Search and Rescue

India divides coordination between aeronautical SAR over land and designated airspace and maritime SAR over oceanic areas, while linking both systems through national committees and operational centres.

National coordination

The National Aeronautical Search and Rescue Coordinating Committee, NASARCC, coordinates aeronautical SAR policy, with the Secretary of the Ministry of Civil Aviation as chairman in Bali's national description. The National Maritime Search and Rescue Board, NMSARB, coordinates maritime policy under the Director General, Indian Coast Guard.

Aeronautical and maritime centres

The Indian Mission Control Centre, INMCC, at Bengaluru receives satellite-aided distress data and connects through the aeronautical fixed service network with RCCs at Mumbai, Delhi, Kolkata and Chennai. Local user terminals are described at Bengaluru and Lucknow. India has an SAR agreement with Bhutan and may seek help from adjoining States under bilateral arrangements.

Supporting resources

Railways, postal and telecommunications services, All India Radio, police, district administrations, municipalities, airlines, flying clubs, professional pilots, merchant shipping, port trusts and the armed forces may support a mission. The available asset is placed under the coordinated SAR plan, rather than acting independently.

An emergency phase expresses how serious the available evidence has become. It is escalated by facts, not simply by waiting for every earlier phase to expire.

Direct escalation

An ATS unit does not have to pass mechanically through all three phases. Reliable evidence of a crash, ditching, fuel exhaustion or grave danger justifies immediate DETRESFA. Conversely, evidence that the aircraft and occupants are safe can close or downgrade the phase.

Information passed to the RCC

The notification identifies the phase, reporting agency, nature of emergency, significant flight-plan details, unit that last communicated, time and method of the last contact, last reported position and how determined, colour and markings, dangerous goods when known, action already taken and any other relevant information.

The RCC evaluates every report, identifies the applicable phase and expands the operation as evidence becomes more serious.

INCERFA action

The RCC cooperates closely with ATS, checks the flight plan, reconstructs the route, confirms the last contact and calls likely communications, aerodrome and operator sources. It records inquiries and develops a search-planning picture while trying to remove uncertainty quickly.

ALERFA action

The RCC extends inquiries, alerts suitable rescue units and relevant authorities, obtains weather and route information, estimates the aircraft's position and endurance and prepares search action. It informs the operator and coordinates adjoining RCCs when the possible area crosses a boundary.

DETRESFA action

The RCC initiates the search and rescue plan without delay. It determines the most probable position and uncertainty area, assigns units and on-scene communications, obtains additional aircraft or vessels, informs ATS and appropriate State and operator authorities, coordinates adjoining regions and keeps a chronological mission record. Rescue of survivors takes priority over recovery of property.

Suspension and termination

When the aircraft and occupants are found safe, the RCC terminates the phase and tells every unit previously notified. If a search has become impracticable and no reasonable prospect of success remains, the responsible authority may suspend operations after reviewing the evidence. Suspension is not final closure: new information can reactivate the search.

An aircraft that hears a distress transmission or finds a distressed craft becomes an important link between survivors, ATS and the RCC.

Intercepting a distress transmission

When feasible, the pilot-in-command acknowledges the distress call, records the position, takes a bearing on the transmission, informs the appropriate RCC or ATS unit with all available information and, at the pilot's discretion while awaiting instructions, proceeds toward the reported position.

Sighting an aircraft or surface craft in distress

Unless unreasonable or unnecessary, the pilot keeps the distressed craft in sight until compelled to leave or advised by the RCC that this is no longer necessary. The pilot determines its position and reports as much as possible:

• type, identification and condition of the distressed craft;
• position in geographical or grid coordinates and how it was determined;
• time of observation;
• number and apparent condition of people;
• whether people have abandoned the craft;
• weather, terrain or sea condition; and
• apparent route to the site and assistance already present.

