reception personnel are notified well in advance. 

In most situations, the reception personnel will have radio communication 

capabilities. Keep them informed of progress. Notification should be made of any 

significant changes from the scheduled ETA. 

Know before departure exactly which facility or FBO at the destination airfield will

be the disembarkation point. Study the airfield diagram to effect a smooth taxi after 

landing. When feasible, stop the aircraft so that the door from which the passenger 

will exit is facing the reception personnel. 

Whenever embarking or disembarking passengers or crewmembers, or any time a

person leaves or enters the airplane cabin, the engine(s) should be shutdown (see 

Auxiliary Operation Policy Manual, COMDTINST 16798.3 (series), Appendix I) 

A.9. 

Accompanying 

Passengers 

When flying authorized logistic missions and passenger transport missions,

AUXAIR members of the flight crew are not expected to accompany the 

passenger(s) once they arrive at their destination. Should the passenger(s) invite the

crew to accompany them, the crew may do so. This does not imply that the crew

should wear (or carry) any uniform other than the Auxiliary flight suit, unless 

otherwise instructed by the OIA. 

12-5
Chapter 12 – Logistics Flights 

12-6
Chapter 12 – Logistics Flights 

Section B. Transiting Military Airfields 

Introduction A prerequisite for a no-hassle arrival at a military field is proper notification and 

coordination. The IFR Supplement should be used to determine which fields require 

a Prior Permission Required (PPR) number. It is preferable that the OIA contact the 

base operations at the destination and coordinate the visit even when a PPR number

is not required. Even with a PPR number, a flight plan into a military field must be

filed. In the remarks section, the crewmember should request that flight service 

notify the destination airfield of his/her arrival. 

B.1. Filing a 

Flight Plan 

Auxiliary flight crews file a Military Flight Plan (Form DD-175) with their base 

operations before departing a military field. Before filing the flight plan, a signed 

Flight Weather Brief (Form DD-175-1) is obtained from the forecaster at the field. 

This is also an opportune time to obtain current charts or books that may be needed.

(see Appendix A) 

B.2. Wearing 

Hats on the 

Flight Line 

Unlike civilian fields, personnel may not wear ball caps or other hats on the flight 

line. The only exception to this is a flight helmet. This is to prevent the possible 

inadvertent loss of headgear in wind, or jet- or prop-wash, which could lead to an 

accident or incident if the headgear is then ingested into an engine intake. 

B.3. Starting

Procedures 

Check with base operations prior to engine start for any required engine start or 

departure procedures. Many military airfields will require contact with the tower 

before starting the aircraft engine. Transient services may also be required to stand 

by with a fire extinguisher during engine start. 

B.4. 

Transporting an 

O-6 or Higher 

If required to transport an active duty O-6 (Captain/Colonel) or higher, advise the 

destination base operations. An unannounced arrival with an O-6 or higher is a 

breach of etiquette. Have the OIA contact base operations at the destination via

landline approximately 1 hour before arrival to remind them that an O-6 or higher is 

onboard. On initial contact with the destination tower, advise that a high-ranking 

passenger is onboard. The code numbers to use are listed in paragraph C.2 of this 

chapter. 

EXAMPLE: “Navy Pensacola tower, this is Coast Guard AUXAIR Seven Three 

Four Uniform with one code 7 aboard, inbound for landing.” 

B.5. Refueling at 

Military Fields 

Most military fields no longer have aviation gasoline (AVGAS) available. Even 

when they do, Auxiliarists do not normally carry the government credit cards

required. Flights will generally go much smoother if plans are made to refuel

elsewhere. However, some military airfields have aero clubs and it may be possible 

to obtain fuel from these clubs. Most aero clubs normally accept cash or credit 

cards. 

12-7
Chapter 12 – Logistics Flights 

B.6. Military 

Field Frequency 

Most military towers guard 126.200 MHz in addition to their UHF and/or VHF

working frequencies. Use the IFR Supplement to confirm tower and ground 

frequencies. Normal JEPPESEN approach plates do not include the military fields. 

If expected to arrive on an IFR flight plan, have the OIA obtain the necessary DoD 

approach plates. Some Coast Guard air stations use an assigned marine VHF

channel for local communications with incoming and departing taxiing aircraft in 

the vicinity of their operating ramps. 

B.7. Landing Upon landing, taxi to base operations for disembarking passengers and then to a 

transient parking area if expecting to remain for an extended period. Again, preplanning will make the evolution occur smoothly. Expect to be directed by a

“follow me” truck and be positioned by a taxi director. Always chock the aircraft 

before leaving it. 

12-8
Chapter 12 – Logistics Flights 

Section C. Rank/Honor Codes 

Introduction This section describes codes corresponding to ranks and honors for a given 

passenger. 

C.1. Designator 

Letter – Service 

Category 

Designator letter - service category:

• A - Air Force 

• C - Coast Guard

• M - Marine Corps 

• R - Army

• V - Navy

C.2. Code 

Numbers for

VIPs 

Code numbers for VIPs: 

• 1 - President of the United States (not normally flown by Auxiliary) 

• 2 - Vice President of the United States (not normally flown by Auxiliary)

Admirals of the fleet (5 stars) 

Generals of the Army (5 stars) 

• 3 - Commandant of the Coast Guard 

Generals (4 stars) 

Admirals (4 stars) 

• 4 - Vice Commandant of the Coast Guard 

Coast Guard Area Commanders 

Vice Admirals (3 stars) 

Lieutenant Generals (3 stars) 

• 5 - Rear Admirals (2 stars) 

Major Generals (2 stars) 

• 6 - Rear Admirals (lower half) (1 star) 

Brigadier Generals (1 star) 

• 7 - Coast Guard and Navy Captains; Army, Air Force, and Marine Corps 

Colonels 

12-9
Chapter 12 – Logistics Flights 

C.3. Honor Code 

Letters 

Honor code letters: 

• H - Accord honors as appropriate 

• N - Accord no honors; request informal visit with the commander 

• O - Request nothing 

EXAMPLE: C5H means VIP, Coast Guard Rear Admiral, accord honors 

EXAMPLE: C7O means VIP, Coast Guard Captain, request nothing 

12-10
Chapter 12 – Logistics Flights 

Section D. Non-Operational Logistics Missions 

Introduction Logistics missions that are non-operational include cargo transport and prepositioning of aircraft for a mission. 

D.1. Cargo 

Transport 

Normally, only a single pilot is needed for cargo transport, with no crew 

requirement unless specified by the OIA. These flights are only conducted in 

daylight VMC unless the two-pilot requirements are adhered to. 

All communications and reporting requirements apply to this mission. 

D.2. PrePositioning 

Pre-positioning of aircraft for later missions may be done by an aircraft commander 

operating single-pilot, so long as the aircraft commander meets the requirements for 

currency and recent experience as defined in the Auxiliary Operations Policy 

Manual, COMDTINST M16798.3 (series). If these requirements are met, the flight

may by conducted day or night, VMC or IMC. 

12-11
Chapter 12 – Logistics Flights 

12-12
Auxiliary Aviation Training Manual 

Appendix A 

Coast Guard Forms 

Introduction This appendix provides a listing of and sample copies of forms referenced in this

manual. These forms are current as of the printing of this manual, however they are 

constantly being changed and modified. These are only examples and should not be 

used for official business. The most up to date version of the forms can be found on 

the National Auxiliary Web Site or ordered from ANSC. 

