M1, S5, C1 - Aircraft Emergencies Flashcards

Question

Notification of distress by visual signal will be by one or more of the following methods:

Answer 1

(1) The signal SOS with signalling apparatus; (2) A succession of pyrotechnical lights fired at short intervals, each showing a single red light; (3) A parachute flare showing a red light.

Answer 2

(1) for an aircraft in difficulties that compel it to land without requiring assistance, the following signals: (a) Switching the landing lights on and off repeatedly; (b) Switching the navigation lights on and off repeatedly; (c) A succession of white pyrotechnical lights. (2) For an aircraft with a very urgent message to transmit concerning the safety of an aircraft (including that sending the message), a ship or person, the signal XXX with signalling apparatus.

Answer 3

(1) Code 77 (7700) – Aircraft Emergency (2) Code 76 (7600) – Radio Failure (see Chapter 4) (3) Code 75 (7500) – Hijack or Other Act of Violence (see Chapter 5).

Answer 4

...7700 as soon as is practicable after declaring an emergency situation, having due regard for the overriding importance of controlling aircraft and containing the emergency. However, if the aircraft is already transmitting a discrete code and receiving an air traffic service, that code may be retained at the discretion of either the pilot or the controller.

Answer 5

...carry out special procedures to indicate to controllers that they require assistance.

Answer 6

Aircraft Speed More than 300 knots - 1 minute Legs 300 knots or less - 2 minute Legs Transmitter Failure Only - Right hand turns Complete Failure - Left hand turns

Answer 7

...advise the D&D cell of the position and track and continue to plot the aircraft whilst it is within ATS surveillance system cover. Controllers should also be aware of the effect wind may have on the pilot’s ability to fly an accurate triangle

Answer 8

...whether or not to transfer the aircraft to another agency. The choice of agency will depend upon the circumstances and no hard and fast rules apply. The following guidance material will help controllers to make this decision.

Answer 9

...retained on the frequency. If necessary, impose a radio silence on other aircraft or transfer them to another frequency. Alternatively it may be more expedient to transfer the emergency aircraft to a discrete frequency, particularly if a radio silence would endanger other traffic.

Answer 10

...ask the pilot, or if he is not prepared, to change frequency. The controller may be able to relay instructions and information from other units to the pilot

Answer 11

(1) consult the ACC supervisor and transfer the aircraft according to his instructions; or (2) alert the nearest suitable unit and transfer the aircraft to a common frequency, giving assistance to that unit as required.

Answer 12

...sufficient information from the pilot to be convinced that the aircraft will receive more assistance from another unit. If a change of frequency is desirable the pilot must be instructed to revert immediately if there is no reply on the new frequency. Controllers should then listen out on the original frequency until the aircraft is known to be in two-way communication with the other unit.

Answer 13

(1) Terms used by D&D for handling of emergency D&D use the terms ‘Executive Control’ and ‘Operational Control.’ If an aircraft calls on 121.5 MHz, the D&D controller has both executive and 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 management until the emergency ends. (2) Surveillance Cover D&D controllers 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 controller may seek an early handover to the aerodrome ATSU in order to avoid the need to stop the descent of an emergency aircraft. (4) Minimum Sector Altitudes D&D controllers do not have a detailed knowledge of the local airspace, terrain or obstacles surrounding aerodromes. Therefore the D&D controller may require guidance on local Minimum Sector Altitudes in order to provide the fullest possible service to actual emergencies. (5) RTF Coverage D&D’s low level radio coverage (below 3000 feet amsl) is poor and so an early handover to the diversion aerodrome may be sought by the D&D controller. In certain circumstances, e.g. A UHF-only equipped aircraft diverting to a VHF-only equipped aerodrome ATSU, it may be impossible to transfer RTF communications with the aircraft to its destination aerodrome. In these circumstances the D&D controller may request that the control of the aircraft be transferred to the aerodrome ATSU, which would necessitate all subsequent control instructions being passed on the telephone, through the D&D controller, for relay to the pilot. It is imperative when this happens that controllers are agreed as to who is responsible for the control of the aircraft. Additionally, the aircraft may initially need to be kept high and/or very early landing clearances passed to the pilot, so that all necessary control instructions are completed before loss of RTF occurs.

Answer 14

...minor aerodrome availability within their area as well as a comprehensive database that enables rapid communication with aerodromes, Aircraft Operators, ATSUs, and the SAR organisation including Police Air Support Units and the regional emergency services. The D&D cell can assist a pilot of an aircraft in an emergency and the civil ATSU to select the most suitable diversion aerodrome. The D&D cell also provide facilities for practising emergency procedures to both civil and military pilots.

