1 Responsible service(s)
The Search and Rescue (SAR) services in South Africa are organised in accordance with the international standards and Recommended practices of ICAO and operate under the coordinating direction of the South African Search and Rescue Organisation (SASAR).
The address of SASAR is:
Director-General: Transport
Private Bag X193
PRETORIA
0001
All correspondence dealing with search and rescue matters must be endorsed For attention SASAR Secretariat.
1.1 Entry of aircraft, personnel and equipment
Requests for permission for the entry of aircraft, equipment and personnel from other States into areas for which South Africa is responsible, to engage in the search for aircraft in distress, or to rescue survivors of aircraft accidents must be transmitted to the Johannesburg Flight Information Centre (FIC), Such requests must contain full details of the projected mission and the necessity therefore, which will normally merely confirm verbal or documented agreements. The Johannesburg FIC will act as intermediary in obtaining the necessary permission and will also liaise with the appropriate Rescue Coordination Centre (RCC) or Rescue subcentre (RSC) and other authorities as necessary. All SAR operations fall under direct control of the relevant RCC and that RCC will issue instructions as to the control which will be exercised over all aircraft, personnel or units engaged in a SAR operation.
1.2 Rescue Co-ordination Centres
1.2.1 Aeronautical Rescue Co-ordination Centre (ARCC)
Postal address
Manager ATS
O R Tambo ATCC
Private Bag X01
Bonaero Park, 1622
Ordinary Telegrams must be sent to the telephone number.
Telephone: (011) 9216523 or (011) 3943829
1.2.2 Search and Rescue Region
1.2.3 Responsible Authority
The South African Search and Rescue Organisation (SASAR)
1.2.4 Name and Location of permanent Rescue co-ordination sub centres
Mbabane RSC
P.O. Box 58
Mbabane
Swaziland
Maseru RSC
P.O. Box 629
Maseru
Lesotho
Rescue Units:
Johannesburg
Location - 260802S 0281434E
inclusive of MRG Aircraft
2 Coordinates of the South African Aeronautical Area of responsibility.
(Aeronautical SRR)
The South African Aeronautical area of responsibility is the area enclosed by the following lines:
From a point at S18.0 W010.0 to the point where the international boundary between Namibia and Angola meet at the coast.
Thence proceeding along the international boundaries between Namibia and Angola, Namibia and Botswana, the RSA and Botswana, the RSA and Zimbabwe, the RSA and Mozambique, Mozambique and Swaziland and the RSA and Mozambique to the point where the international boundary between the RSA and Mozambique meet at the coast.
Thence to
S26.5 E040.0 to S30.0 E040.0 to
S30.0 E057.0 to S35.0 E057.0 to
S35.0 E075.0 to the South Pole
to the starting point at S18.0 W010.0
3 Types of service
3.1 Alerting Posts
All air traffic services units, police stations, manned light houses and Port Captains offices are designated alerting posts. It is recommended however, that where possible reports about aircraft in need of SAR aid should be routed via air traffic services units and preferably via FICs.
3.2 Flights into SAR operational areas
Aircraft may enter an area in which SAR operations are in progress, and which has been promulgated by Class 1 NOTAM, only with the express permission of the ARCC in charge of a SAR operation.
All flights into, in or through such SAR areas shall be subject to the direction of the responsible RCC.
3.3 Assistance offered for SAR operations
Where an individual or operator voluntarily offers to assist in SAR operations the assistance rendered will be subject to the direction of the responsible RCC and will be accepted only on the understanding that the State will not be liable for any costs incurred, or injuries that may be sustained in connection with the participation in the SAR operation.(see SASAR Manual)
4 SAR agreements
4.1 SAR agreements are currently being concluded with adjacent authorities
5 Conditions of availability
5.1 Search and rescue action will be instituted automatically in respect of the following flights for which flight plans are filed prior to departure:
a) all flights between aerodromes where air traffic services units are in operation; and
b) all flights conducted in controlled airspace, except for flights crossing an airway at right angles.
Search and rescue action will be instituted in respect of all internal and international flights to aerodromes where an ATSU is not in operation for which flight plans are filed prior to departure and the pilot-in-command has specifically requested such search and rescue action.
Search and rescue action will be instituted in respect of flights for which flight plans are filed when such action is specifically requested by the pilot-in-command.
Pilots-in-command of flights for which search and rescue action has been requested who fail to comply with the search and rescue requirements will be held responsible for costs incurred by the alerting service if negligence is proved.
