- •The Lessons Emergency crew acas / tcas
- •In the event of a pilot reporting a manoeuvre induced by an ra, Remember:
- •II. Birdstrike
- •In the event of birdstrike, Remember:
- •II. Brake problems
- •In the event of brake problems, Remember:
- •2. Situation: On approach
- •3. Situation: Not yet prepared for landing
- •III. Communication failure
- •Instrument meteorological conditions (imc)
- •Instrument meteorological conditions (imc)
- •In the event of communication failure, remember:
- •IV. Pressurisation Problems
- •In the event of pressurisation problems, remember:
- •V. Electrical problems:
- •VI. Emergency descent
- •VII. Engine failure
- •In the event of an engine failure, you should expect any of the following:
- •In the event of engine failure, remember:
- •If needed:
- •VIII. Engine / apu on fire
- •In the event of engine fire atc can expect …
- •IX. Fuel problems
- •If needed:
- •X. Gear problems
- •Instructions:
- •In event of gear problems, remember:
- •If needed:
- •XI. Hydraulic problems
- •In the event of hydraulic problems, remember:
- •If needed:
- •XII. Icing
- •Icing may also have an impact on the controllability of the aircraft:
- •XIII Smoke or Fire in the Cockpit
- •Remember:
- •XIV. Unlawful interference
- •It is important to remember not to make any further rtf unless initiated by the pilot.
XIII Smoke or Fire in the Cockpit
Smoke or fire in the cockpit is serious situation which may lead to an emergency. An emergency descent and immediate landing may then be required.
The cause of smoke in the cockpit is generally a short circuit or other electrical malfunctions.
Such problems may quickly escalate into an increase of the smoke or even fire.
In the event of smoke or poisonous gases, the crew will put on oxygen masks.
The ability of the crew to read cockpit instruments and see outside the aircraft may be limited considerably.
Therefore, the crew may be totally reliant on ATC instructions.
If smoke is uncontrollable, rapid aircraft descent below 10,000 ft AMSL or to MSA can be expected.
The pilot will require radar vectors to land at the nearest suitable aerodrome.
ATC should take into account that the RWY will possibly be blocked after landing.
A passenger evacuation may result.
ATC
Remember:
Vector aircraft to intercept the localiser with an angle of less than 20º and the glidepath from below. This ensures a safe approach mode engagement.
If wind and LDA permits, offer the pilot the reciprocal RWY to shorten the distance to fly.
IF NEEDED:
(This section applies particularly to light aircraft where the pilot may be inexperienced. Commercial pilots will usually already be familiar with these procedures.)
Assist by informing the pilot about:
track until touchdown at next suitable aerodrome
availability of automatic approach low visibility procedure
details of landing aerodrome
RWY in use
Length, surface, elevation, ILS and NAV frequencies
WX information at landing aerodrome: wind, visibility, ceiling, QNH
Remember to assist resolution of the situation by:
Informing your supervisor
Informing landing aerodrome
Asking if dangerous goods on board
Asking for number of POB
Clearing the RWY according to local instructions
e.g. ACFT is 20 NM final
Keeping the safety strip clear
Checking APP and RWY lighting system
CREW
XIV. Unlawful interference
HIJACKING:
A hijacking is defined as an armed person in the aircraft C the pilot, the crew and the passengers to get some kind of C.
PLANNING & SUPPORT:
Because of the additional burdens created for pilot and crew, planning for all eventualities is an important task. This planning is executed by ATC, supporting personnel and institutions.
COUNTER MEASURES:
The counter measures against hijacking in the aircraft are limited, as the initial intentions of the hijacking are unknown.
CALMNESS:
Concentrated calmness of crew and controllers is necessary to avoid additional risks and provocation of the hijacker.
Every possible dangerous situation for the aircraft and the occupants is conceivable.
All actions and initiatives will be determined by the situation on board and on decisions from the pilot.
The crew will be under a high amount of stress, possibly in fear and near to panic
The crew may have problems asking ATC for instructions and advice.
The hijacking may become known to ATC by an aircraft squawking A7500 or by a message.
The crew may try to pass information covertly.
ATC
Assist resolution of the situation by:
Informing your supervisor
Not initiating any further RTF referring to the hijacking unless confirmed by the pilot
Complying with the pilot’s requests as far as possible
Transmitting pertinent information without expecting a reply
Monitoring all flight manoeuvres-give room for manoeuvre
Collecting any necessary information e.g. destination aerodrome, WX situation at destination, routing etc.
REMEMBER: