Emergencies (Emg) Flashcards
List the 3 stages of emergency.
Uncertainty, Alert and Distress.
An aircraft travelling Westbound into Gander airspace fails to make a 30W position report, who is responsible for providing an Alerting Service to the flight?
The receiving centre (Gander) will assume responsibility for Alerting Service should a flight fail to make the first scheduled position report in its area.
Explain Overdue Warnings.
Output by GAATS+ 10 minutes after a POS report was estimated to be due. The en-route controller shall act to obtain a POS report including checking with domestic for Westbound flights that have yet to enter EGGX airspace. EIAA should be advised of the overdue report. EIAA receive an overdue report themselves provided that the flight has made a previous report. EIAA do not attempt to contact the flight on receipt of their overdue warning. EGGX retains overall responsibility for initiating action on overdue reports.
Explain the Uncertainty Phase.
Initiated when no contact has been received within a period of 30 minutes from the time it should have been or from the time that an unsuccessful attempt to establish communication was first made, except when no doubt exists as to the safety of the aircraft and its occupants.
A warning is output by GAATS+ 20 minutes after the overdue warning.
When faced with an aircraft in the Uncertainty Phase, what are the controller actions?
The En-route controller shall:
Confirm with EIAA that no contact has been made with the flight and that action is required to be taken to track the aircraft.
Confirm that the GS is aware of the uncertainty phase.
Continue in accordance with procedures in PC ATC Incident Reference File.
Controllers should identify flights in close proximity to the uncertainty phase flight and pass details to EIAA so that they can try and relay messages.
On receipt of uncertainty message, EIAA will request all flights in vicinity of RF aircraft to call on 121.5. If no contact is made then EIAA will call on all frequencies.
Explain the Alert Phase.
Warning is output by GAATS+ 20 minutes after uncertainty warning (50 minutes after the POS report was expected).
Alert phase declared when:
Not later than 30 minutes after the declaration of the uncertainty phase where subsequent attempts to establish communication have failed.
The operating efficiency of the aircraft is impaired but not to the extent that a forced landing is likely.
If comms with the aircraft is not re-established and the Alert phase is declared, the en-route controller will advise the GS. The GS will instruct the ATSA to complete the RQS, ALR Message and the Coastal Radio Station Message for transmission to EIAA.
Explain the Distress Phase.
Distress phase declared when:
Not later than 1 hour after the declaration of the alert phase where subsequent wide spread enquiries and attempts to establish communication point towards the aircraft being in distress.
Fuel on board is considered exhausted or insufficient to reach safety.
A forced landing is likely.
The aircraft is known to have forced landed or crashed, except where there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance.
If comms with the aircraft is not re-established and the Distress phase is declared, the en-route controller will advise the GS. The GS will instruct the ATSA to complete the RQS, ALR Message and the Coastal Radio Station Message for transmission to EIAA.
What are Plotting Procedures?
For aircraft in the alert or distress phase, the GS shall obtain all available information on the flights and maintain a running plot. The position and estimated forward positions of aircraft in the vicinity shall also be plotted and notified to ARCC (Aeronautical Rescue Coordination Centre). Such aircraft may be asked to divert to assist the distressed aircraft.
Explain SAR procedures.
Shanwick create an airspace reservation for search aircraft as required by the ARCC. Aircraft taking part is SAR operations will comply with normal ATC procedures until they are flying within the airspace reservation. Once inside, the ARCC will maintain control and comms with the search and rescue aircraft. If the search involves a large number of aircraft, the ARCC may appoint a control aircraft to act as communications relay. This aircraft may be required to fly above the reservation and therefore will remain in control of Shanwick in edition to the operational control of the ARCC.
Explain the coordination requirements with adjacent centres during emergency.
Full details of the emergency should be passed to the next centre. Where there is a lack of comms with the aircraft or if the aircraft has navigational problems, the flight may well have deviated from its cleared route and therefore more than one centre may have to be advised.
What coordination with ARCC Kinloss is required in emergencies?