6 Procedures and signals used
6.1 Aircraft observing another aircraft in distress
An aircraft observing another aircraft in distress, making a crash-landing, or ditching, aircrew ejecting or bailing-out, or a dinghy, shall (where possible) take action as follows:
a) Keep the aircraft or personnel in distress in sight. At sea if a surface vessel is in sight and can be contacted without losing sight of the distressed personnel, guide it to the position;
b) If the aircraft in distress has not been able to transmit a distress signal, or if the captain of the aircraft observing the distress believes that further help is needed, transmit a message containing all relevant information to the controlling ground station on the frequency in use;
c) Obtain as accurate a position as possible by the best available means and transmit if necessary, the correct position to the controlling ground station; and
d) Carry out instructions from the controlling ground station, or remain in position until instructed to return, or until circumstances compel departure.
6.2 Aircraft intercepting a distress call
An aircraft intercepting a distress call is to take the following action:
a) Take a bearing on the transmission if possible;
b) Plot the position given;
c) Listen out on the frequency used by the distress aircraft;
d) If no acknowledgement of the distress message is heard, call the aircraft in distress and acknowledge receipt;
e) Then re-transmit the distress message on behalf of the distressed aircraft.
This call must be followed by the distress message which must include the call sign of the aircraft in distress;
f) Listen out for instructions from a ground station and for further transmission from the distressed aircraft; and
g) at the discretion of the pilot-in-command, and if practicable, proceed to the position mentioned in the distress signal while awaiting instructions from the ground station.
6.3 Aircraft participating in a SAR action
6.3.1 SAR Action by search aircraft Search aircraft shall conduct their flights in accordance with Search Mission Coordinators (SMs) instructions.
All tracks flown are to be carefully recorded and any portions of the assigned area which were not effectively searched due to fog, rain, e.t.c., shall be recorded and brought to the attention of the SM Coordinators.
6.3.2 Radio guard by search aircraft
A radio guard shall be maintained on the frequency of the controlling ATSU.
As many of the following frequencies as applicable shall be guarded if possible in addition to the controlling ATSUs frequency:
8364 kHz - W/T lifesaving craft calling frequency
500 kHz - W/T international calling and distress frequency
2182 kHz - R/T shipping calling and distress frequency which may be used for ship/aircraft communications
121.5 MHz - VHF international distress frequency
243 MHz - UHF international distress frequency
If a SARBE search receiver is carried, a continuous guard shall be maintained on the SARBE equipment.
If radio guard cannot be maintained on more than one or two frequencies, change frequency to 8364 kHz and/or 500 kHz and/or 121.5 MHz for the period H + 15 to H + 18 and H + 45 to H + 48 as these are the times survivors will broadcast repeats of distress calls.
When flying in the vicinity of ships, the frequency 2182 kHz should be guarded and may be used by the aircraft if it wishes to communicate with the ship.
If it is necessary to leave the controlling ATSUs frequency in order to use the other frequencies mentioned above, the controlling ATSU shall be informed before leaving its frequency and again when returning to it.
6.3.3 At the scene of distress
When a search aircraft locates persons in distress it is to carry out such of the following actions as is appropriate.
a) At sea, if it is forced to leave the scene before the arrival of relief, drop a marine marker and a smoke float by day or a flame float by night.
b) At sea listen out for calls from survivors on W/T 500 kHz or 8364 kHz, on R/T 2182 kHz and for VHF communications on 121.5 MHz. Any communications from the aircraft to survivors will have to be done by means of a signalling lamp except when survivors have send/receive facilities on 2182 kHz and or 121.5 MHz.
c) Drop the survival equipment carried.
d) Send a message to the controlling ground station giving the position of the distressed crew and all other relevant details including the latest time the aircraft can remain at the scene before returning to refuel.
e) Obtain the most accurate fix possible by the best available means and transmit, if necessary, a corrected position to the controlling ground station.
f) At sea if a vessel is in sight direct it to the scene taking care not to lose sight of the persons in distress.
g) At sea, keep the distressed crew under observation until recalled, relieved, compelled to return to base, or until a surface vessel arrives.
6.3.4 Procedures to direct surface craft to the scene.
Rescue aircraft are to direct any surface craft in the vicinity to the position of the incident by any available means, e.g. radio, signalling lamp, e.t.c.
a) circle the surface craft at least once;
b) cross the projected course of the vessel at a low altitude ahead of the vessel, rocking the wings, or opening and closing the throttle or changing the propeller pitch;
c) head in the direction in which the surface craft is to be directed. Repeat the procedures set out in subparagraphs (a) and (b) as may be necessary;
d) repetition shall have the same meaning; and
e) the ship may acknowledge receipt by a succession of Ts in Morse code by day or by hoisting a pennant consisting of vertical red and white stripes. A change of heading in the desired direction may also be used to acknowledge. If the surface craft is unable to comply it will hoist the international flag N (a blue and white checkered square) or reply by other visual or radio means.
(The international flag N is a square flag with blue and white checkered design with 2 blue and 2 white squares along each edge).
6.3.5 Procedures for directing search parties by land
The procedures outlined in paragraph 3.6.6.3.4 may be used for directing land search parties when there is no other means of communication available.
