Emergencies: Aircraft Emergencies Flashcards
1
Q
What should ATCOs consider when dealing with emergencies by the book? (MATS1)
A
- The circumstances of each aircraft emergency can vary to such an extent that detailed instructions cannot be given for every situation.
- The procedures outlined in this section are intended as a general guide & ATCOs must use their own judgement when handling a particular emergency.
2
Q
How should ATCOs operate (in accordance with UK Reg (EU) 923/2012) towards aircraft in emergencies? (particularly unlawful interference)
A
- In the case of an aircraft known / believed to be in a state of emergency, including unlawful interference, ATSUs shall give the aircraft maximum consideration, assiatance, and priority over other aircraft. Subsequent ATC actions shall be based on the intentions of the pilot & overall traffic situation.
- When an occurance of unlawful interference with an aircraft takes place / is suspected, ATSUs shall attend promptly to requests by the aircraft. Info pertinent to the safe conduct of the flight shall continue to be transmitted & necessary action shall be taken to expedite the conduct of all phases of the flight.
- When an occurrence of unlawful interference with an aircraft takes place / is suspected ATSUs shall, un accordance with locally agreed procedures, immediately inform the appropriate authority & exchange necessary info with the aircraft operator / its designated representative.
- When an ATSU knows / believes that an aircraft is being subjected to unlawful interference, no reference shall be made in ATS air-ground communications to the nature of the emergency unless it has first been referred to in communication from the aircraft involved & it is certain that such reference will not aggravate the situation.
- See CAP745 Aircraft Emergencies - Considerations for ATC for further guidance.
2
Q
What are the ATCOs Responsibility with regards to Aircraft Emergencies?
A
- ATCOs must always be alert to the possibility of an aircraft emergency. Speed may be necessary but calm coordinated actions are essential in all situations.
- ATCOs shall offer as much assistance as possible. Including; provision of info on availablility of awerodromes & associated approach aids, vectoring, weather info & details of terrain clearance.
- the group sup should be informed asap & where more than one ATSU is involved complete co-ordination must be maintained between units.
- If the ACC is involved the ACC supervisor should take charge of the operation. ATCOs must be ready to give all possible assistance to the ACC, JRCC, & other units.
- The D&D cell should be advised of any aircraft emergency.
- The Alerting Service is described in Chapter 6 & Aerodrome Emergency Service in Chapter 7.
3
Q
Distress & Urgency Messages - General
A
- Pilots have been advised that in the event of an emergency sitution, an ATSU can only provide the necessary priority & handling if the ATCO is made aware of the emergency by the crew’s formal declaration on the RTF.
- Pilots have also been advised that the extent to which an ATSU can offer assistance will depend on the amount of info provided & it being transmitted asap.
3
Q
How can an ATCO Recognise an Emergency Situation?
A
- An ATCO may suspect that an aircraft is in an emergency situation / has suffered unlawful interference when;
- Radio contact is not establish at expected time
- Radio contact is lost
- A pilot makes a report about the malfunctioning of their aircraft / the unusual behaviour of persons on-board.
- The erratic behaviour of an aircraft / position symbol is observed.
- It is overdue at an aerodrome
- The pilot reports that the aircraft is short of fuel.
- If the ATCO is in radio contact with the aircraft, the ATCO should ask the pilot if they wish to declare an emergency & , if not specified by the pilot, the class of emergency being declared.
4
Q
Distress - Definition
A
- Distress: A condition of being threatened by serious / immenent danger & of requiring immediate assistance.
5
Q
Urgency - Definition
A
- Urgency: A condition concerning the safety of an aircraft / other vehicle, or of some person on board / within sight, but which does not require immediate assistance.
6
Q
What are the contents of an emergency declaration message?
A
- MAYDAY, MAYDAY, MAYDAY / PAN PAN, PAN PAN, PAN PAN
- Name of station addressed, identification of the aircraft
- Nature of emergency
- Intentions, level/heading etc
- Qualification of the pilot e.g. Student, IMC etc
- As much other info as time permits
7
Q
Actions if a pilot alludes to emergency scenario?