In this Appendix This appendix contains the following information: 

Topic See Page 

AUXAIR Mission Report A-3 

Auxiliary Aircraft Facility and Offer For Use (ANSC-7005) A-4 

Pilot/Air Crew Qualification Form (ANSC-7015) A-6 

Aircraft Emergency Procedures for Attracting Surface Craft (CG3488) A-8 

Military Flight Plan Form (DD-175) A-9 

Flight Weather Plan Form (DD-175-1) A-10 

NASA ARC (Form 227B) A-11 

FAA Flight Plan (Form 7233-1) A-13 

 

A-1
Auxiliary Aviation Training Manual 

A-2
Appendix A – Coast Guard Forms 

Patrol Order Number: Date:

Facility: Patrol Type: 

Pilot: Sector: 

Observers: Area Patrolled:

POB: 

 

Comms:

Takeoff Time: Return Time::

Flight Hours Mission Hours 

Weather:

Risk Assessment: 

Physical Assets Monitored: 

Vessel Observations:

Law Enforcement Encountered:

Summary: 

Figure A-1 

AUXAIR Mission Report

A-3
Appendix A – Coast Guard Forms 

Figure A-2 

Auxiliary Aircraft Facility and Offer For Use (ANSC-7005) 

A-4
Appendix A – Coast Guard Forms 

Figure A-2 

Auxiliary Aircraft Facility and Offer For Use (ANSC-7005) - Continued 

A-5
Appendix A – Coast Guard Forms 

Figure A-3 

Pilot/Air Crew Qualification Form (ANSC-7015) 

A-6
Appendix A – Coast Guard Forms 

Figure A-3 

Pilot/Air Crew Qualification Form (ANSC-7015) - Continued 

A-7
Appendix A – Coast Guard Forms 

Aircraft Emergency Procedures for Attracting Surface Craft 

The Following Procedures Performed in Sequence are Employed by Aircraft to 

Direct a Surface Craft Towards an Aircraft or Surface Craft in Distress. 

1. Circling the surface craft at least once. 

2. Crossing the projected course of the vessel close ahead at a low altitude, rocking the wings or

opening and closing the throttle or changing the propeller pitch. 

3. Heading in the direction in which the surface craft is to be directed. 

4. Repeating if necessary.

When assistance of the surface craft to which the signal is directed is no longer 

required, aircraft performs following procedure. 

1. Crossing the wake of the vessel close astern at a low altitude, rocking the wings or opening and

closing the throttle or changing the propeller pitch. 

Normally, a change of heading will be made by the surface craft as an 

acknowledgement that the direction has been received and will be complied with. 

If the surface craft is unable to comply, it will so indicate by hoisting the 

international flag “N” or by other visual or radio means. 

**** To be posted at Conning Station**** 

Sample of USCG, Form CG-3488

Figure A-4 

Aircraft Emergency Procedures for Attracting Surface Craft (CG-3488) 

A-8
Appendix A – Coast Guard Forms 

Figure A-5 

Military Flight Plan Form (DD-175) 

A-9
Appendix A – Coast Guard Forms 

Figure A-6 

Flight Weather Plan Form (DD-175-1) 

A-10
Appendix A – Coast Guard Forms 

Figure A-7 

NASA ARC (Form 227B) 

A-11
Appendix A – Coast Guard Forms 

Figure A-7 

NASA ARC Form 227B - Continued 

A-12
Appendix A – Coast Guard Forms 

Figure A-8 

FAA Flight Plan (Form 7233-1) 

A-13
Appendix A – Coast Guard Forms 

A-14
Auxiliary Aviation Training Manual 

Appendix B 

Quick Reference 

Introduction This appendix provides a listing of useful source references. 

In this Appendix This appendix contains the following information: 

 Topic See Page 

 Web Sites B-3 

 Commandant Instructions B-3 

 

B-1
Auxiliary Aviation Training Manual 

B-2
Appendix B – Quick Reference 

Web Sites 

ANSC www.uscgaux.org/~forms/forms.html

Auxiliary National* www.cgaux.org

Boat Force Home www.uscg.mil/hq/g-o/g-ocs/g-ocs.htm

Chief Director, Auxiliary* www.uscg.mil/hq/g-o/cgaux

Coast Guard Home Page www.uscg.mil/uscg.shtm

Coast Guard Office of Search and Rescue www.uscg.mil/hq/g-o/g-opr/sar.htm

Department of Homeland Security www.dhs.gov/dhspublic

Uniform Distribution Center www.uscg.mil/hq/g-w/g-wp/udc/index.htm

LEGEND: * - Indicates AUXDATA is accessible from web site

Commandant Instructions 

COMDTINST 3500.3 (series) Operational Risk Management

COMDTINST M16130.2 (series) U.S. Coast Guard Addendum to the United States National Search 

and Rescue Supplement (NSS) to the International Aeronautical 

and Maritime Search and Rescue Manual (IAMSAR) 

COMDTINST M16790.1 (series) Auxiliary Manual

COMDTINST 16798.1 (series) Auxiliary Aviation Program 

COMDTINST 16798.2 (series) Auxiliary Air Crew Qualification Program

COMDTINST M16798.3 (series) Auxiliary Operations Policy Manual

COMDTINST M16798.5 (series) Coast Guard Auxiliary Air Operations Training Manual

B-3
Appendix B – Quick Reference 

B-4
Auxiliary Aviation Training Manual 

Appendix C 

Glossary 

Introduction This appendix contains a list of terms used throughout this manual and their

definitions. For consistency, this manual uses the terms contained in this appendix 

where there are multiple terms for similar positions or functions. 

In this Appendix This appendix contains the following information: 

 Topic See Page 

 Glossary C-3 

 

C-1
Auxiliary Aviation Training Manual 

C-2
Appendix C – Glossary

TERM DEFINITION 

Air Crew Air crew are Auxiliarists trained and qualified in the aviation program as air crew.

Air crew is an upgraded qualification level for observers who successfully complete

a series of tasks consisting of advanced observer duties and pilot and crew 

knowledge. 

Annual 

Requirement

Unless defined differently for a particular currency requirement, an annual

requirement remain current by completing the requirement during any part of the 

previous calendar year. 

For example, the requirement to attend an annual workshop means that to be current 

for calendar year 2, the mandatory workshop was attended sometime between

January 1 and December 31 of calendar year 1. This satisfies the requirement for 

currency during the entire calendar year 2 from January 1 to December 31. This 

sequence must be repeated in year 2 in order to remain current for year 3, etc. 

Crewmember A crewmember is a general term for an Auxiliarist certified to be part of a surface or 

air facility crew assigned to duty. This term includes the operator. 

Director (Chief 

Director of 

Auxiliary) 

A Director is an officer serving in the District operation’s staff who is a direct

representative of the District Commander with the responsibility to promote and 

manage the Auxiliary program. The Director receives program policy direction from

the Chief Director of Auxiliary (G-OCX). 

Districts District is an inclusive term used to identify both districts and regions of the Coast 

Guard and Auxiliary. 

Facility When “facility” is used within this manual, it refers to a privately-owned or 

Auxiliary unit vessel, aircraft, fixed land or land mobile radio station, or fixed land

RDF station offered for use and accepted by the Director as an operational facility. 

Flight Crew Flight crew is a term referring to all members of the aircraft crew: pilot, air crew,

and observers. 

Logistical Mission A logistical mission is a mission that is non-operational in nature to include cargo 

transport, pre-positioning for a later mission, or a rendezvous with a safety pilot for a 

night/IMC operational mission. 

Mission A mission is a specific task or assignment, undertaken by individuals, that is

determined to be within the scope of their training and qualification.

Night Night is the period after civil twilight following sunset and prior to civil twilight 

preceding sunrise. 

Observer An observer is an Auxiliarist trained and qualified in the aviation program as an air 

observer. 

C-3
Appendix C – Glossary

TERM DEFINITION 

Offshore Offshore is the distance beyond gliding or the autorotative distance from shore. 

