IFER 30AUG17 Flashcards
MATS 4.2.2.1 – Uncertainty phase (INCERFA)
Checked 30AUG17
Declare an INCERFA when:
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a) doubt exists as to the safety of an aircraft and its occupants;
b) a pilot fails to report:
i) DEPARTURE, after a call notifying readiness to taxi or to take-off;
ii) POSITION, by the EST at the next reporting point or by the next scheduled time, including NOCOM cancellation time or OPS NORMAL time, having made a previous in-flight report;
iii) by the EST at the next landing point, having made a previous in-flight report;
MATS 4.2.2.1 – Uncertainty phase (INCERFA)
Checked 30AUG17
Declare an INCERFA when:
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iv) ARRIVAL, TAXIING or DEPARTURE, by the SARTIME notified by the pilot, and communications checks required fail to reveal any news of the aircraft; and
v) after an ATS directed frequency change where the aircraft is required to maintain continuous communications with ATS
c) an aircraft is known or believed to be subject to irregular operation, namely, when:
i) it is not on its proper track or at its proper level;
ii) the pilot is not in normal communication;
iii) the pilot is unable to use appropriate navaids; or
iv) the pilot is experiencing navigational difficulties or is lost
MATS 4.2.2.1 – Uncertainty phase (INCERFA)
Checked 30AUG17
Declare an INCERFA when:
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d) a pilot is about to make or has made a landing other than a forced landing:
i) where the position is in doubt;
ii) on an unprepared surface; or
iii) at an aerodrome (in the case of helicopters, a landing area) which is considered by the pilot as being operationally unsuitable
e) information is received that an aircraft, for which flight notification has not been lodged, is missing; or
f) an ADS-C emergency indication is received without an accompanying voice confirmation or CPDLC emergency message.
(Note: A declared mercy flight is not subject to an emergency phase unless other circumstances indicate the aircraft may require assistance.)
MATS 4.2.2.2 – Alert phase (ALERFA)
Checked 30AUG17
Declare an ALERFA when:
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a) apprehension exists as to the safety of an aircraft and its occupants;
b) a pilot who has been given approach or landing instructions, or information by an ATC unit established at a civil or military control zone, fails to land within five minutes of the estimated landing time and communication with the pilot cannot be re-established before the expiration of this 5 minute period;
c) following an Uncertainty Phase declared because of failure to report, subsequent communications checks or inquiries to other relevant sources fail to reveal any news of the aircraft;
MATS 4.2.2.2 – Alert phase (ALERFA)
Checked 30AUG17
Declare an ALERFA when:
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d) information has been received which indicates that the operating efficiency of an aircraft has been impaired to the extent that the safety of the aircraft may be affected;
e) a flight restricted to VMC is operating in IMC;
f) a flight restricted to daylight operations is operating at night;
g) pending the evaluation of a bomb warning by the aircraft operator or pilot, except when the aircraft is on the ground at an aerodrome where ATC are on duty;
MATS 4.2.2.2 – Alert phase (ALERFA)
Checked 30AUG17
Declare an ALERFA when:
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h) a PAN call is received unless the circumstances indicate a DISTRESS phase is more appropriate; or
i) an aircraft deviates from its cleared route or track into active Restricted Area without a clearance.
MATS 4.2.2.3 – Distress phase (DETRESFA)
Checked 30AUG17
Declare a DETRESFA when:
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a) there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger and require immediate assistance;
b) information has been received which indicates that an aircraft is known or believed to be the subject of hijack;
c) following the Alert Phase declared because of failure to report, the absence of news from widespread communications checks and unsuccessful inquiries point to the probability that an aircraft is in distress;
d) the fuel on board is considered to be exhausted or to be insufficient to enable an aircraft to reach safety, unless a SARTIME has been notified;
MATS 4.2.2.3 – Distress phase (DETRESFA)
Checked 30AUG17
Declare a DETRESFA when:
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e) information is received which indicates that a pilot is about to make, or has made, a forced landing or has ditched or crashed, unless - in the case of a crashed aircraft - the advice is simply in the form of official notification and the safety of the occupants is assured;
f) a report is received that a radio distress beacon has been activated or other visual distress signals have been observed;
g) information is received which indicates that the operating efficiency of an aircraft has been impaired to the extent that a forced landing is likely;
MATS 4.2.2.3 – Distress phase (DETRESFA)
Checked 30AUG17
Declare a DETRESFA when:
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h) the operator or pilot evaluates a bomb warning as ‘genuine’ and requires the aircraft to be searched, except when the aircraft is on the ground at an aerodrome where ATC are on duty;
i) a MAYDAY call, or a MAYDAY CPDLC message is received;
j) an ADS-C emergency indication is received and confirmed by voice or CPDLC emergency message;
k) a surveillance emergency indication is received; or
l) immediately following any indications of fire in-flight.
MATS 4.2.5.2 – Acknowledge emergency communication
Checked 30AUG17
How shall an emergency be acknowledged?
Acknowledge an emergency communication by:
a) callsign;
b) station identification; and
c) ROGER MAYDAY/PAN PAN.
ERSA Emerg-2, 1.3 – Imposition of Silence
Checked 30AUG17
What is the phrase to impose radio silence?
Only the ACFT in distress or the unit in control of a distress communications is permitted to impose silence on any station which interferes with distress communications. The call should be address to ALL STATIONS or one station only, depending on circumstances.
The call should be as follows:
“… STOP TRASMITTING; MAYDAY”
MATS 4.2.5.9 – Initial actions during urgency state
Checked 30AUG17
Initial actions during urgency state
The unit addressed by an aircraft reporting an urgency condition, or the first unit acknowledging the urgency message, initiates the following actions:
a) acknowledges the urgency message and declares the appropriate emergency phase;
b) takes action to ensure that all information is made available to:
i) the ATS unit concerned;
ii) the aircraft operating agency, if applicable; and
iii) SAR authorities, if applicable; and
c) exercises control of communications as required.
