intro_to_aviation_block_10_20180401181918 Flashcards
define distress
a condition of being threatened by serious and or immediate danger danger needing immediate assistance
Define Urgancy
a condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, which does not require immediate assistance
what is the international emergency frequency
VHF=121.5 MHz UHF 243.0 MHz (UHF is double VHF)
What are the questions one should ask in an emergency situation
- How will this effect your operation- must aircraft be moved out of the way (Route or altitude change)- Is the aircraft under full control- Must the active runway be utilized or may another be used- Is the runway long enough to recover the aircraft- must the closest runway be used- what will be the impact on other traffic
what are the 6 steps during an emergency
- unless otherwise known, determine aircraft ident and type, the nature of the emergency, the intentions of the flight crew as well as the position and altitude of the aircraft2. Decide upon the most appropriate type of assistance which can be provided3. Enlist the aid of any other ATS unit or other services which may be able to provide assistance to the other aircraft4. provide the aircraft with any information requested as well as any additional relevant information such as details on suitable airports, minimum sade altitudes and weather altitudes 5. obtain the number of persons on board, and amount of fuelremaining, if required, and6. Notify appropriate authorities and ATS units
when is mayday spoken
at the start of comunication and identifies a distress message
When is PAN PAN spoken
identifies a urgency message
when do you give priority to certain aircraft and break the first come first serve rule
- An aircraft that has declared an emergency. 2. An aircraft that appears to be in a state of emergency but is apparently unable to inform you.
what are the signals a pilot can give you if there is an emergency
- Radio calls- Transponder codes- Flight patterns- radar codes
What is the emergency flight plan for a pilot only having a receiver?
- flying in a triangle form making right hand turns- flying two mins before each turn- Flying one min before each turn if TAS is greater then 300 knots
An emergency flight plan for not having a radio
- flying in a triangle form making left hand turns- flying two mins before each turn- Flying one min before each turn if TAS is greater then 300 knots
how often do you repeat the emergency flight plan
Fly the previous patterns twice before continuing heading for five mins and repeat
Distress Call read over
The first transmission of the distress call and message by an aircraft should be on the air-to-ground frequency in use at the time. If the aircraft is unable to establish communication on the ground frequency in use, the distress call and message should be repeated on the general calling and distress frequency (3023.5 kHz or 121.5 kHz), or any other frequency available, such as 2182 kHz or 5680 kHz, in an effort to establish communications with any ground or other aircraft stations. The distress call shall have absolute priority over all other transmissions. All stations hearing it shall immediately cease any transmission which may interfere with it and shall listen on the frequency used for the distress call.
what are the special condition target reply codes
7600 or 7700 which is three concentric triangles
what information do you need from the pilot after a distress call
- number of souls on bored- fuel remaining- type of emergency- assistance required
- The pilot may request a fly-by the Tower for a visual inspection. Controllers must exercise caution by reporting only what they observe and in no way indulge in speculation.
- The pilot may request a fly-by the Tower for a visual inspection. Controllers must exercise caution by reporting only what they observe and in no way indulge in speculation.
What should the controller do in the event of a total engine failure
- clear any airborne or ground traffic from the area- alert emergency equipment and - try to anticipate where the aircraft will land- if the aircraft is en route there is little the controller can do except try to give the position of the nearest suitable landing area- if the aircraft is on radar, note the position last observed - if there are other aircraft in the vicinity you could enlist their help and get them to the area where last observed to start a search - Advise the ACC shit manager so that JRCC may be advised
What does JRCC stand for
joint rescue coordination center
Instrument Loss RO
- most aircraft today have dual navigation systems, the loss of one or two is not critical but the loss of all of them can lead to some problems, especially in IFR conditions- If the aircraft is in radar coverage then radar navigation assistance would be provided- If the aircraft isn’t in radar coverage proceed as if you were dealing with a lost aircraft - Unless the aircraft is vectored to the final approach course a full approach would be out of the question in IFR conditions - some of the most critical instruments for a pilot to loose are those that rely on the pitot tube- if it gets blocked the pilot will not have any airspeed or altitude indication- in VFR weather conditions this would not be as critical because the pilot would have visual reference with the ground- Under IFR conditions the aircraft could not do a proper approach, the risk of premature contact with the ground is greatly increased- depending on what instruments have failed the pilot may have great difficulty doing an approach
Bird Strikes RO
- Not only jet engines are susceptible, piston engine cooling, and carburetor air intakes may be blocked. Pitot heads, antennae, lights etc., are not designed to withstand such forces and landing gear doesn’t retract well- Tower observation, pilot reports, and radar observation are the primary sources of information regarding bird activity. If a pilot confirms the radar observation, try to get the type of birds. If there is no pilot confirmation of a radar target, and you suspect the target to be migratory fowl, pass the information stating that it could be birds.- The danger is not confined to the airport or its immediate vicinity. Some migratory birds are capable of flying at relatively high altitudes (in excess of 12,000 ft) thus creating a problem for en route aircraft. Each spring and fall, pilots are reminded of the hazards.There are good charts of flyways and staging areas for the pilot to consult- As airport and ground controllers it is a major responsibility to ensure that airfields are scanned all the time, the appropriate authorities notified, and aircraft kept informed of any significant bird activity. Many aircraft have crashed as a direct result of bird strikes.