Operational 

Commander

An Operational Commander is an active duty Coast Guard command responsible for 

certain Coast Guard operations in a given geographic area. Operational 

Commanders include Sector commanders, Group commanders, Activity

commanders, Air Station COs, MSO COs, and station COs/Officers-in-charge 

(OICs). 

Operational 

Flight 

An operational flight is a flight that is operational in nature, i.e., patrol, air intercept,

MDA, etc., including passenger transport flights. 

Operator An operator is a general term for an Auxiliarist in charge of a facility or special

purpose facility assigned to duty (e.g., coxswain, personal watercraft (PWC) 

operator, radio operator, or PIC). 

“Ops Normal” 

Reports 

“Ops Normal” reports are position and status reports transmitted on a regular basis.

These reports give the current location and status of the facility, which may be “Ops 

Normal”, or may be some other status, such as “Conducting the Search”. 

Order-Issuing

Authority 

An OIA is an active duty entity authorized to issue operational orders. This 

responsibility shall not be delegated to the Auxiliary. Unit commanders and 

directors may act as OIAs (also known as call-out authorities). 

Orders Orders are written or verbal and are issued by an OIA to direct an Auxiliarist(s) or 

any Auxiliary resource(s) to conduct authorized missions. 

Patrol A patrol is movement of an operational facility under orders. It is expected that one

or more missions will be accomplished during that patrol.

Shore Shore is land that is suitable for an emergency landing with a reasonable expectation 

of landing without injury to persons onboard the aircraft. 

Special Mission A special mission is a non-routine or unscheduled mission that falls outside the 

normal profile of training, logistics, passenger transport, or patrol, and has a higher

than normal level of risk. 

Vessel(s) A vessel is a general term used by itself throughout this manual where differentiation 

between types of surface facilities is not necessary.

C-4
Auxiliary Aviation Training Manual 

Appendix D 

List of Acronyms

Introduction This appendix contains a list of acronyms used by the Auxiliary. 

In this Appendix This appendix contains the following information: 

Topic See Page 

List of Acronyms D-3 

 

D-1
Auxiliary Aviation Training Manual 

D-2
Appendix D – List of Acronyms

ACRONYM DEFINITION 

AAC Auxiliary Air Coordinator

ADF Automatic Direction Finder 

ADIZ Air Defense Identification Zone 

ADSO Assistant District Staff Officer 

ADSO-AAC Assistant District Staff Officer – Auxiliary Aviation Coordinator 

ADSO-AV Assistant District Staff Officer – Aviation 

ADSO-AVT Assistant District Staff Officer – Aviation Training 

AFSS Automated Flight Service Station 

AGL Above Ground Level 

AIS Automatic Identification System

ANB Aids to Navigation Boat 

ANSC Auxiliary National Supply Center 

AOR Area of Responsibility

ARTCC Air Route Traffic Control Center 

ASCO Air Station Commanding Officer 

ASOS Automated Surface Observation Service 

ASRS Aviation Safety Reporting System

ATC Air Traffic Control 

ATIS Automatic Terminal Information Service 

ATON Aids to Navigation 

AUXAIR Auxiliary Aviation 

AUX-ED Auxiliary Assistant Pollution Investigator 

AUX-ET Auxiliary Assistant Pollution Response Specialist 

AUXSAR Search and Rescue Student Text 

AVGAS Aviation Gasoline 

AWOS Automated Weather Observation Service 

BC-OAA Branch Chief – Air Flight Surgeon 

BC-OAC Branch Chief – Aviation Capabilities 

BC-OAF Branch Chief – Standards 

BC-OAH Branch Chief – Homeland Security Flight Operations 

BC-OAM Branch Chief – Aviation Management 

D-3
Appendix D – List of Acronyms

ACRONYM DEFINITION 

BC-OAP Branch Chief – Special Projects 

BC-OAR Branch Chief – Aviation Recruitment 

BC-OAS Branch Chief – Flight Safety

BC-OAT Branch Chief – Aviation Training 

BQ Basically Qualified 

BUSL Buoy Utility Stern Loading 

CO Commanding Officer 

CRM Crew Resource Management 

CS Creeping Line Search 

CSC Creeping Line Coordinated Search 

CSP Commence Search Point 

DF Direction Finder 

DFSO District Flight Safety Officer 

DH Decision Height 

DHS Department of Homeland Security

DIRAUX Director of Auxiliary

DME Distance Measuring Equipment 

DPB Deployable Pursuit Boat 

DSO-AV District Staff Officer – Aviation 

DSO-MS District Staff Officer – Marine Safety

DUAT Direct User’s Access Terminal 

DVC-OA Division Chief – Air Operations 

ELT Emergency Locator Transmitter 

ELT Enforcement of Laws and Treaties 

EPIRB Emergency Position Indicating Radio Beacon 

ETA Estimated Time of Arrival 

FAA Federal Aviation Administration 

FAF Final Approach Fix 

FAR Federal Aviation Regulations 

FBO Fixed-Base Operator (airport operation) 

FC Flotilla Commander 

D-4
Appendix D – List of Acronyms

ACRONYM DEFINITION 

FD Winds Aloft 

FSO Flotilla Staff Officer 

FSO-MA Flotilla Staff Officer – Materials 

FSS Flight Service Station 

GPS Global Positioning System 

HAZMAT Hazardous Material 

IAMSAR International Aeronautical and Maritime Search and Rescue Manual

ICS Incident Command System 

IFR Instrument Flight Rules 

ILS Instrument Landing System

IMC Instrument Meteorological Condition 

IMSEP Introduction to Marine Safety and Environmental Protection 

JEPPESEN Commercial provider of instrument aviation charts and procedures 

LOFT Line Oriented Flight Training 

LORAN Long-Range Aid to Navigation 

LNG Liquefied Natural Gas 

LPG Liquid Petroleum Gas 

MA Materials Officer 

MAP Missed Approach Point (in instrument flight) 

MARSEC Maritime Security

MDA Maritime Domain Awareness 

MDA Minimum Descent Altitude (in instrument flight) 