ARCC at Kinloss shall be notified of a flights emergency phase and given all info to assist with search.
The crew of distressed flight will be informed of any interception aircraft and given frequencies to be used by both aircraft. All messages from distressed aircraft will be passed to ARCC.
The GS may appoint a Rescue Liaison Controller at Shanwick to deal with ARCC. ARCC will only use this controller as the link to other oceanic centres and aircraft.
What coordination with Ballygirreen is required in emergencies?
If alert or distress messages are received from adjacent centres, Shanwick re-transmit the message to EIAAYSYX if they are not already on the list of addressees. If message is received by voice, we simply pass it by voice to EIAA. If alert or distress originates in Shanwick, we address these to EIAAYSYX using priority indicator SS.
What coordination with Shannon is required in emergencies?
If the aircraft in distress’ position could be in either Shanwick or Shannon’s airspace, it is the responsibility of the UK SAR organisation. Shanwick liaise with both Shannon and the ARCC.
If the distress position is entirely confined to Shannon, Shannon is the nominated ARCC and it is the sole responsibility of Shannon ARCC.
What information is available on Surface Vessels?
Info on over 12,000 surface vessels is available from the AMVER computer. All vessels close to the aircraft in difficulty and data on vessels on or near the predicted track can be made available to ARCC in approx 20 mins. ARCC can obtain weather info and sea states from vessels on list. The decision to request AMVER printouts rests with ARCC and not ATC.
How would you identify and notify others of a Hijack?
Identified to controllers by Mode A code 7500 and/or declaration on the RT. Suspected Hijacks however, may be indicated by numerous other means:
Refusal or inability to comply with ATC instruction with no good reason.
Unauthorised deviation from cleared flight profile.
Unauthorised SSR code change or extended use of IDENT.
Unspecific threat passed via third party.
Non ATC related RTF transmission.
Notification from unofficial sources.
Selection of A7600 or A7700
Open transmitter
Use of non standard phraseology by the crew or other covert attempt to highlight the situation.
Loss of RTF contact, particularly associated with flight profile deviation.
Individual events may not constitute suspicious activity alone but a combination of such events is seen as verification and appropriate action needs to be undertaken.
2 main ways that the GS may be informed of a suspected hijack:
Flight External to UK – Adjacent ATSU, Air/Ground Radio Stations, Foreign and Commonwealth Office via Department for Transport. European Civil Aviation Conference AFTN Signal.
Flight Internal to UK – Home Office via Department for Transport, Non-ATC / Government source, other ATSUs.
When may a clearance be withheld?
HM Government may elect to withhold an ATC clearance for a hijacked aircraft requesting to enter UK airspace. When authorised by HM Government via the Ops Sup, specific phraseology shall be used by controllers.
I am instructed by HMG to refuse entry into UK airspace. What are your intentions?
I am instructed by HMG to inform you that landing clearance has been refused for any airfield within the United Kingdom.
What action should ATC take in cases of hijack?
Immediately inform the GS giving the following details:
Callsign, type, operator, last assigned Mode A code.
Point of departure and intended destination.
Position, altitude, expected route.
Info as to how the aircraft became hijack status.
Current frequency and controlling agency.
If aircraft is observed as squawking 7500 - “callsign, confirm you are squawking assigned code (previously assigned code)”.
What action should the GS take in cases of hijack?
Immediately inform the OS for onward notification.
Pass details of subject aircraft to OS.
Advise that further investigation is necessary if hijack status is unverified.
What are the levels of threat regarding disruptive passengers?
Four level of disruptive passenger behaviour.
ATC may be advised of passenger behaviour with regard to the following:
Level 1 – Disruptive. (Suspicious or verbally threatening)
Level 2 – Physically Abusive.
Level 3 – Life Threatening.
Level 4 – Attempted or actual breach of flight crew compartment.
Reports of one or more of the above level threats shall be passed to the GS who advises the OS who in turn advises Swanwick Mil Supervisor.
Explain procedures in the event of RF within Shanwick?