Minimum Fuel RO
- Could be a result of incorrect fuel gauges, higher then expected consumption, strong headwinds or other considerations- This type of concern is broken into two different categories: - Minimum fuel (a concern but not an emergency) - Fuel shortage ( about to actually run out of fuel, could be an emergency requiring you to provide priority) - If a pilot informs of a fuel shortage, ask if they are declaring an emergency, and if so give them priority- If an aircraft declares minimum fuel, take the following action: - Be alert for anyoccurrence or situation that may delay the aircraft - information the aircraft of any anticipated delay as soon as you become aware of the delay - Inform the ext sector/Unit of the status of the aircraft - record the information in the unit log
Severe Weather Information RO
- If any reports of severe weather such as SIGMETS, wind shear ETC are received, the reports must be passed along to all aircrafts in the area concerned or that will be entering the area- If possible aircraft should be kept clear of any severe weather is it could damage the aircraft- Air carriers and local operators should hold aircraft on the ground until the severe weather has passed by- flying clubs should also recall aircraft that are in the air when there is severe weather in he area
Sick or injured passengers RO
- At times the pilot will report a sick or injured person on board who requires medical attention. In such a case you may be required to have an ambulance standing by at the apron, and possibly notifying a hospital - Towers should have procedures specified in the unit binder as to the course of action tower personnel are to follow- Medivac definition: A term used to request Air Traffic Service priority handling for a medical evacuation flight, based on a medical emergency in the transport of patients, organ donors, organs or other urgently needed lifesaving medical material. The term is to be used on flight plans and if a pilot determines that a priority is required in radiotelephony communications.
Forest Fires RO
- The first report of a forest fire may come from an overflying aircraft. The controller should get an exact bearing and distance from a known position- Each unit will have local procedures as to who will get notidied - if this is not possible the police should be notified (either RCMP or Provincial as they have radio networks)- Aircraft will be notified if smoke is limiting visibility - no aircraft shall operate over a forest fire area, or over any area that is located within five nautical miles of a forest fire area, at an altitude of less than 3,000 feet
Emergency Landings on the Airport RO
- the emergency personnel are best suited to decide where the crash equipment should be positioned For example: - Short on fuel: equipment will be close to the threshold - No Brakes, normally at the runways end - Blown tires, midway and end of runway at a good distance from the runway - gear warning and malfunction, Spread along the entire runway at a good distance form the runway - Procedure: Alert aircraft rescue and fire fighting (ARFF),ECC, ambulance or other emergency services if they are required. - At controlled airports, the Control Tower is responsible for notifying the appropriate agencies. At other locations, the FSS, FIC or other agency notifies the appropriate agency.
Emergency Landings off the airport RO
- Form time to time aircraft will be forced to make a landing other than at an airport. local procedures are established to cover these situations. Theres little a controller can do to expect to be on the alert for indications of an accident and to get the proper authorities notifies so so that emergency crash and rescue are dispatched to the scene- The controller may receive a MAYDAY call. If the aircraft squads emergency 7700, note the position and pass the information on; there may be a bail out tone (military) ad the controller may be able to get a fix on the aircraft using VDF equipment or radar- Although the pilot will be very busy the controller should obtain as much information as possible. If the aircraft is not in radar coverage try to at least get the position of the aircraft from the pilot
Dangoures Goods RO
- A major purpose of notifying destination airport authorities of an aircraft experiencing an in-flight-emergency with dangerous goods on board, is information for Crash, Fire, and Rescue personnel. This information is instrumental on how they approach the aircraft on landing, what type of fire retardant to carry on board their vehicles, and whether to actually approach the aircraft or not. - All of this information is available with the use of a United Nations four digit number, referred to as the Product Information Number (PIN). The reference book is available commercially, is titled North American Emergency Response Guidebook.
Hydroplaning RO
- When hydroplaning occurs, the tires of the aircraft are completely separated form the actual runway by a thin water film and they will continue to hydro plane until the speed is reduced so the tires can regain contact with the runway- stopping distance could be as much as 700% further, and a cross wind of 10 knots will drift an aircraft off to the side of a 200 foot runway in approximately seven seconds under hydroplaning conditions
give an example of a minimum braking distance on the runway and the suitable number CRFI
Dry runway, a 0.8 - 1 on the scale
give an example of a maximum braking distance on the runway and the suitable number CRFI
Hydroplanning, 0.1 or more, wet Ice is second worse at a .1 or less and