MEA Minimum Enroute Altitude

MEP Marine Environmental Protection 

METAR Aviation Routine Weather Report 

MLB Motor Lifeboat 

MOA Military Operating Area 

MS Marine Safety

MSB Motor Surf Boat 

MSD Marine Safety Detachment 

MSO Marine Safety Office 

D-5
Appendix D – List of Acronyms

ACRONYM DEFINITION 

NASA National Aeronautics and Space and Administration 

NM Nautical Mile 

NOAA National Oceanic and Atmospheric Administration 

NOS National Ocean Survey

NOTAMS Notice to Airmen 

NTSB National Transportation Safety Board 

OIA Order-Issuing Authority

OIC Officer-in-charge 

OPSEC Operational Security

ORM Operational Risk Management 

OSC On-Scene Commander 

PF Pilot Flying 

PFD Personal Flotation Device 

PIC Pilot-in-Command 

PNF Pilot Not Flying 

POD Probability of Detection 

PPE Personal Protective Equipment 

PPR Prior Permission Required 

PS Parallel Track Search 

PWC Personal Watercraft 

PWCS Ports, Waterways, and Coastal Security

RACON RADAR Transponder 

RB Response Boat 

RCC Rescue Coordination Center 

RHIB Rigid Hull Inflatable Boat

SARSAT Search and Rescue Satellite 

SITREPS Situation Reports 

SAR Search and Rescue 

SMC SAR Mission Coordinator

SOLAS Safety of Life at Sea 

SRR Search and Rescue Region 

D-6
Appendix D – List of Acronyms

ACRONYM DEFINITION 

SRU Search and Rescue Unit 

SS Expanding Square Pattern 

SWET Shallow Water Egress Trainer 

TAC Tactical Air Navigation System

TAF Aerodrome Forecast 

TPSB Transportable Port Security Boat 

TS Single-Unit Trackline Pattern 

UHF Ultra High Frequency

UTB Utility Boat 

VDA Visual Detection Aid 

VDS Visual Distress Signal 

VFR Visual Flight Rules 

VHF Very High Frequency

VMC Visual Meteorological Condition 

VOR Very High Frequency Omni Range 

VORTAC Very High Frequency Omni Range Tactical Air Navigation System 

WAGB Inland Icebreaker 

WHEC High Endurance Cutter 

WIX Training Barque Eagle 

WLB Seagoing Buoy Tender 

WLI Inland Buoy Tender 

WLM Coastal Buoy Tender 

WLR River Buoy Tender 

WMEC Medium Endurance Cutter 

WPB Patrol Boat 

WPC Patrol Coastal 

WTGB Icebreaking Tug 

WYTL Small Harbor Tug 

D-7
Appendix D – List of Acronyms

D-8
Auxiliary Aviation Training Manual

INDEX 

A

above ground level, 6-7, 7-7, 8-6, 8-9, 11-22, 

11-49, D-3

above water level, 8-9 

AC, 2-5, 7-3 

acronyms, 2, 11-43, D-1

administration, 1-3, 11-7 

ADSO, 1-4, 2-3, 11-9, D-3

AGL, D-3 

AI, 8-9, C-4 

aids to navigation, 1-7, 10-1, 10-17, 10-18, D-3 

air crew, 1-5, 2-3, 2-5, 3-3, 4-3, 5-1, 5-3, 5-7, 5-

8, 5-9, 5-10, 5-11, 6-1, 6-3, 6-9, 6-22, 7-6, 8-

5, 9-17, 10-17, A-1, A-6, A-7, B-3, C-3

air operations, 1-6, 2-3, 6-9, 8-1, 10-17, 10-22 

airspeed, 5-8, 9-5, 11-23, 11-31, 11-33, 11-50 

air-to-surface, 11-47 

alcohol, 8-3, 8-6 

alpha, 5-10, 6-9, 6-10, 6-11, 6-13, 6-14, 6-15 

ANB, 4-18, D-3 

annoyance, 8-10 

annual requirement, 2-4, C-3 

ANSC, 2, 3, 2-8, A-1, A-4, A-5, A-6, A-7, B-3, 

D-3 

antenna, 2-7, 6-3, 6-5, 6-6, 10-23, 11-17, 11-18 

anti-exposure, 7-3, 7-6 

AOR, 1-7, 1-8, 6-13, 10-11, D-3 

area familiarization, 1-6, 1-7, 2-5, 5-3, 10-5, 10-

18 

area of responsibility, 1-7, 1-8, 6-13, 10-11, D-3 

areas, 1-7, 5-5, 5-10, 6-4, 7-7, 8-10, 9-13, 10-4, 

10-12, 10-15, 10-18, 10-22, 10-23, 11-5, 11-9, 

11-13, 11-15, 11-16, 11-35, 11-36, 11-41, 11-

47 

ASRS, 8-1, 8-7, D-3 

assistant commandant for operations, 2, 1-3, C-3 

assistant district staff officer, 1-4, 2-3, 11-9, D-3

ATC, 3-3 

AtoN, 1-7, 10-1, 10-17, 10-18, D-3 

aton boat, 4-18, D-3 

audio panel, 5-7 

AUXDATA, B-3 

AUX-ED, 10-11, D-3 

AUX-ET, 10-11, D-3 

auxiliary assistant pollution investigator, 10-11, 

D-3 

auxiliary assistant pollution response specialist, 

10-11, D-3 

auxiliary database, B-3 

auxiliary facility, 1-6, 1-8, 6-3, 7-3, 7-5 

Auxiliary Manual, 1-3, 1-4, 8-5, B-3 

auxiliary marine environmental safety and 

security, 1-1, 10-4, 10-10, 10-11, 11-1, 11-43,

11-44, 11-49, 11-50, 12-9, D-5 

auxiliary national supply center, 2, 3, 2-8, A-1, 

A-4, A-5, A-6, A-7, B-3, D-3 

auxiliary search and rescue specialty course, 6-

17, D-3 

auxiliary station, 6-3 

AUXMAN, 1-3, 1-4, 8-5, B-3 

AUXSAR, 6-17, D-3 

aviation safety reporting system, 8-7, 8-8, D-3 

aviation training center, 2-3, 3-9, 5-8, 5-9, 6-3, 

6-10, 8-9, 10-9, 11-12, 12-3, D-3 

B

banner, 6-24, 9-13, 11-19

basically qualified, 2-3, D-4 

BC, 1-3, D-3, D-4 

beach, 9-1, 9-5, 10-15 

beach landings, 9-1, 9-5 

BGEN, BG, 12-9

binoculars, 4-9, 11-18 

boarding, 9-11, 9-14

BQ, 2-3, D-4

branch chief, national staff, 1-3, D-3, D-4 

bravo, 5-10, 6-9, 6-10, 6-11, 6-13, 6-14

brigadier general, 12-9

buoy, 4-18, 10-17, 10-18, 10-20, 10-21, 10-22, 

D-4 

buoy utility stern loading, 4-18, D-4 

