Emergency procedures - Revision history

David Zepmeisel: /* Total engine failure */

2023-01-05T14:41:55Z

Total engine failure

Jakob Rettenwender: General Readability

2017-05-22T09:38:17Z

General Readability

Jakob Rettenwender at 09:33, 22 May 2017

2017-05-22T09:33:37Z

Claus Faber: /* Loss of Hydraulicpressure */

2017-02-22T11:41:14Z

Loss of Hydraulicpressure

Claus Faber: /* Loss of Cabin pressure */

2017-02-22T11:40:58Z

Loss of Cabin pressure

Claus Faber: /* Loss of Cabin pressure */

2017-02-22T11:37:50Z

Loss of Cabin pressure

Claus Faber: /* Loss of Cabin pressure */

2017-02-22T11:37:11Z

Loss of Cabin pressure

Claus Faber: /* Loss of Cabin pressure */

2017-02-22T11:35:36Z

Loss of Cabin pressure

Claus Faber: /* 3) All following measures */

2017-02-22T11:31:54Z

3) All following measures

Claus Faber: /* 2) standard response by ATC */

2017-02-22T11:27:47Z

2) standard response by ATC

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 === Total engine failure ===
-For ATC, this means: This aircraft will come down very quickly. In this situation, workload in the cockpit is enormous, as they try to re-light the engines. ATC's job is to analyse every option to reach ground safely and offer them in sequence of relevance. A good reference is the US Airways Flight 1549 - the famous Hudson River landing: see [http://www.youtube.com/watch?v=2l3BDBziZkw this video] to learn, how short and efficient communication can be under these severe circumstances.
+For ATC, this means: This aircraft will come down very quickly. In this situation, workload in the cockpit is enormous, as they try to re-light the engines. ATC's job is to analyse every option to reach ground safely and offer them in sequence of relevance. A good reference is the US Airways Flight 1549 - the famous Hudson River landing: how short and efficient communication can be under these severe circumstances.
 ==(Very) low fuel==

@@ Line 18: / Line 18: @@
 = Abnormal Procedures =
 Abnormal procedures are only triggered by pilots. There are only three possible categories:
-- pre-warning ("we have a problem"),
+* pre-warning ("we have a problem"),
-- Pan-Pan,
+* Pan-Pan,
-- Mayday.
+* Mayday.
 As stated the section before, an "ATC emergency" as such is not an abnormal procedure.