MATS 4.2.14.1 – VMC but operating IMC
Checked 30AUG17
Flights confined to VMC, but operating in IMC,
be aware of what?
For flights confined to VMC but operating in IMC, be aware that the pilot in this situation will have difficulty with the following:
a) maintaining heading;
b) maintaining altitude; and
c) perceiving aircraft altitude.
MATS 4.4.7.1 – Handover of SAR responsibility
Checked 30AUG17
Acknowledgement of an emergency transfer
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When responsibility for SAR action is being transferred to JRCC Australia, make formal advice of the transfer:
a) verbally by the ATSO carrying Operational Command Authority/Military Supervisor by stating: ‘REQUEST JRCC AUSTRALIA ACCEPTS RESPONSIBILITY FOR SAR ACTION ON (callsign)’;
b) as necessary, in writing:
i) by completion of an Urgent SAR Message form (See Clause 13.1.1); or
ii) by other means such as email or fax; and
c) by JRCC Australia confirming acceptance of responsibility for SAR action by stating: ‘JRCC AUSTRALIA ACCEPTS SAR RESPONSIBILITY FOR (callsign)’.
Note: When transfer is completed by other SAR alerting agencies, JRCC Australia will advise if there are any other requirements.
MATS 4.4.7.2 – Handover of SAR responsibility
Checked 30AUG17
Acknowledgement of an emergency transfer
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When responsibility for SAR action on any military aircraft is being transferred to HQJOC, make formal advice of the transfer:
a) verbally using the phrase: ‘REQUEST HQJOC ACCEPTS RESPONSIBILITY FOR SAR ACTION ON (callsign)’;
b) as necessary, in writing:
i) by completion of an Urgent SAR Message form (See Clause 13.1.1); or
ii) by other means such as email or fax; and
c) by HQJOC confirming acceptance of responsibility for SAR action by stating: ‘HQJOC ACCEPTS SAR RESPONSIBILITY FOR (callsign)’.
MATS 4.2.5.1 – Irregular operation
Checked 30AUG17
What shall you ask the pilot of an aircraft with
irregular operation?
When a pilot advises a condition of irregular operation, total failure or intentional shut down of an engine, ask the pilot if emergency conditions exist that indicate the inability to maintain a safe cruising altitude or the need to make an emergency landing.
MATS 4.2.1.2 – Emergency phases
Checked 30AUG17
Who is responsible for the
declaration of an emergency phase?
The ATS Officer first becoming aware of an aircraft operating in other than normal circumstances, and there is doubt concerning the aircraft’s safety, is responsible for declaration of the phase appropriate to the emergency situation.
MATS 4.2.5.5 – Transferring responsibilities
Checked 30AUG17
Who has responsibility for an aircraft that has declared an emergency whilst being transferred?
When an aircraft declares an emergency and responsibility for the aircraft is in the process of being transferred to another ATS position, provide initial response and assistance from the ATS position where the emergency was declared.
MATS 4.2.5.8 – Initial actions during distress state
Checked 30AUG17
Initial actions during distress state
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Initiate the following actions upon acknowledgement of an aircraft in distress:
a) Immediately acknowledge the distress message and declare a Distress Phase;
b) Take control of the communications, or specifically and clearly transfer that responsibility, advising the aircraft of the transfer;
c) If necessary, impose radio silence;
d) Take immediate action to ensure that all necessary information is made available to the ATS units concerned;
e) Warn other units, as appropriate, to prevent the transfer of traffic to the frequency of the distress communication;
MATS 4.2.5.8 – Initial actions during distress state
Checked 30AUG17
Initial actions during distress state
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f) Follow local instructions for alerting:
i) SAR authorities;
ii) aircraft operating agency concerned; and
iii) ARFF;
g) Continue to listen on the frequency on which the distress call or message was transmitted and other frequencies, if appropriate;
h) Clear the instrument approach path, if necessary;
i) Make available navaids and lighting facilities; and
j) Issue instructions or pass information necessary to assist a safe recovery and landing, to the extent of suspending traffic that could conflict
MATS 4.2.9.13.2 – Actions during approach
Checked 30AUG17
Speechless radar approach:
What are your actions/questions during the approach?
During approach ask for answers, in the affirmative or negative, to the following questions:
a) Is the aircraft experiencing a state of emergency? If affirmative, ask further questions to ascertain the nature of the emergency;
b) Type of aircraft (jet or piston) and callsign if it is suspected to be an aircraft about which there is prior knowledge; and
c) Any other information such as:
i) fuel state;
ii) altitude;
iii) ability to carry out normal controlled descent; and
iv) familiarity with descent procedures.
MATS 4.2.14.2 – Reassurance and communications
Checked 30AUG17
Reassurance with communications to VFR aircraft in IMC
Provide reassurance to the pilot in initial communications and limit communications to prevent diversion of the pilot’s attention from flying the aircraft.
MATS 4.2.5.7 – Assistance available
Checked 30AUG17
Assistance available to aircraft in emergencies
Make available to an aircraft in an emergency situation any of the following assistance:
a) Advice on alternate aerodromes;
b) Position fixes for lost aircraft;
c) Advice on known weather conditions;
d) Interception of aircraft in distress or in need of navigation assistance;
e) Airspace and air traffic priorities;
f) Provision of alerting services;
g) Ditching forecasts; and
h) Advice on terrain clearance (LSALT).
MATS 4.2.2.1 – Declaration of emergency phases
Checked 30AUG17
Do mercy flights require an emergency phase?
A declared mercy flight is not subject to an emergency phase unless other circumstances indicate the aircraft may require assistance.