BUSL, 4-18, D-4 

C

call signs, 6-10, 6-15, 11-13 

call-out, 11-3, 11-8, 11-10, 11-11, 11-12, C-4

CAP, 3, 7-4 

captain, 3-5, 3-6, 12-7, 12-10

cargo, 12-1, 12-3, 12-11, C-3

catastrophic, 8-4 

CDR, 4-5, 7-7, 11-7, 11-47, D-6

CFR, 8-7, 8-8, 8-9 

charlie, 1-3 

Index-1
Auxiliary Aviation Training Manual

chart, 1-7, 2-5, 5-3, 5-6, 5-9, 5-10, 6-26, 7-3, 10-

5, 10-17, 10-18, 10-19, 11-31, 11-39 

checklist, 3-9, 3-10, 5-10

circular wake, 6-23 

civil air patrol, 3, 7-4 

clothing, 4-4, 7-6, 8-5, 9-9, 9-13, 9-15, 10-23 

CM, 2-7, 5-9, 6-1, 6-3, 6-4, 6-13, 6-15, 6-17, 7-

6, 10-5

CMT, 7-6 

CO, 6-9, D-3, D-4 

Coast Guard forms, A-1 

coast guard operations system center, 4-5, 11-7, 

11-8, 11-11, 11-47, D-6

Coast Guard patrol boat class, 4-21, D-8 

coastal boat patrol, 4-21, D-8 

coastal buoy tender, 4-20, D-8

cockpit check, 5-10 

code, 5-8, 6-25, 11-12, 11-17, 12-1, 12-7, 12-9, 

12-10

code of federal regulations, 8-7, 8-8, 8-9

COL, 12-7

colonel, 12-7

commandant, 2, 1-1, 5-3, 10-4, 11-5, 12-9, B-1, 

B-3 

commander, 4-5, 7-7, 11-7, 11-47, D-6

commanding officer, 6-9, D-3, D-4 

commodore, 1-4

communication, 1-1, 2-4, 2-5, 2-7, 3-6, 3-9, 3-

10, 3-10, 4-17, 4-19, 5-5, 5-8, 5-9, 6-1, 6-3, 6-

4, 6-5, 6-6, 6-7, 6-9, 6-10, 6-12, 6-13, 6-15, 6-

17, 6-23, 7-3, 7-4, 7-6, 7-7, 10-5, 11-3, 11-7, 

11-8, 11-9, 11-12, 11-13, 11-31, 11-47, 12-8, 

12-11

communication services, 11-35, 11-36, D-4 

communications security, 6-4 

COMO, 1-4

COMSEC, 6-4 

controlled airspace, 11-11, 11-12 

co-pilot, 2-5, 2-6, 5-7, 7-7 

coxswain, C-4 

CP, 2-6 

crew requirements, 7-6 

crew resource management, 2, 1-5, 2-4, 3-1, 3-3, 

3-4, 3-5, 3-6, 3-7, 3-9, 6-6, 11-13, D-4 

crewmember, 3-1, 3-7, 3-9, 3-10, 5-3, 5-11, 6-

12, 7-5, 7-6, 9-7, 9-8, 9-11, 9-14, 11-13, 12-7, 

C-3 

CRM, 2, 1-5, 3-1, D-4 

CS, 11-35, 11-36, D-4 

currency maintenance, 2-4

custody/control, 2-3, 2-7, 3-6, 4-3, 5-9, 6-3, 6-4,

6-5, 6-10, 6-22, 8-5, 8-6, 9-5, 9-7, 10-14, 10-

23, 11-5, 11-7, 11-42, D-3

D

DAB, 1-4 

DC, 3-5, 3-6 

DCO, 1-4

death, 9-14 

debris, 4-9, 9-5, 10-15, 11-8, 11-15, 11-16, 11-

22 

defender class, 4-18 

dehydration, 8-6 

delegation, 3-9 

department of defense, 10-4

department of homeland security, 1-1, 10-3, 10-

4, B-3, D-4 

departure, 1-9, 5-9, 6-13, 7-6, 11-35, 11-41, 12-

3, 12-4, 12-5, 12-7 

deployable pursuit boat, 4-17, D-4 

detachments, 10-11 

DF, 4-4 

DFSO, 8-3, D-4 

DHS, 1-1, 10-3, 10-4, B-3, D-4 

DIRAUX, 2, 2-7, D-4 

direction, 1-9, 4-4, 4-5, 4-10, 4-23, 4-24, 5-6, 5-

8, 6-3, 6-11, 6-17, 6-18, 6-21, 6-23, 6-25, 6-

26, 10-3, 10-12, 10-13, 10-22, 11-11, 11-12, 

11-13, 11-18, 11-31, 11-36, 11-38, 11-40, 11-

44, 11-46, A-8, C-3, D-3, D-4 

direction finding, 4-4, D-4

director of auxiliary, 2, 2-7, C-3, D-4 

director of operations capability, 2, 3, 1-3, C-3 

disaster, 1-8, 3-6, 11-15 

disciplinary action, 8-7 

discrepancy, 8-7, 10-17, 10-19, 10-20, 10-21,

10-22 

distress, 1-7, 2-5, 5-3, 6-5, 6-22, 6-23, 8-9, 9-7, 

9-12, 10-7, 10-9, 11-1, 11-3, 11-5, 11-7, 11-8, 

11-15, 11-17, 11-22, 11-36, 11-39, A-8, D-7

district, 1-1, 1-3, 1-4, 1-8, 2-3, 2-4, 2-7, 3-3, 8-3, 

9-3, 10-11, 10-17, 11-7, C-3, D-4 

district commander, 1-1, 11-7, C-3 

district commodore, 1-4

district flight safety officer, 1-4, 8-3, D-4

district staff officer, 1-4, 10-11, 11-10, D-4 

district staff officer - aviation, 1-4, 11-10, D-4 

ditch, 9-1, 9-5, 9-7, 9-8, 9-11, 11-13, 11-38

Index-2
Index 

division, 1-1, 1-3, 8-3, D-4

division chief, 1-3, D-4 

DOD, 10-4

donation, 8-6

DPB, 4-17, D-4 

DSO, 1-4, 10-11, 11-10, D-4 

DVC, 1-3, D-4 

dye marker, 6-20, 9-13, 11-17, 11-28 

E

EEZ, 10-3

egress, 2-3, 2-4, 2-5, 5-3, 9-3, 9-8, 9-17, 11-13, 

12-3, D-7

electronic equipment, 11-31 

emergency, 1-6, 1-8, 2-5, 3-1, 3-5, 3-10, 5-3, 5-

6, 5-8, 5-10, 6-5, 6-6, 6-7, 6-23, 7-3, 9-1, 9-3, 

9-5, 9-8, 9-12, 9-15, 9-17, 11-1, 11-8, 11-13, 

11-17, 11-18, 11-41, 11-49, 12-3, A-1, A-8, 

C-4, D-4 

emergency position indicating radio beacon, 9-

12, 11-17, 11-18, 11-41, 11-42, D-4 

EPIRB, 9-12, D-4 

equipment, 1-5, 1-8, 1-9, 2-7, 2-8, 4-3, 5-5, 5-6,

5-7, 5-8, 5-11, 6-1, 6-5, 6-25, 6-26, 7-3, 8-3, 

8-4, 9-3, 9-11, 9-15, 9-17, 10-5, 10-23, 11-13,

11-17, 11-18, 11-31, 11-41, 12-3, D-4 

exclusive economic zone, 10-3

F

FAA, 1-3, D-4 

facility inspection, 2-5 

failure, 3-5, 5-8, 10-21 

FAR, 1-8, 2-3, 7-3, 7-5, 8-7, 8-8, 8-9, 11-9, D-5 

fatigue, 4-9, 4-10, 7-5, 7-6, 8-3, 8-6, 10-5, 11-

11, 11-22 

FC, 3, 2-3, D-5 

federal aviation administration, 1-3, 2-3, 2-4, 3-

3, 3-10, 5-10, 6-3, 6-9, 7-4, 7-6, 8-1, 8-5, 8-7, 

8-8, 8-9, 10-9, 11-9, 11-16, 11-22, 11-31, 11-

49, A-1, A-13, D-4 

federal aviation regulation, 1-8, 2-3, 7-3, 7-5, 8-

7, 8-8, 8-9, 11-9, D-5 