@@ Line 1: / Line 1: @@
 = General  =
-Emergencies and abnormal procedures arise from two sources: from the pilots or the ATC- depending where actually they occur. If a pilot gets into trouble then he decleares an emergency. If for example the runway is blocked (damaged aircraft, animals etc.) then the ATC reports abnormal procedures to the surrounding stations.
+Emergencies and abnormal procedures arise from two sources: from the pilots or the ATC side, depending where they occur. If a pilot gets into trouble then he declares an emergency. Most likely an emergency is affecting your surrounding ATC stations too. Therefore you have to coordinate with them to safely manage the situation.
 = ATC emergencies =
-What if the controller discovers something which will require immediate reaction (like deer on the runway, a broken plane unable to vacate, ...)? There is no mayday call for ATC - just react: quickly, use the available urgency phrases, and give a reason.
+What if the controller discovers something which will require immediate reaction (like deer on the runway, a broken plane unable to vacate, ...)? There is no mayday call for ATC controller - but you have the power to react: use the available urgency phrases, give a reason for the emergency and everything should be safe again.
-Usually, such an emergency needs more than one messages. Deploy them in the order of urgency: First the closest affected aircraft, second all others (other ATC, other pilots). Bear in mind that you want to make sure that the closest aircraft needs to be out of danger: See if the aircraft reacts and wait for the readback, if you have time.
+Usually, such an emergency needs more than one message. Deploy them in the order of urgency: First the closest affected aircraft, second all others (other ATC, other pilots). Bear in mind that you want to make sure that the closest aircraft needs to be out of danger. See if the aircraft reacts and wait for the readback, if the time allows it.
-<pre>APP: LHA123, collision alert, climb FL100, say again climb FL100, expedite
+<pre>APP: AUA186T, collision alert, climb FL100, say again climb FL100, expedite!
-LHA123: climbing max rate, traffic on scope, LHA123.
+A/C: climbing max rate, traffic on TCAS, AUA186T.
-TWR: LHA123, go-around, say again go-around, runway closed
+TWR: DLH56H, go-around, say again go-around, runway closed
-LHA123: going around, LHA123.
+A/C: going around, DLH56H.
 TWR: All stations on final: runway 16 is closed, prepare for go-around on my command.
-TWR->APP (on TS): Approach, Piste 16 ist zu, Flieger gehen rum.</pre>
+TWR -> APP (on TS): Approach, runway 16 is closed, all aircraft's are going around. Wait for further instructions.</pre>
 = Abnormal Procedures =
-As section above says: An "ATC emergency" as such is not an abnormal procedure. You follow standard phraseology. Abnormal procedures are only triggered by pilots. There three of them: a pre-warning ("we have a problem"), a Pan-Pan, and Mayday.
+Abnormal procedures are only triggered by pilots. There are only three possible categories:
 == 1. Houston, we have a problem ==
 It is quite common that the emergency call does not come right away. The crew might discover something (an indicator in the cockpit) and follows the letters: DODAR (Diagnose, Options available, Decide, Allocate task, Review). In this case, a short message to ATC is common, that something is wrong:
-<pre>LHA123: Tower, Laipzich Air 123, we have a problem, standby.
+<pre>NLY2863: Tower, Flyniki 2863, we have a problem, standby.
-TWR: LHA123, standing by.</pre>
+TWR: NLY2863, standing by.</pre>
-'''If you are controller and hear this, prepare yourself:''' Oversee the situation, you might wait with the next takeoff clearance, think of scenarios like: where could the aircraft turn back? Which diversion can it reach? The pilot will call you back in a few seconds with precise information.
+'''If you are a controller and hear something like this, prepare yourself!''' Oversee the situation, you might wait with the next takeoff clearance, think of scenarios like: where could the aircraft turn back? Which diversion can it reach? The pilot will call you back in a few seconds with precise information.
 == 2. Pan-pan  ==
-Pan-Pan is an urgency announcement of the crew, which is used if an aircraft or its occupence are endangered but not acute at risk (so no need for immediate action), and the crew calls for a preferential treatment. The crew can continue flying under normal or restricted conditions and usually land regularly.<br>
+Pan-Pan is an urgency announcement of the crew, which is used if an aircraft is endangered but not actually at risk. There is no need for immediate action, but the flight-crew calls for a preferential treatment. The crew can continue flying under normal or restricted conditions and usually land regularly.<br>
 <pre>SWR111:&nbsp;  Swissair one-eleven heavy is declaring pan-pan-pan. We have hydraulic warnings, requesting return to a convenient place, I guess Boston.
 CZQM_CTR: Swissair one-eleven heavy, pan-pan received, turn left direct Boston VOR, descend and maintain flight level 100.

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 # The Pilot may impose radio silence until a mutual agreed time.
-== Loss of Hydraulicpressure  ==
+== Loss of Hydraulic Pressure  ==
 This is a major problem, depending on the degree of failure: On large aircraft (except B777, which is merely electric - in turn, the batteries tend to burn), all systems for manoever depend on hydraulic pressure. First thing after the usual introduction is to ask the pilot about his/her status - which systems are affected and what this means. It could mean that the pilot cannot deploy speedbrakes (that's trivial) or flaps (that means a long runout on the runway), or cannot perform certain manoevers (like left or right turn etc, or that the plane reacts very slow). As ATC, you should offer the nearest suitable airport and increase separation. Also a loss of hydraulic pressure can escalate quickly into a worse emergency.