A
- If a pilot has given items of info normally associated with an emergency message but has not prefixed the transmission with MAYDAY or PAN, the ATCO is to ask the pilot if they wish to declare an emergency.
- If the pilot declines to do so, the ATCO may, if appropriate, carry out the necessary actions as if the pilot had declared an emergency.
8
Q
“Fuel Emergency”
A
- The term “fuel emergency” has no status in the UK & ATCOs are not required to give priority to aircraft with a reported shortage of fuel unless an emergency is declared.
9
Q
Indications by Visual Signal from Aircraft
A
- Notification of distress by visual signal will be by one / more of the following;
- “SOS” with signalling apparatus
- A successoin of pyrotechnical lights fired at short intervals, each showing a single red light
- A parachute flare showing a red light.
- Notification of urgency by visual signal will be;
- For an aircraft in difficulties that compel it to land without requiring assistance;
a. Switching the landing lights on / off repeatedly
b. Switching the navigation lights on / off repeatedly
c. A succession of white pyrotechnical lights.
- For an aircraft with a very urgent message to transmit concerning the safety of an aircraft, the signal “XXX” with signalling apparatus.
10
Q
Indications on the Situation Display
A
- Pilots may select the following SSR transponder codes to indicate the emergency situation;
- 7700 Aircraft Emergency
- 7600 Radio Failure
- 7500 Hijack / Other act of Violence
- To indicate an emergency condition pilots are encouraged to select code 7700 asap after declaring an emergency situation, having due regard for the overiding importance of controlling aircraft & containing the emergency.
- If the aircraft is already transmitting a discrete code & receiving an ATS, the code may be retained at the discretion of either the pilot / ATCO.
11
Q
Emergency Triangle Procedure
A
- Pilots lost / uncertain of position & experiencing either transmitter / complete radio failure are advised, as a last resport, to carry out special procedures to indicate to ATCOs that they require assistance.
- The aircraft fly at least two triangular patterns, befrore resuming course;
- 300kts or less: 2 minute legs.
- More than 300kts: 1 minute legs.
- Transmitter Failure Only: Right hand turns
- Complete Failure: Left hand turns
- If a triangular pattern is observed, ATCOs shall advise the D&D cell of the position & track & continue to plot the aircraft whilst it is within ATS surveillance system cover.
- ATCOs should also be aware of the effect wind may have on the pilot’s ability to fly an accurate triangle.
12
Q
Emergency Aircraft - Selection of Controlling Agency
A
- On receipt of info that indicates that an aircraft is in an emergency, the ATCO must decide whether or not to transfer the aircraft to another agency.
- The choice of agency will depend upon the circumstances & no hard & fast rules apply.
12
Q
Retaining Control of an EMG Aircraft
A
- If the ATCO can offer immediate assistance, the aircraft should normally be retained on the frequency.
- If nexessary, impose radio silence on other aircraft / transfer them to another frequency.
- Alternatively, it may be more expediate to transfer the emergency aircraft to a discrete frequency, particularly if a radio silence would endanger other traffic.
- The aircraft should be retained on the original frequency if it unreasonable to ask the pilot / the pilot is not prepared to change frequency.
- The ATCO may be able to relay instructions & info from other units to the pilot.
13
Q
Transferring Control of an EMG Aircraft
A
- If an ATCO considers that another unit may be able to give more assistance that they can & in the circumstances it is reasonable to ask the pilot to change frequency, the ATCO shall either;
- Consult the ACC sup & transfer the aircraft according to their instructions.
- Alert the nearest suitable unit & transfer the aircraft to a common frequency, giving assistance to that unit as required.
- Before transferring a/c, ATCOs should obtain sufficient info from the pilot to be convinced that the aircraft will receive more assistance from another unit.
- If a change of frequency is desireable the pilot must be instructed to revert immediately if there is no relply on the new frequency.
- ATCOs should then listen out on the original frequency until the a/c is known to be in 2-way comms with other unit.