fire, 1-7, 6-3, 7-6, 8-5, 9-12, 9-15, 10-9, 12-7 

first pilot, 2-5, 2-6, 7-3, 7-7, 8-9, 9-3, 11-9, 11-

11 

fitness, 8-3

fixed land, C-3 

fixed-wing, 7-6, 11-8, 11-22, 11-24, 11-25, 11-

26, 11-27 

flag, 6-17, 6-19, 11-17, 11-18, 11-28, A-8 

flare, 6-20, 9-12, 11-17, 11-18, 11-28 

flight environment, 1-6, 3-5, 3-10, 7-1, 11-9, 12-

3 

flight examiner, 2-5 

flight plans, 7-6 

flight route, 11-11, 12-3 

flight safety, 2, 1-3, 1-4, 1-6, 3-3, 8-1, 8-3, D-4 

flight safety officer, 2, D-5 

flight service station, 5-10, 6-5, 7-6, D-5

flotilla, 2, 3, 1-1, 2-3, D-5

flotilla commander, 3, 2-3, D-5 

flotilla staff officer, 2, D-5 

footwear, 8-5 

four-place, 4-5 

FP, 2-6, 7-3, 7-7, 8-9, 9-3, 11-9, 11-11

frequencies, 5-5, 5-9, 5-10, 6-1, 6-3, 6-5, 6-10, 

6-15, 6-25, 9-7, 9-12, 11-13, 11-18, 11-47, 12-

8

frequency, 2-7, 5-3, 5-5, 5-7, 5-9, 5-10, 6-1, 6-3, 

6-5, 6-7, 6-9, 6-10, 6-15, 6-25, 8-6, 9-7, 9-12, 

10-22, 11-13, 11-18, 11-47, 12-4, 12-8

FSO, 2, D-5 

FSS, 5-9, D-3, D-5 

fuel endurance, 11-10 

fuel reserve, 7-5 

FW, 7-6, 11-8, 11-22, 11-24, 11-25, 11-26, 11-

27 

G

G-C, 2, 1-1, 5-3, 10-4, 11-5, 12-9, B-1, B-3 

G-CV, 12-9

global positioning system, 5-6, 5-8, 6-26, 10-21, 

11-9, 11-18, 11-31, 11-33, 11-40, D-5 

glossary, C-1 

G-O, 2, 1-3, C-3 

G-OC, 2, 3, 1-3, C-3 

G-OCX, 2, 1-3, C-3 

GPS, 6-26, D-5 

ground emergency, 6-23 

guardian smallboat, 4-17

H

harbor patrol, 10-9

HARPAT, 10-9

Index-3
Index 

hazard, 1-8, 5-10, 6-21, 7-1, 8-1, 8-4, 8-8, 8-9, 

11-11, 11-17, 11-18 

heading, 4-4, 5-5, 5-8, 5-9, 6-11, 6-14, 6-21, 6-

25, 9-7, 11-31, 11-39, 11-41, A-8 

helicopter, 5-5, 6-1, 6-4, 6-14, 7-4, 9-14, 10-7, 

11-8, 11-13

HF, 5-8, D-7

high endurance cutter, 4-22, D-7 

human error, 3-3, 8-4 

hypothermia, 9-13, 9-15 

I

ice, 1-6, 1-7, 3-6, 6-3, 6-4, 7-3, 7-7, 10-1, 10-5, 

10-20, 10-22, 10-23, 10-24

ice reconnaissance, 1-7, 6-4, 10-1, 10-5, 10-23 

icebreaking tug, 4-19, D-8 

identification, 2-4, 4-13, 5-6, 5-9, 6-17, 6-23, 6-

25, 8-9, 10-13, 10-14, 10-22, 11-1, 11-9, 11-

49, 11-50, D-3

IFR, D-5 

IFT, 7-6 

IMC, 7-4, D-5 

immediate past office, 2-5

injury, 7-3, 9-3, C-4

inland buoy tender, 4-20, D-7

inland icebreaker, 4-19, D-7 

inspection, 2-7, 10-22 

instructor, 2-7, 2-8 

instructor pilot, 2-5 

instrument, 1-5, 2-5, 3-9, 3-10, 5-8, 6-5, 7-3, 7-

4, 7-6, 7-7, D-5 

instrument flight rules, 7-6, 8-4, 12-3, 12-7, 12-

8, D-5 

instrument meteorological condition, 1-5, 1-8, 7-

4, 7-7, 12-3, 12-11, C-3, D-5 

intercom, 5-3, 5-6, 5-7, 6-6, 6-7 

internet, 1-1, 3-3 

inventory, 10-17 

IP, 2-5

IT, 2-7, 2-8 

L

landing, 1-6, 3-5, 3-6, 3-10, 3-10, 5-8, 6-4, 6-18, 

7-3, 8-9, 9-1, 9-3, 9-5, 9-7, 9-15, 10-12, 10-

19, 10-23, 11-13, 11-49, 12-3, 12-5, 12-7, 12-

8, C-4, D-5 

lap belt, 7-5 

law enforcement, 6-4, 10-5, A-3 

lieutenant, 12-9

lieutenant general, 12-9

life member, 4-20

life preserver, 9-11 

life raft, 4-11, 9-3, 9-9, 9-11, 9-14, 11-17, 11-18, 

11-22, 11-38

limitations, 4-9, 7-3, 7-7, 8-1, 8-3, 11-9, 11-10,

11-37 

listen, 3-7, 5-10, 6-9, 6-12, 6-25 

LM, 4-20

logistical mission, C-3 

logistics, 1-8, 7-6, 7-7, 10-5, 10-18, 12-1, 12-11, 

C-4

long counts, 6-11 

long-range, 5-6, 6-26, 10-17, D-5 

lost vessel, 4-4 

low-level, 8-9, 11-9, 11-21, 11-49 

LT, 12-9

LTGEN, 12-9

M

mail, 10-21 

maintaining guard, 6-12, 7-4 

maintenance and logistics command, 1-1

MAJ, 11-44, 11-46, 12-9

major, 11-44, 11-46, 12-9

major general, 12-9

management, 1-3, 1-5, 3-1, 3-3, 3-4, 3-5, 3-7, 3-

9, 7-7, 8-3, 10-5, B-3, D-4, D-6

marine safety, 1-7, 10-1, 10-11, D-4, D-5, D-6 

marine safety office, 10-11, 10-12, 10-14, 10-24, 

C-4, D-6 

maritime domain awareness, 2, 1-6, 3-10, 10-1, 

10-3, 10-4, C-4, D-5 

markings, 6-23, 10-17 

materials, 2, 2-3, 9-8, D-5

MDA, 2, 1-6, 3-10, 10-1, 10-3, 10-4, C-4, D-5 

ME, 5-5, 6-4, 6-14, 7-4 

medication, 8-5 

medium endurance cutter, 4-22, D-8 

MEFW, 5-5 

member services, 1-7, 10-5, 10-11, 10-12, 10-

14, D-4, D-6 

member training, 4-13 

memorandum of agreement, D-6 

message, 1-9, 5-5, 6-9, 6-12, 6-15, 6-17, 6-18, 6-

22, 11-17 

meteorological, 1-5, 4-10, 4-11, 7-3, 11-21, 11-

22, 11-23 

Index-4
Index 

microphone, 6-5, 6-7, 6-12

minimum en route altitude, 7-7, D-5 

mirror, 4-4, 4-24, 9-12, 11-17, 11-28 

mission planning, 2-5, 3-9, 5-3, 7-5, 8-3, 11-11

MLB, 4-18, D-6 

motivation, 3-7, 4-9, 4-10

motor lifeboat, 4-18, D-6 

motor surf boat, 4-17, D-6 

MS, 1-7, 10-5, 10-11, 10-12, 10-14, D-4, D-6 

MSB, 4-17, D-6 

MSO, 10-11, 10-12, 10-14, 10-24, C-4, D-6 

MT, 4-13 

multi-engine, 5-5, 6-4, 6-14, 7-4 

multi-engine fixed-wing, 5-5 

multi-mission, 2, 1-6, 5-3, 6-3, 10-1, 10-5, 10-

18, 10-24, 11-3, 11-10 

N

national department chief, 3-5, 3-6 

