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EMERGENCY

1 MAY 09

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

7.4SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

7.4.1Signals Initiated by Intercepting Aircraft and Responses by Intercepted Aircraft (Annex 2, Appendix 1, 2.1)

	1 MAY 09	EMERGENCY	9
	INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
7.4.2	Signals Initiated by Intercepted Aircraft
	and Responses by Intercepting
	Aircraft (Annex 2 Appendix 1, 2.2)
4	DAY or NIGHT — Raising landing	Aerodrome you
	gear (if fitted) and flashing landing	have designated
	lights while passing over runway	is inadequate.
	in use or helicopter landing area at
	a height exceeding 300m (1000’)

but not exceeding 600m (2000’) (in the case of a helicopter, at a height exceeding 50m (170’) but not exceeding 100m (330’)

7.5INTERCEPTION PHRASEOLOGIES (Annex 2, Appendix 2, Table 2.1)

EMERGENCY

1 MAY 09

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

8 SEARCH AND RESCUE

8.1COMMUNICATION FREQUENCIES

8.1.1 Where there is a requirement for the use of high frequencies for search and rescue scene of action coordination purposes, the frequencies 3023 kHz and 5680 kHz shall be employed. (Annex 10, Vol V, 2.2.1)

NOTE: Where civil commercial aircraft take part in search and rescue operations, they will normally communicate on the appropriate enroute channels with the flight information center associated with the rescue co-ordination center concerned.

8.2PROCEDURES FOR A PILOT-IN- COMMAND INTERCEPTING A DISTRESS TRANSMISSION

d.act as instructed by the rescue co-ordination center or the air traffic services unit.

(Annex 12, 5.6.2)

8.3.2If the first aircraft to reach the scene of an accident is not a search and rescue aircraft it shall take charge of on-scene activities of all other aircraft subsequently arriving until the first search and rescue aircraft reaches the scene of the accident. If, in the meantime, such aircraft is unable to establish communication with the appropriate rescue co-ordi- nation center or air traffic services unit, it shall, by mutual agreement, hand over to an aircraft capable of establishing and maintaining such communications until the arrival of the first search and rescue aircraft.

(Annex 12, 5.6.2.1)

8.3.3When it is necessary for an aircraft to

8.2.1Whenever a distress transmission is interdirect a surface craft to the place where an aircraft

cepted by a pilot-in-command of an aircraft, the pilot shall, if feasible:

a.acknowledge the distress transmission;

b.record the position of the craft in distress if given;

c.take a bearing on the transmission;

d.inform the appropriate rescue coordination centre or air traffic services unit of the distress transmission, giving all available information; and

e.at the pilot’s discretion, while awaiting instructions, proceed to the position given in the transmission.

(Annex 12, 5.7)

8.3PROCEDURES FOR A PILOT-IN-COMMAND AT THE SCENE OF AN ACCIDENT

8.3.1 When a pilot-in-command observes that either another aircraft or a surface craft is in distress, the pilot shall, if possible and unless considered unreasonable or unnecessary:

a.keep the craft in distress in sight until compelled to leave the scene or advised by the rescue coordination centre that it is no longer necessary;

b.determine the position of the craft in distress;

c.as appropriate, report to the rescue coordination centre or air traffic services unit as much of the following information as possible.

–type of craft in distress, its identification and condition;

–its position, expressed in geographical co-ordinates or in distance and true bearing from a distinctive landmark or from a radio navigation aid;

–time of observation expressed in hours and minutes UTC;

–number of persons observed;

–whether persons have been seen to abandon the craft in distress;

–on-scene weather conditions;

–apparent physical condition of survivors;

–apparent best ground access route to the distress site; and

or surface craft is in distress, the aircraft shall do so by transmitting precise instructions by any means at its disposal. If no radio communication can be established the aircraft shall use the appropriate visual signal in paragraph 8.4. (Annex 12, 5.6.5)

8.3.4When it is necessary for an aircraft to convey information to survivors or surface rescue units, and two-way communication is not available, it shall, if practicable, drop communication equipment that would enable direct contact to be established, or convey the information by dropping a hard copy message. (Annex 12, 5.6.3)

8.3.5When a ground signal has been displayed, the aircraft shall indicate whether the signal has been understood or not by the means described in 8.3.4 or, if this is not practicable, by use of the appropriate visual signal in paragraph 8.4. (Annex 12, 5.6.4)

8.4SEARCH AND RESCUE SIGNALS

8.4.1General

8.4.1.1The air-to-surface and surface-to-air visual signals in this section shall, when used, have the meaning indicated therein. They shall be used only for the purpose indicated and no other signals likely to be confused with them shall be used. (Annex 12, 5.8.1)

8.4.1.2Upon observing any of the signals given in this section, aircraft shall take such action as may be required by the interpretation of the signal given. (Annex 12, 5.8.2)

8.4.2Signals with Surface Craft

NOTE: The following replies may be made by surface craft to the signal in 8.4.2.1:

–For acknowledging receipt of signals:

a.the hoisting of the “Code pennant” (vertical red and white stripes) close up (meaning understood);

b.the flashing of a succession of “T’s” by signal lamp in the Morse code;

c.the changing of heading to follow the aircraft.