← Older revision		Revision as of 11:40, 22 February 2017
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	As controller, you have to clear the way, and you can expect that the pilot wants to land as soon as possible. If the pilot acts by the book, he/she will turn off course by about 30° (to avoid hitting aircraft below). Be prepared that the emergency situation escalates, as there is a reason for the loss of cabin pressure which could cause other systems to fail too.		As controller, you have to clear the way, and you can expect that the pilot wants to land as soon as possible. If the pilot acts by the book, he/she will turn off course by about 30° (to avoid hitting aircraft below). Be prepared that the emergency situation escalates, as there is a reason for the loss of cabin pressure which could cause other systems to fail too.
		+
		+	== Fuel dumping ==
		+	Aircraft who need to return right after takeoff often have too much fuel to land, and they need to dump it.
		+
		+	# Assign a Dumping area - avoid refineries, industrial plants, densely populated areas.
		+	# Assign a minimum altitude: No dumping below 6000ft.
		+	# CareSeparation - 10nm to eiter side; above 1000ft, below 3000ft, behind 15 minutes or 50nm (that's a lot!)
		+	# Alert other aircraft: General Call on frequency (in real life also on 121.5 and 124.4): "all stations, use caution, fuel dumping in progress over <position> from <FL> heading <...>, avoid flight within 10nm from dumping area".
		+	# The Pilot may impose radio silence until a mutual agreed time.

	== Loss of Hydraulicpressure ==		== Loss of Hydraulicpressure ==

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 Loss of cabin pressure is an annoyance at FL150, but a real danger at FL340. Expect aircraft to do a rapid descent without authorisation to about FL100.
-It is important to '''report minimum safe level''' to the pilot. If he descends south of Innsbruck (MSA=FL140), he will crash at FL100. If you don't find MSA quickly enough, then take MRVA (on the Euroscope screen) and deduct 1000ft, that's better than nothing.
+'''eport minimum safe level''' to the pilot as soon as you can. If he descends south of Innsbruck (MSA=FL140), he will crash at FL100. If you don't find MSA quickly enough, then take MRVA (on the Euroscope screen) and deduct 1000ft, that's better than nothing.
 As controller, you have to clear the way, and you can expect that the pilot wants to land as soon as possible. If the pilot acts by the book, he/she will turn off course by about 30° (to avoid hitting aircraft below). Be prepared that the emergency situation escalates, as there is a reason for the loss of cabin pressure which could cause other systems to fail too.

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 == Loss of Cabin pressure  ==
-This could be a problem in high traffic situations. The pilot will immediately begin an "emergency descent" to FL100 or below (he won't wait for approval). As controller, you can expect that the pilot wants to land as soon as possible. If the pilot acts by the book, he/she will turn off course by about 30° (to avoid hitting aircraft below). Be prepared that the emergency situation escalates, as there is a reason for the loss of cabin pressure which could cause other systems to fail too.
+Loss of cabin pressure is an annoyance at FL150, but a real danger for life at FL340. Expect aircraft to do a rapid descent without authorisation to about FL100.
 == Loss of Hydraulicpressure  ==

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 *'''Clear needed airspace:''' Noone needs to turn away, if he/she is not in the way. Some traffic might continue as normal. You might consider premature handoffs to other controllers or holdings. As a rule of thumb: don't produce more emergencies than you have already.
 *'''Pilot has the choice of frequency:''' An aircraft can stay on the frequency (eg. TWR) through all stages of his/her emergency or change, if he/she wishes. ATC will adjust. Assume that you have an engine failure at FL100 approaching LOWW. The pilot is on the APP frequency and does not want to change. Either APP coordinates with TWR landing clearance and issues it, or TWR enters the APP frequency and issues landing clearance him/herself.
 === 4)&nbsp;End emergency procedure  ===

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 ATC's information is important to pilots: Where can I land and how far it is? Pilots say, that accurate distance is vital, so use the distance tool on your scope.
-The pilot's first information is important for controllers: What is wrong? That says a lot about the ability of the pilot to control the aircraft. The last info is important for real life: Emergency services on the ground need to prepare for rescue.
+The pilot's first information is important for controllers: What is wrong? That says a lot about the ability of the pilot to control the aircraft - but '''do stick to the rule that the pilot flies: Let him tell you what he needs. The last info is important for real life: Emergency services on the ground need to prepare for rescue.
 === 3) All following measures  ===