national fight safety officer, 1-3, D-4 

national ocean survey, 3, 10-18, D-6 

national oceanic and atmospheric administration, 

5-5, 5-9, 5-10, 10-14, 10-18, D-6 

national safety council, 2 

national transportation safety board, 3-5, D-6

navigation, 1-5, 1-7, 2-4, 2-5, 2-7, 5-3, 5-6, 5-7,

5-8, 5-9, 5-10, 6-1, 6-25, 6-26, 10-7, 10-9, 10-

17, 10-20, 10-21, 11-1, 11-31, 11-33, 11-37, 

D-5, D-7

new member, 3-5, 11-24, 11-25, 11-26, 11-27,

11-28, 11-34, 11-39, 11-40, D-6 

night, 1-5, 6-20, 7-4, 7-7, 9-12, 9-13, 11-17, 11-

22, 11-28, 12-3, 12-11, C-3 

night operations, 7-4 

NM, 3-5, 11-24, 11-25, 11-26, 11-27, 11-28, 11-

34, 11-39, 11-40, D-6 

NOAA, 5-5, 5-9, 5-10, 10-14, 10-18, D-6 

non-owner pilot, 2-8 

NOS, 3, 10-18, D-6 

NOTAM, 5-9, D-6 

notification, 6-4, 10-12, 12-5, 12-7 

NSC, 2 

NTSB, 3-5, D-6 

O

OAX, 2, C-3, D-4 

observation, 1-5, 1-7, 1-8, 1-9, 2-5, 4-1, 4-3, 4-5, 

4-6, 4-7, 4-10, 4-23, 5-3, 5-7, 5-9, 10-12, 10-

14, 10-17, 10-18, 10-19, 11-3, 11-8, 11-9, 11-

17, 11-49, 11-50, A-3, D-3

office of auxiliary, 2, 1-3, C-3 

officer-in-charge, D-6

offshore, 1-5, 7-1, 7-3, 7-4, 9-1, 9-3, 10-13, 10-

15, 10-21, 11-22, C-4 

OIA, 1-8, C-4, D-6 

OIC, D-6

oil, 1-7, 5-3, 5-8, 6-19, 9-8, 9-15, 10-9, 10-11, 

10-12, 10-13, 10-13, 10-14, 10-15, 11-15, 11-

16 

OP, 1-1, 2, 1-3, 1-5, 1-8, 2-3, 2-4, 2-7, 2-8, 3-3,

3-10, 6-22, 6-24, 7-1, 7-3, 7-5, 7-6, 7-7, 8-5, 

8-6, 8-9, 9-1, 9-3, 10-9, 10-14, 11-9, 11-19, 

12-11, B-3, D-4 

operational auxiliarist, 1-1, 1-5, 6-3, 7-4

operational commander, 1-5, 11-11, C-4 

operational flight, 7-4, 12-3, C-4 

operational order, 7-3, C-4

operational security, 6-4, D-6

operator, 6-3, 6-4, 6-15, 11-12, 11-31, 12-4, C-3, 

C-4, D-5 

OPORDER, 7-3, C-4

OPSEC, 6-4, D-6

order-issuing authority, 1-8, 6-4, 6-14, 7-6, 10-5, 

10-9, 10-24, 11-3, 11-9, 12-5, 12-7, 12-8, 12-

11, C-4, D-6 

orders, 1-3, 2-7, 6-10, 7-3, 7-5, 7-6, 8-9, 11-49,

C-4

organization resource management, 8-3, D-6

OSC, 4-5, 11-7, 11-8, 11-11, 11-47, D-6

ownership, 2-7, 2-8 

P

passenger, 1-8, 3-6, 7-6, 7-7, 8-5, 10-5, 10-18,

11-18, 12-1, 12-3, 12-4, 12-5, 12-7, 12-9, C-4 

patrol, 1-6, 1-7, 1-9, 1-10, 1-11, 4-3, 4-21, 6-3,

6-4, 6-13, 6-14, 6-17, 6-23, 6-24, 7-3, 7-6, 7-

7, 10-1, 10-4, 10-5, 10-7, 10-9, 10-10, 10-12, 

10-18, 10-24, 11-8, 11-10, 11-19, A-3, C-4, 

D-8 

patrol boat, 4-21, D-8 

patrol coastal, 4-21, D-8

patrol log, 1-9, 1-10, 1-11, 7-7, 10-12 

patrol mission, 7-3 

pattern term, 11-1, 11-35, 11-43, 11-44, 11-45

PB, 4-17 

PE, 4-13

Index-5
Index 

performance, 3-3, 3-7, 4-10, 4-15, 7-5, 8-1, 8-5,

8-6, 10-4, 11-3, 11-9 

personal emergency position indicating radio 

beacon, 11-17

personal flotation device, 4-4, 9-9, 9-13, 11-23,

D-6

personal protective equipment, 1-9, 9-3, D-6

personal water craft, C-4, D-6

personnel services, 11-36, D-6

PFD, 4-4, 9-9, 9-13, 11-23, D-6

photographic evidence, 10-13, 10-14 

photographic mission, 1-7 

phraseology, 3-10, 6-9, 6-10

PIC, 1-9, 3-9, 7-5, D-6

pilot, 1-3, 1-5, 1-6, 1-8, 1-9, 2-3, 2-4, 2-5, 2-6, 

2-7, 2-8, 3-1, 3-3, 3-4, 3-5, 3-6, 3-7, 3-9, 3-10, 

4-3, 4-4, 4-5, 4-11, 5-3, 5-5, 5-6, 5-7, 5-9, 5-

10, 5-11, 6-1, 6-3, 6-17, 6-23, 6-26, 7-3, 7-4, 

7-5, 7-6, 7-7, 8-3, 8-5, 8-7, 8-9, 8-10, 9-3, 9-

12, 9-14, 9-17, 10-5, 10-9, 10-17, 10-21, 10-

22, 11-3, 11-9, 11-11, 11-13, 11-16, 11-21, 

11-31, 11-33, 11-41, 11-47, 11-49, 12-3, 12-4, 

12-11, A-1, A-3, A-6, A-7, C-3, D-6

pilotage, 11-31

pilot-in-command, 1-5, 1-9, 2-4, 2-5, 2-6, 2-8, 3-

7, 3-9, 3-10, 3-10, 4-3, 4-5, 4-9, 5-3, 6-3, 7-1, 

7-3, 7-5, 7-7, 8-6, 9-17, 10-7, 11-3, 11-9, 11-

11, 11-16, 12-3, 12-4, C-4, D-6

polar class icebreaker, 4-19, D-7 

ports, waterways, and coastal security, 1-7, 1-8, 

6-3, 6-13, 7-3, 7-7, 10-5, 10-9, D-6

position, 1-3, 1-4, 2-5, 4-3, 4-4, 4-5, 4-9, 4-10, 

5-5, 5-6, 5-7, 6-4, 6-14, 6-17, 6-26, 7-4, 7-6, 

9-7, 9-8, 9-11, 9-12, 9-13, 10-19, 10-21, 11-3, 

11-8, 11-22, 11-31, 11-35, 11-36, 11-38, 11-

39, 11-41, 11-42, C-1, C-4

post-mission, 1-10 

PPE, 1-9, 9-3, D-6

PPR, 12-7, D-6

preflight, 5-10, 12-4 

prior permission required, 12-7, D-6

protocol, 6-1, 11-13 

PS, 11-36, D-6

public education, 4-13 

publications, 4-17 

PWC, C-4, D-6

pyrotechnic, 6-20, 11-15, 11-17, 11-18

Q

qualification, 1-3, 1-5, 1-9, 2-1, 2-3, 2-4, 2-5, 5-

3, 8-8, A-1, A-6, A-7, B-3, C-3 

R

radar, 10-17, 11-15, 11-31, 11-43 

radio, 1-6, 1-9, 3-9, 4-17, 4-19, 5-3, 5-5, 5-6, 5-

7, 5-8, 5-10, 6-1, 6-3, 6-4, 6-5, 6-6, 6-7, 6-9, 

6-10, 6-11, 6-12, 6-13, 6-14, 6-15, 6-17, 6-23, 

6-25, 6-26, 9-12, 10-9, 10-10, 10-17, 10-20, 

10-21, 10-22, 11-12, 11-15, 11-17, 11-18, 11-

31, 11-36, 11-41, 11-46, 12-5, A-8, C-3, C-4, 

D-4 

radio direction finder, C-3

RADM, 12-9, 12-10