First aircraft on scene

If the first aircraft is not a dedicated SAR aircraft, its pilot takes charge of on-scene activity for aircraft arriving later. If it cannot communicate with the RCC or ATS, command is handed over by mutual agreement to an aircraft that can maintain communications. The dedicated SAR aircraft takes charge when it arrives.

On-scene discipline

The coordinating aircraft establishes a safe altitude and pattern, allocates search areas, prevents conflicting manoeuvres, relays reports and uses the assigned on-scene frequency. A non-SAR pilot must still protect fuel reserves and aircraft limitations and must advise before leaving.

A search pattern is chosen from the quality of the datum, the size and shape of the uncertainty area, wind and drift, terrain, visibility and the capabilities of the search unit.

Spacing and drift

Track spacing depends on visibility, search altitude, target size, terrain or sea state and sensor performance. The search datum is updated for elapsed time, wind and water drift. Adjacent legs must provide overlap without wasting endurance. Every unit reports areas completed, sightings and weather changes.

When normal two-way communication is unavailable, standard aircraft manoeuvres and large ground symbols carry essential instructions.

Directing a surface craft

1. Circle the surface craft at least once.
2. Cross its projected course close ahead at low altitude while rocking the wings. Opening and closing the throttle or changing propeller pitch are alternatives, though noise may make them less effective.
3. Head in the direction in which the surface craft is to be directed.

Repeating the sequence has the same meaning. To show that the surface craft's assistance is no longer required, cross its wake close astern at low altitude and rock the wings, open and close the throttle or change propeller pitch.

Surface-craft replies

A vessel acknowledges by hoisting the red-and-white vertically striped code pennant close up, flashing a succession of Morse letter T signals or changing heading to follow the aircraft. Inability to comply is shown by international flag N, a blue-and-white chequered square, or a succession of Morse letter N signals.

Messages to survivors

If survivors cannot use two-way radio, an aircraft may drop suitable communications equipment or a written message. Once a ground symbol is displayed, the aircraft signals whether it has understood.

Aircraft acknowledgement

By day, rock the wings. By night, flash the landing lights twice or, if they are unavailable, switch the navigation lights on and off twice. Absence of the acknowledgement means the ground signal was not understood.

Ground symbols must be conspicuous, at least 2.5 m or 8 ft long and strongly contrasted with the background. Fabric, parachute material, wood, stones, trampled ground or oil staining may be used.

Signals used by survivors

Signals used by rescue units

Radio, flares, smoke and reflected light may be used to attract attention to a symbol.

The rescue chain works best when a distress alert identifies the aircraft, locates it quickly and gives search units the radios, homing equipment and supplies needed at the scene.

406 MHz ELT and COSPAS-SARSAT

An emergency locator transmitter sends a coded alert on 406 MHz. COSPAS-SARSAT satellites detect the burst and pass it to a local user terminal. A mission control centre processes and distributes the alert to the responsible RCC. Registration links the beacon identity to aircraft and emergency-contact information. Bali states that the satellite system normally located transmissions within about 5 km in the system described and could detect them worldwide.

The INMCC at Bengaluru coordinates Indian alert distribution. Many aviation ELTs also provide a 121.5 MHz homing signal so rescue units can refine the final approach after the 406 MHz alert has identified the search area.

Distress and on-scene communications

Bali warns that ships may not routinely monitor every listed aircraft frequency, particularly 121.5 MHz. Maritime SAR aircraft therefore carry communication equipment suitable for vessels and a copy of the International Code of Signals to overcome language difficulties. SAR aircraft communicate on distress and on-scene frequencies and carry equipment capable of homing on distress transmissions.

Survival and signalling equipment

The carriage is matched to route, climate and terrain. It can include life jackets and rafts, water, food, first-aid and medical supplies, protective clothing and blankets, a survival radio or beacon, flares, smoke, signal mirror, torch, whistle, dye marker, knife, cordage and shelter equipment. Survivors place and activate beacons clear of obstructions, conserve battery, make large contrasting symbols and keep signalling devices ready when aircraft are heard.

Droppable supplies