Answer 15

...an instant VHF auto-triangulation fixing service on 121.5 MHz. This service is only available to aircraft operating over land south of the river Humber and east of Airway N864 at and above 3000 feet amsl and at and above 2000 feet amsl within 40 nm of Heathrow. A manual fixing service is available outside this area throughout both FIRs, where there is a reasonable possibility of fixing the position of an aircraft transmitting on 121.5 MHz at 3000 feet and above over the UK land area and coastal waters. However, in mountainous areas, coverage at lower levels will be adversely affected.

Answer 16

...the quality of additional information that the pilot and controller can give to the D&D cell.

Answer 17

...obtain a VDF bearing and pass it to the station being called. He should continue to listen out until he is satisfied that the aircraft is in two-way communication with an ATSU

Answer 18

(1) forward the message to the station being called and/or the ACC supervisor; (2) attempt to establish two-way communication with the aircraft; and (3) give every assistance to the emergency aircraft.

Answer 19

...every means available to assist the pilot. Each situation must be dealt with according to the circumstances. Controllers are to take any of the actions described below which may be appropriate but should note that this list is not exhaustive nor in any preferred order.

Answer 20

...the ACC supervisor unless the aircraft is within the radius of action of the Aerodrome Fire Service. Aerodrome emergency services are described in Chapter 7.

Answer 21

...the local emergency services may be closer to the incident area and, if first to arrive, could assist by passing the exact location to the responding Aerodrome Fire Service.

Answer 22

...the Distress phase exists. The ACC supervisor must be informed so that he can take alerting action with the RCC.

Answer 23

...a suitable aerodrome for landing (see paragraph 11I.2 below). The ACC will be able to assist in the selection.

Answer 24

...it can make suitable preparations.

Answer 25

...stand by. This can most easily be done through the ACC supervisor

Answer 26

...give consideration to the sterilization of the landing runway

Answer 27

...the aircraft is out of cover.

Answer 28

...fix the position by obtaining bearings from other units having the same frequency.

Answer 29

...position and bearing information about an emergency aircraft to other interested units; particularly the ACC

Answer 30

...rearrange the traffic pattern if necessary.

Answer 31

...bring an aircraft in emergency to a safe level, in the minimum time, with the least possible passenger discomfort. The procedure is most frequently applied by aircraft that have suffered an uncontrollable loss of cabin pressurisation, requiring a higher than normal rate of descent to approximately 10,000 ft amsl.

Answer 32

...an unexpected change in level on the situation display. However, the pilot may be able to make a short RTF broadcast, and should select the emergency SSR code 7700.

Answer 33

...acknowledge the emergency by RTF. If the pilot has not done so already, a simple prompt to squawk 7700 is acceptable, even during a time of intense flight deck workload. Pilots will be wearing their emergency oxygen masks and communications 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 the minimum altitude for the area of operation, controllers should state the applicable minimum altitude to maintain terrain clearance, together with the applicable QNH altimeter setting.

Answer 34

...turn away from the assigned route or track before commencing the emergency descent. However, due to the complex and congested UK controlled airspace, pilots flying in UK FIRs have been instructed that they should, if able, remain on the assigned route or track whilst carrying out the emergency descent; unless to do so would endanger the aircraft. Ultimately it is the pilot’s responsibility to take the action most appropriate in the circumstances. Consequently, controllers must remain alert to the potential for aircraft conducting an emergency descent to change heading without notice and be ready to provide appropriate instructions and information to aircraft in proximity.

Answer 35

...all conflicting traffic on the emergency descent aircraft’s track, issuing traffic information as appropriate. A rapid descent will cause the aircraft to pass through numerous sectors very quickly; therefore, co-ordination with adjacent sectors and even other control centres is essential. Primarily, controllers should ensure that separation is maintained by turning other aircraft away from the aircraft conducting the emergency descent. However, if necessary, controllers may, as required by the situation, suggest a heading to be flown, if able, by the aircraft carrying out the emergency descent in order to achieve separation from other aircraft concerned. However, controllers should remember that they may not be fully aware of any particular handling difficulties the aircraft may have.

Answer 36

...an emergency message, or cause such message to be broadcast, to alert all other aircraft of the emergency descent.

Answer 37

...specific actions to be taken by aircraft addressed in the broadcast or, alternatively, instructions to continue in accordance with their current clearances, and to stand by on the appropriate channels for further clearances and instructions.

Answer 38

...clear the specified areas and then standby on the appropriate radio frequency for further clearances from the ATC unit. Consequently, in the absence of specific instructions provided to the aircraft addressed in the broadcast, it may be expected that such aircraft will clear the area on their own initiative.

Answer 39

(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.

Answer 40

...be affected or able to assist.

Answer 41

...keep the operator informed of all subsequent developments.

Answer 42

...the commander immediately using the operator’s own words. A message, which has to be relayed via an ACC outside the UK, must be confirmed with a priority SS signal and addressed to the aircraft.