RDF, C-3 

rear admiral, 12-9, 12-10

receptions, 5-10, 6-5, 6-7, 6-12, 6-25, 12-5 

recognition, 2-5, 4-13, 5-3, 10-9

records, 1-7, 1-9, 6-3, 6-9, 8-8, 10-13 

reflective mirror, 4-4 

region, 11-5, D-7

REP, 3-3, C-3 

reports, 1-7, 1-10, 6-3, 6-4, 6-14, 8-7, 8-8, 9-12, 

10-9, 10-10, 10-12, 10-13, 11-22, 11-47

representative, 3-3, C-3 

response boat, 4-18, D-6

RHIB, 4-17, D-7

rigid hull inflatable boat, 4-17, D-7

risk, 2, 1-5, 1-9, 3-1, 3-3, 3-4, 3-9, 3-10, 7-7, 8-

3, 8-4, 9-3, 10-5, 10-17, 11-9, 11-13, 11-22, 

A-3, B-3, C-4, D-6

risk assessment, 2, 1-5, 1-9, 3-1, 3-10, 7-7, 10-5, 

11-13, A-3 

river buoy tender, 4-20, D-8 

rotary-wing, 7-6, 11-8 

rule, 3-1, 3-9, 3-10, 5-8, 7-3, 7-6, 7-7, 8-3, 8-5,

9-3, 11-8, 11-40 

RW, 7-6, 11-8

S

safety, 1-3, 1-4, 1-6, 1-8, 2-4, 3-1, 3-3, 3-5, 3-9,

3-10, 5-3, 5-6, 5-7, 6-13, 7-3, 7-4, 7-5, 8-1, 8-

3, 8-5, 8-6, 8-7, 8-8, 8-9, 10-1, 10-3, 10-4, 10-

5, 10-7, 10-11, 10-17, 11-9, 11-10, 11-21, 11-

47, 11-49, 12-3, C-3, D-7

SAR, 2, 1-5, 1-6, 1-8, 1-9, 2-5, 2-6, 4-3, 4-4, 5-

3, 6-1, 6-3, 6-5, 6-10, 6-15, 6-17, 6-22, 6-26, 

Index-6
Index 

7-3, 7-7, 8-9, 9-12, 10-7, 11-1, 11-3, 11-5, 11-

7, 11-8, 11-9, 11-10, 11-11, 11-12, 11-13, 11-

16, 11-17, 11-22, 11-31, 11-35, 11-49, B-3, D3, D-5, D-7

scan degree, 4-9, 4-10 

seagoing buoy tender, 4-20, D-7 

search and rescue, 2, 1-5, 1-6, 1-8, 1-9, 2-5, 2-6, 

4-3, 4-4, 5-3, 6-1, 6-3, 6-5, 6-10, 6-15, 6-17, 

6-22, 6-26, 7-3, 7-7, 8-9, 9-12, 10-7, 11-1, 11-

3, 11-5, 11-7, 11-8, 11-9, 11-10, 11-11, 11-12,

11-13, 11-16, 11-17, 11-22, 11-31, 11-35, 11-

49, B-3, D-3, D-5, D-7

seating, 4-5 

security, 1-1, 1-3, 1-7, 10-1, 10-3, 10-4, 10-9, 

10-10, 10-11, 10-17, D-4, D-5, D-6

shallow water egress training, 9-17, D-7

shark, 9-14 

shore, 2-3, 2-6, 6-3, 6-14, 6-15, 6-26, 7-1, 7-3,

7-4, 9-3, 10-23, 11-8, 11-31, C-4 

short count, 4-4, 6-11

shoulder harness, 2-7, 7-5 

signal fire, 6-19, 11-18 

single-pilot operation, 3-9 

small craft, 11-15 

small harbor tug, 4-19, D-8 

smoke, 6-19, 6-20, 9-12, 9-15, 11-17 

space blanket, 9-13, 9-15 

special mission, 7-3, 7-7, C-4

special purpose facility, C-4 

speed, 1-9, 3-6, 4-9, 6-11, 6-21, 6-22, 6-25, 6-

26, 9-7, 10-17, 11-8, 11-23, 11-29, 11-31, 11-

34, 11-37, 11-39, 11-40, 11-44

spill, 1-7, 5-5, 6-14, 10-9, 10-11, 10-12, 10-13, 

10-13, 10-14, 10-15 

staff, 1-1, 1-3, 1-4, 1-6, 2-3, 8-3, 10-11, 11-9, C3 

staff officer, 1-4, 1-6, 10-11, 11-9 

standards, 3-1, 3-10, 5-5, 6-5, 6-17, 6-25, 7-6,

11-8, 11-13, 11-33, 11-41, 12-5 

station identifier, 6-9 

successive transmission, 6-9 

surface facility, 6-17, 7-4 

surface-to-air, 6-17, 6-21, 6-23, 6-24, 11-17, 11-

19 

survey, 10-18, 10-19

survival, 2, 1-5, 1-6, 2-3, 2-4, 2-5, 2-7, 5-3, 9-1,

9-3, 9-8, 9-11, 9-13, 9-14, 9-15, 9-17, 10-5, 

10-23, 11-17

suspension, 8-8 

T

tactical call signs, 6-9 

terminal information service, 5-9, 5-10, D-3 

terminology, 5-9, 11-12, 11-36 

TPSB, 4-17, D-7

TRACEN, 2 

traffic, 1-7, 2-3, 3-3, 3-7, 5-5, 5-8, 6-3, 6-4, 6-5,

6-10, 6-11, 6-14, 7-3, 7-7, 11-13, D-3 

training, 1-1, 2, 1-3, 1-4, 1-5, 1-6, 2-3, 2-4, 3-3,

3-5, 3-7, 4-3, 4-22, 6-4, 6-17, 7-4, 7-7, 8-3, 8-

4, 8-9, 9-1, 9-3, 9-11, 9-17, 10-5, 10-11, 10-

12, 10-14, 10-17, 10-22, B-3, C-3, C-4, D-3, 

D-4, D-5, D-7 

training barque eagle, 4-22, D-7 

training center, 2 

transceiver, 5-10, 6-5, 6-6, 6-7, 6-25, 11-18 

transmitting, 5-10, 6-7, 6-9, 6-15, 6-25, 11-41 

transponder, 5-8, 10-17, 11-12, D-6

transportable port security boat, 4-17, D-7

transportation, 10-3, 10-9, 10-17 

two-pilot operation, 3-9 

two-place, 4-5 

U

undergarment, 8-5 

uniform, 6-23, 7-6, 8-5, 10-23, 11-36, 12-5, 12-

7, B-3 

uniforms, 7-6, 8-5, 11-36, 12-5 

unit vessel, C-3 

USCGAUX, 10-3

UTB, 4-18, D-7

utility boat, 4-18, D-7

V

VADM, 12-9

vessel acceptance, 6-21 

vessel declination, 6-21 

VFR, D-7 

vice admiral, 12-9

vice commandant of the Coast Guard, 12-9

visual flight rules, 5-8, 6-4, 7-6, 8-4, 8-9, 10-21, 

11-12, D-7

visual meteorological condition, 7-3, 7-4, 7-6, 9-

3, 12-3, 12-11, D-7 

VMC, D-7 

volunteer, 2-7 

Index-7
W

WAGB, 4-19, D-7 

watchstander, 6-15 

wave, 1-9, 4-23, 4-24, 6-17, 6-21, 9-7 

weather, 1-9, 5-5, 5-9, 5-10, 7-3, 8-4, 9-13, 10-

11, 10-13, 10-13, 10-23, 11-11, 11-47, 12-7, 

A-1, A-3, A-10, D-3, D-5 

web site, 1-1, 2-3, A-1, B-1, B-3 

WHEC, 4-22, D-7 

whistle, 9-13, 9-14, 10-21

wind, 1-9, 4-23, 4-24, 5-5, 5-9, 5-10, 6-12, 6-20, 

9-7, 9-13, 10-12, 10-13, 10-15, 11-15, 11-17, 

11-22, 11-23, 11-31, 11-33, 12-7, D-5 

WIX, 4-22, D-7 

WLB, 4-20, D-7 

WLI, 4-20, D-7 

WLM, 4-20, D-8 

WLR, 4-20, D-8 

WMEC, 4-22, D-8 

world wide web, 2 

WPB, 4-21, D-8 

WPC, 4-21, D-8 

WTGB, 4-19, D-8 

WYTL, 4-19, D-8 

Index 

Index-8