13
Q
Distress & Diversion Cell - General
A
- The RAF D&D cell at Swanwick can provide assistance to civil aircraft in an emergency in addition to the service it provides for military aircraft on 243.0
- D&D have access to NATS ATS surveillance systems, with a facility to detect emergency SSR squawks automatically.
- Although D&D can provide an ATC surveillance service to an emergency aircraft in transit to its diversion aerodrome, other ATC agencies & in particular ATCOs at aerodromes, should consider the following points when dealing with D&D… (See other flashcards)
- D&D ATCOs have detailed knowledge of minor aerodrome availability as well as comprehensive database that enables rapid communication with aerodromes, Aircraft Operators, ATSUs, and the SAR org including Police ASUs and regional emg services.
14
Q
Terms used by D&D for handling of emergency
A
- D&D use the terms “Executive Control” & “Operational Control”.
- If an aircraft calls on 121.5, the D&D ATCO has both executive & operational control.
- Once D&D hand the aircraft to another unit, they pass-over Operational Control but retain Executive Control.
- This means that D&D do not give up all responsibility for an emergency once the aircraft is working another unit. (They retain responsibility for overall managemen until emg ends).
15
Q
D&D Surveillance Cover
A
- D&D ATCOs only have access to the Area Control ATS surveillance systems at their parent unit, which may have poor low-level coverage
- Therefore a D&D ATCO may seek an early handover to the aerodrome ATSU in order to avoid the need to stop the descent of an emergency aircraft.
16
Q
D&D Minimum Sector Altitudes
A
- D&D ATCOs do not have a detailed knowledged of the local airspace, terrain, obstacles surrounding aerodromes.
- Therefore, D&D ATCOs may require guidance on local MSAs in order to provide the fullest possible service to actual emergencies.
17
Q
D&D RTF Coverage
A
- D&D low level radio coverage (below 3,000ft) is poor so an early handover to the diversion aerodrome may be sought by the D&D ATCO.
18
Q
D&D Auto Triangulation
A
- D&D can provide instant VHF auto-triangulation fixing service on 121.5. In Scottish FIR this service is available at & above 8,500ft.
19
Q
What are the rules & exceptions for ATC transmitting on the D&D cell?
A
- ATS should NOT transmit on 121.5 without authorisation from D&D EXCEPT;
- A pilot in distress calls a specific ATSU
- It is apparent that the D&D cell is not responding to an emergency transmission.
20
Q
Intercepted Messages
A
- If an ATCO intercepts a message from an aircraft that indicates that it is in an emergency they should, if possible, obtain a VFD bearing & pass it to the station being called.
- The ATCO should continue to listen out until they are satisfied that the aircraft is in 2 way comms with an ATSU.
- If it appears that the message is not being acknowledged the ATCO shall;
- forward the message to the statio being called / ACC supervisor
- attempt to establish 2 way comms with the aircraft
- give every assistance to the emg a/c
21
Aircraft Emergencies - General Principles
* Having decided to retain the aircraft & deal with the emg, ATCOs shall use every means available to assist the pilot.
* Each situation must be dealt with according to the circumstances.
* ATCOs are to take any of the actions described below which may be approprate but should not that this list is not ehaustive nor in any preffered order.
22
General Principles - Nearest Aerodromes
* Advise the pilot of the nearest aerodromes & suggest a suitable aerodrome for landing. ACC will be able to assist in the selection.
* Notify the aerodrome selected for emg landing so it can make suitable preparations.
* Warn other aerodromes in the vicinity & on track to stand by. (Easily done through ACC Sup)
* When it is known that emergency aircraft is committed to landing at selected aerodrome, units shall, in conjunction with other appropriate ATSUs, give consideration to the sterilization of the landing runway.
23
General Principles - Local Emergency Services
* Alert local emg services in the area of an expected forced landing.
* This should be done via the ACC Supervisor unless the aircraft is within the radius of action of the Aerodrome Fire Service.
* EMG Orders should etail that the local emergency services are also informed, even if the aircraft is within the agreed response radius of the Aerodrome Fire Service.
* This response radius could be considerable in terms of distance.