Answer 43

...acknowledge this message. If the controller is instructed to inform the aircraft that it is required or requested to divert to another aerodrome then the reason for this change should be established. The message, together with the reason, shall then be passed to the captain and his intentions requested

Answer 44

...the captain of the aircraft who has ultimate responsibility for the safety of his aircraft.

Answer 45

...routed over densely populated areas, particularly if there is reason to believe that the aircraft’s ability to remain in controlled flight is compromised or that parts of the aircraft could detach in flight. If this is inconsistent with providing the most appropriate service to the aircraft, for example when any extended routeing could further jeopardise the safety of the aircraft, the most expeditious route is the one that should be given. Where possible, when expeditious routeing is not required, suggestions of alternative runways or aerodromes together with the rationale that the routeing would avoid densely populated areas and be consistent with safety, shall be passed to the pilot and his intentions requested

Answer 46

...the boundaries of major cities, towns or villages. However, controllers providing aerodrome, approach or approach radar control services should be familiar with the centres of population within their areas of jurisdiction.

Answer 47

...associated handling difficulties and should therefore limit manoeuvring instructions to the minimum necessary.

Answer 48

...the ATSU at the aerodrome of intended landing. The senior controller at the aerodrome must notify the Aerodrome Operator and RFFS immediately.

Answer 49

...request the pilot to provide a telephone number from where detailed information can be obtained.

Answer 50

...a summary of the quantities and classes or divisions of dangerous goods carried, as receipt and transcription of full details of voluminous and technically detailed chemical information would be impracticable. It is important that all details provided by the pilot are passed, without delay, to the relevant emergency services

Answer 51

...the Senior Fire Officer (or the Fire Service Incident Commander or Senior Police Officer) at the accident site without delay. Where the crash occurs whilst the aircraft is en-route, the ACC Watch Supervisor shall pass this information to the relevant emergency services without delay

Answer 52

...the flight plan. Whilst this may be so on some occasions, many aircraft will be carrying dangerous goods as cargo of some sort and the absence of an annotation on the flight plan should not be taken as an indication that no dangerous goods are being carried.

Answer 53

(1) Humberside; and | (2) Prestwick.

Answer 54

...the Aerodrome Operator should be sought. Heathrow, Gatwick and Manchester should not be considered as suitable diversion aerodromes for emergency aircraft specifically carrying explosives under an exemption issued by the CAA.

Answer 55

...a telephone number from where detailed information concerning the explosives carried can be obtained. This telephone number will be found in item 18 immediately after the Operator descriptor e.g. OPR/ (operator name) Tel: +(country code) (telephone number).

Answer 56

...the RAF Distress and Diversion cell is to be informed immediately.

Answer 57

...jettison fuel in an emergency. The decision to jettison rests solely with the pilot but he may request guidance from ATC

Answer 58

(1) the route to be flown which, if possible, should be clear of cities and towns, preferably over water and away from areas where thunderstorms have been reported or are expected; (2) the level to be used; (3) the estimated duration of the fuel dumping; and (4) the frequency to be monitored whilst the aircraft is dumping fuel.

Answer 59

...above 10,000 feet agl. Exceptionally, if fuel dumping at this level, or over water, is operationally impracticable or inconsistent with safety, fuel may be jettisoned... ...above 7000 feet agl in winter and ...above 4000 feet agl in summer. For fuel to be jettisoned below these levels the situation must be unavoidable.

Answer 60

...1000 feet between aircraft should be maintained.

Answer 61

...co-ordination with units providing services outside controlled airspace where the aircraft’s track is near to the boundary of controlled airspace (both laterally and vertically).

Answer 62

...an aircraft landing above the certificated 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.

Answer 63

...intercept the final approach track at or below the ILS glide path to ensure that these rates of descent are not exceeded. Deceleration on the runway may require additional braking with the attendant risk of wheel fires and it is likely that the full length of the runway will be utilised. Except in the most extreme situations where the aircraft is compelled to land at all costs, controllers should not observe significant differences from normal aircraft performance with regard to rate of turn and speed.

Answer 64

...notify the appropriate authorities as detailed in MATS Part 2, the Aerodrome Manual or local orders.

Answer 65

...engine failure and loss of control.

Answer 66

...the possibility exists that the rocket may still be live.

Answer 67

...radio contact subject to the level at which the parachute is deployed and VHF coverage. The aircraft will generally drift with the wind and the pilot will have no further control over the path of the aircraft. It should be noted therefore, that deployment of the parachute does not guarantee survivability of an in- flight incident

Answer 68

“Ballistic recovery system deployed”

Answer 69

...those pertaining to engine failures and forced landings. Furthermore, they should ensure that RFFS are provided with this information, as not only may it aid in identification of the aircraft but will reassure them that if the chute has deployed, the system should present no further hazard.

Answer 70

...also provide this information to RFFS, which should be alert for the possibility of a live rocket on board the aircraft.

M1, S5, C1 - Aircraft Emergencies Flashcards

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