6.4 Procedures and signals used by aircraft subject to an emergency
An aircraft which experiences conditions as described in para 6.7.1 should notify the appropriate ATSU without hesitation to ensure that effective action may be taken without delay. In this respect remember the Five Golden Rules -
a) confess your predicament to any ATSU to enable the organisation to assist whilst there is still time;
b) communicate with ATSU, passing as much of the pertinent information as possible in the first message;
c) climb, if possible, for improved direction-finding and radar coverage;
d) comply with instructions and advice given and assist the ATSU to control communications on the frequency in use. Do not change frequency unless it is absolutely necessary; and
e) conserve - slow down and set up maximum endurance power.
6.4.1 Emergency communications from aircraft
Emergency communications from aircraft are divided into two categories as follows:
a) distress covers aircraft threatened by grave and imminent danger and in need of immediate assistance; and
b) urgency identifies a very urgent message concerning the safety of a ship, aircraft or other vehicle, or some person on board or in sight.
6.4.2 Distress communications
In addition to being preceded by the radiotelephony distress signal MAYDAY, preferably spoken three times, the distress message to be sent by an aircraft in distress should -
a) be on the air-ground frequency in use at the time;
b) consist of as many as possible of the following elements, spoken distinctly and, if possible, in the following order:
i) the name of the station addressed (time and circumstances permitting);
ii) the identification of the aircraft;
iii) the nature of the distress condition;
iv) the intention of the person in command;
v) present position, level (i.e. flight level, altitude as appropriate) and heading;
vi) any other useful information.
6.4.3 Urgency communications
In addition to being preceded by the radiotelephony urgency signal PAN, preferably spoken three times, the urgency message to be sent by an aircraft reporting an urgency condition must -
a) be on the air-ground frequency in use at the time;
b) consist of as many as possible of the following elements, spoken distinctly and, if possible, in the following order:
i) the name of the station addressed (time and circumstances permitting);
ii) the identification of the aircraft;
iii) the nature of the distress condition;
iv) the intention of the person in command;
v) present position, level (i.e. flight level, altitude as appropriate) and heading;
vi) any other useful information.
6.4.4 Progress reports from aircraft subject to an emergency
After declaring an emergency aircraft in flight should endeavour to maintain contact with an ATSU and should transmit progress reports as frequently as possible.
Before changing frequency aircraft should advise the ground station of the frequency to which it intends changing. If the aircraft is not in contact with an ATSU this information should be broadcast before the frequency change is made.
6.5 Communications
Transmission and reception of distress message within the Republic of South Africa SRRs are handled in accordance with paragraph 5.3, Chapter 5, Volume II of Annex 10 to the Convention on International Civil Aviation.
For Communications during Search and Rescue operations, codes and abbreviations published in ICAO Codes and Abbreviations (Doc 8400) are used.
Information concerning positions, call signs, frequencies and hours of operation of South African aeronautical stations and DF stations is published in AD 2.18.
Aeronautical stations will, on request, guard the International Emergency Frequency 121.5 MHz. All coast stations guard the international distress frequencies.
Rescue aircraft belonging to permanent Search and Rescue Units use the call sign RESCUE and additional identification marks (Alfa, Bravo, Charlie, etc.,) during rescue operations.
6.6 Search and rescue signals
The search and Rescue Signals to be used are those prescribed in Annexure B to the Rules of the Air, Air Traffic Services, Search and Rescue and Overflight Regulations, 1975, which are identical to those contained in appendix A to Annex 12 to the Convention on International Civil Aviation
Ground/Air Emergency signalling codes
The following code is the internationally accepted code for survivors to use to communicate with aircraft.
| No. |
Message |
Code Symbol |
| 1 |
Require assistance |
|
| 2 |
Require medical assistance |
|
| 3 |
No or Negative |
|
| 4 |
Yes or affirmative |
|
| 5 |
Proceeding in this direction |
|
The following code will be used by rescue units to communicate with aircraft when no other means of communication exists.
| No. |
Message |
Code Symbol |
| 1 |
Operation completed |
|
| 2 |
We have found all personnel |
|
| 3 |
we have found only some personnel |
|
| 4 |
We are not able to continue. Returning to base. |
|
| 5 |
Have divided into 2 groups each proceeding in direction indicated |
|
| 6 |
Information received that aircraft is in this direction |
|
| 7 |
Nothing found. Will continue to search |
|
6.7 Search and Rescue Phases
Search and Rescue (SR) phases are designated as follows:
Uncertainty phase (abbreviation INCERFA)- a situation wherein uncertainty exists as to the safety of an aircraft and occupants.
Alert phase (abbreviation ALERFA) - a situation wherein apprehension exists as to the safety of an aircraft and its occupants.