–For indicating inability to comply:

a.the hoisting of the international flag “N” (a blue and white checkered square);

	1 MAY 09	EMERGENCY		11
	INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
b. the flashing of a succession of “N’s” in the			8.4.3.3	Ground-air Visual Signal Code
	Morse code.			For Use By Rescue Units (Annex
8.4.2.1	The following maneuvers performed in			12, Appendix A, 2.2)
8.4.2.1	The following maneuvers performed in

sequence by an aircraft mean that the aircraft wishes to direct a surface craft towards an aircraft or a surface craft in distress:

a.circling the surface craft at least once;

b.crossing the projected course of the surface

craft close ahead at low altitude and: 1. rocking the wings; or

2. opening and closing the throttle; or

3. changing the propeller pitch.

NOTE: Due to high noise level on-board surface craft, the sound signals in (2) and

2 JAN 09

EMERGENCY

E-21

SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES EUROPE

Ref Regional Supplementary Procedures ICAO DOC 7030 - EUR

EMERGENCY DESCENT PROCEDURES

ACTION BY PILOT-IN-COMMAND

1.When an aircraft operated as a controlled flight experiences sudden decompression or a (similar) malfunction requiring an emergency descent, the aircraft shall, if able:

a.Initiate a turn away from the assigned route or track before commencing the emergency descent;

b.advise the appropriate air traffic control unit as soon as possible of the emergency descent;

c.Set transponder Code to 7700 and select the Emergency Mode on the automatic dependent surveillance/controller-pilot data link communications (ADS/CPDLC) system, if applicable;

d.turn on exterior lights;

e.watch for conflicting traffic both visually and by reference to ACAS (if equipped), and

f.coordinate its further intentions with the appropriate ATC unit.

2.The aircraft shall not descend below the lowest published minimum altitude which will provide a minimum vertical clearance of 300m (1000ft) or in designated mountainous terrain 600m (2000ft) above all obstacles located in the area specified.

2 JAN 09

EMERGENCY

E-23

RADIO COMMUNICATION FAILURE PROCEDURES EUROPE

Ref Regional Supplementary Procedures, DOC 7030/4 - EUR, Part 1, Rules of the Air, Air Traffic Services and Search and Rescue,

ACTION IN THE EVENT OF AIR GROUND COMMUNICATION FAILURE

As soon as it is known that two-way communication has failed, ATC shall maintain separation between the aircraft having the communication failure and other aircraft based on the assumption that the aircraft will operate in accordance with VMC or IMC.

VISUAL METEOROLOGICAL CONDITIONS

A controlled flight experiencing communication failure in VMC shall:

1.set transponder to Code 7600;

2.continue fly in VMC;

3.land at the nearest suitable aerodrome, and

4.report its arrival time by the most expeditious means to the appropriate ATS unit.

INSTRUMENT METEOROLOGICAL CONDITIONS

A controlled flight experiencing communication failure in IMC, or where it does not appear feasible to continue in VMC shall:

1.set transponder to code 7600;

2.maintain for a period of 7 minutes the last assigned speed and level or the minimum flight altitude, if the minimum flight altitude is higher than the assigned level. The period of 7 minutes commences:

a.if operating on a route without compulsory reporting points or if instructions have been received to omit position reports:

–at the time the last assigned level or minimum flight altitude is reached, or

–at the time the transponder is set to Code 7600, whichever is later, or

b.if operating on a route with compulsory reporting points and no instruction to omit position report has been received:

–at the time the last assigned level or minimum flight altitude is reached, or

–at the previously reported pilot estimate for the compulsory reporting point, or

–at the time of a failed position report over a compulsory reporting point, whichever is later;

NOTE: The period of 7 minutes is to allow the necessary air traffic control and coordination measures.

3.thereafter, adjust level and speed in accordance with the filed flight plan;

NOTE: With regard to changes to level and speed, the filed flight plan, which is the flight plan as filed with an ATS unit by the pilot or a designated representative without any subsequent changes, will be used.

4.if being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude;

NOTE: With regard to the route to be flown or the time to begin descend to the arrival aerodrome, the current flight plan, which is the flight plan, including changes, if any, brought about by subsequent clearances, will be used.

5.proceed according to the current flight plan route to the appropriate designated navigation aid serving the destination airport and, when required to ensure compliance with para 6 below, hold over this aid until commencement of descent;

6.commence descent from the navigational aid specified in para 5 above at, or as close as possible to, the expected approach time last received and acknowledged or, if no expected approach time has been received and acknowledged, at or as close as possible to, the estimated time of arrival resulting in the current flight plan;

7.complete a normal instrument approach procedure as specified for the designated navigation aid, and

8.land, if possible, within 30 minutes after the estimated time of arrival specified in para 6 above or the last acknowledged expected approach time, whichever is later.

NOTE: Pilots are reminded that the aircraft may not be in an area of secondary surveillance radar coverage.