* Depending upon where the incident occurs, the local emg services may be closer to the incident area & , if first to arrive, could assist by passing exact location to the responding Aerodrome Fire Service.
* If it is doubleful that an aircraft can reach an aerodrome, the Distress phase exists. The ACC supervisor must be informed so that they can take alerting action with the RCC.
24
General Principles - Plot Position
* Plot the position of the emergency aircraft & its subsequent track. ATS surveillance systems should be used until the aircraft is out of cover.
* It may be advisable to plot the position & track on a map.
* ATCOs should always pass position & bearing info about an emg aircraft to other interested units. (Particularly ACC)
25
General Principles - Uninterrupted Approach
* Ensure that an aircraft in an emergency has an uninterrupted approach to the selected aerodrome; rearrange traffic pattern if necessary.
26
General Principles - Supervisor at the ACC
* Inform the supervisor at the ACC of the aircraft giving details of action already taken. Supervisor is responsible for;
1. Co-ordinating the operation unless immediately effective action can be taken at the originating unit.
2. Taking alerting action as described in Chapter 6
3. Alerting the D&D cell.
26
General Principles - Emergency Descent
* Emergency descent is a manoeuvre initiated by flight crew in order to bring an aircraft in emergency to a safe level, in the minimum time, with least possible PAX discomfort.
* Procedure most frequently applied by aircraft that have suffered an uncontrollable loss of cabin pressurisation requiring higher-than-normal RoD to ~10,000ft amsl.
* Due to high flight deck workload, the first indication to an ATCO that an aircraft is carrying out an EMG descent may be an unexpected change in level on the situation display. The pilot may be able to make a short RTF broadcast & should select 7700.
* Immediately upon recognising that an EMG descent is in progress, ATCOs should acknowledge the EMG by RTF. Prompt pilot to squawk 7700.
* Pilots will be wearing emergency oxygen masks & communication will be difficult, often with excessive noise on the frequency when the pilot transmits.
* If the level off altitude stated by the pilot is below minimum altitude for aera of operation ATCOs should state the applicable minimum altitude to maintain terrain clearance, together with QNH.
* ICAO procedures require that pilots shall navigate as appropriate, potential for aircraft to turn off track without advising ATC. Given the complex & congested nature of UK CAS, pilots flying in UK FIRs that they have been instructed if able to remain on the assigned route whilst carrying out the emergency descent.
* ATCOs must remain alert to the potential for aircraft conducting an emergency descent to change heading without notice & be ready to provide appropriate instructions/info.
* The ATCOs priority is to provide separation from all conflicting traffic on the emg descent aircraft's track, issuing traffic info as appropriate.
* When deemed necessary, ATCOs may broadcast an EMG message to alert all other aircraft of the mergency descent.
27
General Principles - Other Aircraft
* Advise other aircraft likely to be affected / able to assist.
28
General Principles - AIrcraft Operator
* Inform the operator if one of their aircraft is in an emergency. Normally the ACC Sup should keep the operator informed of all subsequent developments.
* A message from the operator e.g. bomb warning, suspected damage to airframe etc is to be passed to the commander immediately using the operator's own words.
29
General Principles - Handling Aircraft Emergencies
* When a pilot has declared an emergency & stated the aerodrome to which they wish to proceed, ATCOs shall acknowledge this message. If the ATCO is instructed to inform the aircraft that it is required / requested to divert to another aerodrome then the reason for this change hsould be established. The message with reason shall be passed to the captain & their intentions requested.
* The decision to comply with advice / instructions to land at an aerodrome other than their selected diversion lies with the captain.
* It is desirable that aircraft in an emergency should not be routed over densely populated areas if there is reason to believe that the aircraft's abililty to remain in controlled flight is compromised.
* ATCOs should be aware that aircraft experiencing engine failure may also experience associated handling difficulties & should therefore limit manoeuvring instructions to the minimum.
30
General Principples - Dangerous Goods
* When the pilot of an a/c in an emergency provides info about dangerous goods being carried as cargo, this info must be relayed without delay to the ATSU at the aerodrome of intended landing. The senior ATCO at the aerodrome must notify the Aerodrome Operator & RFFS immediately.