It is assumed that aircraft operating within Shanwick shall proceed in accordance with the last received oceanic clearance to the NAT region boundary. This may not be the original filed flight plan. The aircraft should then proceed in accordance with the radio fail procedures for the state controlling the UIR/FIR which is being entered.
If radio failure occurs prior to entering Shanwick, the pilot may elect to continue according to the following procedures:
If the oceanic clearance has been received and acknowledged, aircraft shall enter the ocean at the cleared point, level and speed and proceed in accordance with acknowledged clearance.
If clearance not received and acknowledged and the aircraft elects to enter the ocean, it shall do so at the first entry point, level and speed contained in the flight plan and proceed in accordance with this to landfall.
What is the minimum number of LRNS systems that an aircraft can carry and be eligible for normal NAT HLA procedures?
Aircraft must be fitted with a minimum of 2 LRNS systems, although most modern aircraft carry so that in case of a single failure, they can still operate with the remaining two within NAT HLA airspace.
What should a pilot consider if one system fails before take off?
Pilot should consider:
Obtaining a clearance below or above NAT HLA.
Planning on one of the Blue Spruce routes which have been recommended for aircraft suffering partial loss of navigational capacity.
Use of the BSRs is subject to the following conditions:
Sufficient navigational capability remains. (Short range nav equipment - VOR, DME, ADF)
A revised flight plan is filed with the appropriate ATSU.
An appropriate ATC clearance is obtained.
What should a pilot consider if one system fails after departure but prior to boundary?
Pilot should consider:
Landing at a suitable aerodrome before boundary or returning to aerodrome of departure.
Diverting to one of the BSR.
Obtaining a re-clearance above or below NAT HLA.
What should a pilot consider if one system fails after the boundary?
Pilot should normally continue to operate in accordance with the oceanic clearance already received. Pilot should however:
Asses the prevailing circumstances (performance of second system, time remaining etc)
Prepare a proposal to ATC with respect to the prevailing circumstances.
Consult with ATC as to the most suitable course of action.
Obtain appropriate clearance prior to any deviation.
What should a pilot consider if the remaining system fails after entering NAT HLA?
Pilot should:
Make best use of procedures specified above relating to attempting visual sightings and establishing contact on VHF with adjacent aircraft for useful information.
If no instructions are received from ATC within a reasonable period, consider climbing or descending 500ft, broadcasting actions on 121.5 and advising ATC as soon as possible.
Notify ATC.
Keep a special lookout for possible conflicting aircraft and make maximum possible use of outside lights.
When informed by pilot that the aircraft is no longer RVSM approved but operating in RVSM airspace, what is the controllers actions?
Act immediately to provide 2000ft vertical separation or achieve lateral.
Essential traffic information provided if necessary.
Non-RVSM aircraft are usually cleared out of RVSM airspace when it is possible to do so.
Pilots will inform ATC if RVSM status is regained.
The centre that becomes aware of the failure is responsible for coordinating this with the adjacent sectors.
In cases of severe turbulence or wake vortex within RVSM airspace, what may ATC do to combat these conditions?
Establish increased separation immediately and try to accommodate pilot requests where possible. Pass essential traffic information as required.
Seek reports from other aircraft to establish whether it may be necessary to suspend RVSM entirely within a FL band or area. Any suspensions shall be coordinated with adjacent sectors.
The above relates to reported conditions, NOT forecast conditions.
Under what circumstances can ATC issue a clearance which results in a loss of standard separation?
If the pilot declares an emergency or has already commenced an enforced emergency manoeuvre, the controller is permitted to issue a clearance which may result in a loss of standard separation. This is based on the pilots intentions and having due regard to the overall traffic situation. Essential traffic information shall be passed to flights.
What phraseology should ATC use if there is no conflict free option and the crews actions result is a loss of standard separation?
The flight shall be advised that the responsibility for further action remains with the captain of the flight, using phrases such as:
“Do you wish to declare PAN and adopt contingency procedures.” Or,
“Shanwick unable to issue IFR clearance at this time, what are your intentions.”