Distress phase (abbreviation DETRESFA) - a situation wherein there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger or require immediate assistance.
6.7.1 Circumstances requiring the declaration of a SR phase.
6.7.2 INCERFA. This phase will be declared by the appropriate authority when -
a) A radio - equipped aircraft maintaining radio contact is not in communication within 30 minutes after-
i) ETA at the next reporting point; or
ii) pre-arranged or scheduled reporting time.
b) An aircraft is known or believed to be subject to irregular operation, i.e., when it is -
i) not following the correct track or maintaining the correct flight level(s); or
ii) not in normal communication; or
iii) unable to use appropriate navigational aids; or
iv) experiencing navigational difficulties; or
v) experiencing hazardous weather conditions; or
vi) experiencing impaired operating efficiency but not to the extent that the flight plan cannot be completed; or
c) an aircraft which is operating on an overdue at destination only flight plan is not in contact with the destination aerodrome within 1 hour after ETA; or
d) an aircraft which is operating on a flight plan stipulating alerting action after a specified time fails to arrive or is not in contact with the ATSU by the time specified in the flight plan and preliminary checks fail to reveal the whereabouts of the aircraft; or
e) an aircraft which is proceeding to an unmanned aerodrome but which is operating on an over due action flight plan, fails to report arrival by the time specified in the flight plan and preliminary checks fail to reveal the whereabouts of the aircraft.
6.7.3 ALERFA. This phase will be declared by the appropriate authority when -
a) following an INCERFA declared because of failure to report or loss of communication, subsequent attempts to establish communication with the aircraft or enquiries to other relevant sources fail to reveal any news of the aircraft; or
b) information has been received which indicates that the operating efficiency of the aircraft has been impaired but not to the extent that a forced landing is likely; or
c) an aircraft is known to be operating in other than normal circumstances or is lost and there is reason to believe, that in consequence, the safe conduct of the flight is in jeopardy.
6.7.4 DETRESFA. This phase will be declared by the appropriate authority when -
a) following an ALERFA declared because of failure to report or loss of communication, further wide spread attempts to establish communication with the aircraft and more wide spread unsuccessful enquiries point to the probability that the aircraft is in distress; or
b) the fuel on board, as stated in the flight plan, is considered to be exhausted or to be insufficient to enable the aircraft to reach safety; or
c) information is received which indicates that the operating efficiency of an aircraft has been impaired to the extent that a forced landing is likely; or
d) information is received which indicates that an aircraft is about to make, or has made, a forced landing, has ditched or crashed; or
e) an aircraft which has been given approach or landing instructions at an aerodrome, fails to land within five minutes of the estimated landing time and communication cannot be reestablished before the expiration of the five minute period; or
f) an aircraft fails to report after take-off when instructed or expected to do so and communication cannot be reestablished before the expiration of five minutes.
6.8 Ground/air visual signal codes for use by survivors
6.8.1 The pilot of an aircraft which has crashed or force landed shall use his own discretion on whether to remain at the aircraft or to attempt to reach help.Factors which should influence his decision are -
a) if the aircraft was operating on an overdue action flight plan and the aircraft has crashed or force landed in a desert area, a swamp area of a very sparsely populated area, as in Botswana it is advisable to remain at the aircraft and take such of the following action as may be appropriate or possible -
i) take steps to conserve the strength of survivors, e.g. avoid unnecessary exertion in the sun;
ii) conserve available water and food supplies;
iii) if a usable radio transmitter is available, make transmissions using the distress procedure, giving the aircraft position and any other pertinent data, at H + 15 and H + 45. These transmissions should be kept as short as possible to conserve battery power. (H + 15 and H + 45 are 15 and 45 minutes past the hour, e.g. 0715 and 0745, 1215, 1245 e.t.c.)
iv) if automatic SR beacons are available one should be switched on for 5 minutes from H + 15 and H + 45. If, however, aircraft are seen or heard a beacon should be left on continuously.
v) if flares are carried they should be conserved for use when search aircraft, ships or ground search parties are known to be in the vicinity. The danger of falling flares starting veld and brush fires must be borne in mind before using the flares;
vi) if possible place aircraft in a conspicuous position. Engine cowls, doors or other removable parts of the aircraft should be removed, polished-up and placed where they will reflect the rays of the sun. Fine sand can be used to remove paint from metal surfaces;
vii) lay out the appropriate ground/air emergency signal strips in a conspicuous place; and
viii) light smoke fires.
b) if the aircraft has crashed or force landed in a settled area where help is near at hand it is better to leave the aircraft to look for help. In such cases SAP stations, telephone exchanges, SA Railways station masters, e.t.c. will render such assistance as they can. The pilot should inform the unit he has called upon for help that he is operating on an overdue action flight plan and ask them to advise the nearest ATSU of his whereabouts.