* ICAO requires the pilot to give into about dangerous good to the ATSU in full detail as a summary / by providing to a telephone number of the location where this info can be obtained.
31
General Principles - Carrying Explosives under an Exemption Issued by the CAA
* Pilots of aircraft who state that they are carrying explosives specifically under an exemption issued by the CAA are to be treated as an aircraft carrying dangerous good, except that such aircraft must not be deviated from their flight-planned route except in an emergency.
* If a/c is required to divert, a military aerodrome should be considered in the first instance, followed by Humberside & Prestwick.
32
RAF D&D
* If the pilot of a military aircraft in an emergency declares that they are carrying dangerous cargo / explosives under an exemption issued by the CAA, the RAF D&D cell is to be informed immediately.
33
Fuel Jettisoning
* Pilots of aircraft in flight are permitted to jettison fuel in an emergency. The decision to jettison rests solely with the pilot but they may request guidance from ATC.
* When an aircraft in CAS needs to dump fuel ATC should coordinate;
1. The route to be flown, if possible clear of cities & towns, preferable over water & away from where thunderstorms have been reported / expected.
2. The level to be used.
3. The estimated duration of the fuel dumping.
4. The frequency to be monitored whilst the aircraft is dumping fuel.
* ATCOs are to recommend to flight crew that jettisoning of fuel should be carried out above 10,000ft agl.
* Exceptionally, if fuel dumping at this level / over water is operationally impracticable, fuel may be jettisoned above 7,000ft in Winter & above 4,000ft in Summer. For below these levels the sutation must be unavoidable.
* A vertical separation of at least 1,000ft beween aircraft should be maintained.
* Adjacent ATC units & control sectors should be informed of the fuel dumping.
34
Emergency Overweight Landings
* ATCOs may experience a situation where a flight in an emergency is unable to continue as planned & an immediate landing at the nearest suitable aerodrome is necessary.
* This may result in an aircraft landing above the certified maximum weight for landing.
* The decision to make an overweight landing rests solely with the commander of the aircraft who may elect to land immediately when it is inappropriate, on safety grounds, to spend time jettisoning fuel.
* An overweight landing requires extra care on the part of the crew for the approach, landing, and deceleration on the runway. In particular, there are limits to the maximum rates of Descent on final approach that have to be achieved to ensure a successful landing.
* Ideally, the aircraft should intercept the FAT at or below the ILS glide parth to ensure that these rates of escent are not exceeded.
* Deceleration on the runway may require additional braking with the attendant risk of wheel fires & it is likely that the full length of the runway will be utilised.
* Except in the most extreme situations ATCOs should not observe significant differences from normal aircraft performance with regard to rate of turn & speed.
35
Facilitation
* DfT require that, upon notification by a pilot of a suspected communicable disease, ATCOs are to notify the appropriate authorities as detailed in MATS2, the Aerodrome Manual, or local orders.
36
Ballistic Recovery Systems
* Take the form of a parachute, fitted to some general aviation aircraft for use in situations where a pilot considers continued safe flight no longer possible e.g. engine failure / loss of control.
* They are typically activated by use of a handle which deploys a solid fuel rocket out of a hatch covering the compartment where the parachute is stored.
* Where the system has been activated but not deployed, the possibility exists that the rocket may still be live.
* Deployment of the parachute assists a controlled descent rate, & in many situations the pilot should be able to maintain radio contact subject to the level at which the parachute is deployed & VHF coverage.
* The aircraft will generally drift with the wind & the pilot will have no further control over the path of the aircraft.
* Deployment of the parachute does not guarantee survivability of an in-flight incident.
* If time permits, a pilot shall broadcast "Ballistic Recover System Deployed".
* ATCOs should treat such reports with the same priority as those pertaining to engine failures & forced landings. They should ensure that RFFS are provided with this info.
* Where it is known that a recovery system has been activated but has failed to operate, ATCOs should also provide this info to RFFS, which should be alert for the possibility of a live rocket on board the aircraft.
