Emergency procedures
General
Emergencies and abnormal procedures arise from two directions: 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.
Abnormal procedures
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, and the crew calls for a preferential treatment. The crew can mostly continue flying under normal or restricted conditions and usually also regularly land.
SWR111: Swissair one-eleven heavy is declaring pan-pan-pan. We have smoke in the cockpit. Request immediate return to a convenient place, I guess Boston. CZQM_CTR: Swissair one-eleven heavy, pan-pan received, turn left direct Boston VOR, climb and maintain flight level 310.
- Pan-pan is only a message that the crew has to fly under abnormal circumstances and eventually needs a higher priority as non-pan flights.
Radio communication Failure (RCF)
You notice RCF at the SQ 7600, which lights up the letters "RDOF" in the aircraft tag of Euroscope.
- First, determine what RDOF it is: does the pilot hear or is his aircraft completely deaf? For this purpose, you ask the following:
Controller: Leipzig 123, received radio communication failure. If you read, squawk Ident.
If an ident signal is received, then things are easier: The pilot can receive calls normally, but might need to land priority. If the pilot sends no ident signal, then you (and even more important: the pilot...) needs to know the RCF failure procedures. The airplane will follow this procedure and land. Controller's job is...
- to get other pilots out of the way
- to inform other ATC "upstream" about the situation
- to monitor the aircraft: A RDF failure could turn into an emergency (you don't know, what's all wrong in the plane), and the pilot might not strictly follow the RDF procedure. Remember that the pilot needs the radio for local QNH, which might have changed since departure (local QNH at destination is part of the briefing).
- to bear in mind that the runway config might have changed and the pilot still approaches the "old" config.
A RDF procedure typically follows the pattern:
- If the pilot has received the airport info (ATIS or other), then it will follow it (QNH, runway in use). Caution: The only way to determine this is if there has been contact, for example with APP, where the pilot has reported "ATIS on board".
- If the pilot has not received it, then it will follow standard runway configuration according to the charts.
- Typically, procedures include flying standard STAR and transition and flying the minimum altitudes described in the charts. Some airports include holdings for a predetermined time.
See the RCF procedures for [LOWW]. Hey guys, where are the RCF procedures for the other LOVV airports?
Go Around and missed approach
A Go-Around can be seen as abnormal procedure. Two different procedures can be followed:
- Missed Approach published in the Charts. APP should be informed about it (via teamspeak or PM).
- Individual handling like heading and altitude. This has to be coordinated with APP.
Remember: If necessary for safety, TWR can (and must) tell the aircraft virtually anything the aircraft is able to. If the reason for go-around is in the direction of the go-around procedure, then "proceed as published" does not really make sense. TWR might tell the aircraft to turn off left or right immediately.
Phraseology differs according who announces it:
- If ATC issues go-around, then the phraseology expresses urgency. Listen to the readback - it is vital that the pilot received it. In this example, the go-around is individual:
TWR: Leipzig 123, go-around, say again go-around, turn left immediately direct SNU, climb 5000ft. LHA123:LHA123 is going around, turning left SNU, climbing 5000ft.
- If the pilot goes around, then he/she announces it. In this example, standard go-around pattern is used:
LHA123: Lepzig 123 goes around. TWR: Roger, Leipzig 123, go around as published
As a courtesy, you could tell the pilot the go-around procedure anyway - many of them don't know it.
Rejected Take-off
Rejected takeoff can quickly turn into a nasty situation, if ATC does not react immediately and correctly.
- If the pilot rejects takeoff, then the approaching traffic should immediately receive go-around. APP should be informed about it. Do not expect the aircraft to leave the runway immediately - something serious might be wrong, so be prepared to change the runway (if you have, like in LOWW).
- If TWR withdraws takeoff clearance, the situation is even worse, as the aircraft might be rolling already and be beyond v1 where it can't stop (and you as TWR don't know this). In this case, TWR has to do the following:
- Issue takeoff cancellation: "Leipzig 123, cancel takeoff, say again, cancel takeoff." The pilot will do, if able (=below V1).
- Arriving aircraft behind have to be issued a go-around which leads them away from the departure route of the departing aircraft - departing aircraft could be above v1 and fly out.
- Inform all surrounding ATC stations about the situation.
Malfunctions of airport equipment (broken ILS, VOR or NDB) cannot be simulated at VATSIM (navaids are part of pilot software). If an aircraft has broken equipment, then this is actually a "pan-pan" case and should be treated as such.
It could happen that a pilot reports a malfunction (in case his software simulates such a failure - but this failure only affects him. And Still, you could simulate airport malfunctions for all pilots and see, what they will do. In this case, you should know the other approaches available, offer alternatives (and communicate them between TWR and APP). If weather permits, you can offer visual approaches.
Priority Landing
This is an easy case: A fully functional and communicating aircraft has only one grievance: Get down as soon as possible. Most reasons are medical emergencies, live organs, low fuel (at too low fuel this is an emergency), or VIPs on board (feel free to send him into 2 hours holding and divert to Hintertupfing if it is Karl-Heinz Grasser).
Handling is easy: Issue instructions (vectors, descent, and on ground: a gate close to arrival) that best meet his/her request.
Emergencies
If a pilot discovers a situation which disables an orderly continuation of the flight and aircraft or passengers are in danger, then the more severe step is adaequate: The emercency call. A basic principle is important: The pilot is in command, ATC is here to assist. Don't tell the pilot how to fly the aircraft - it's not your job, and you are not there. The pilot says his intentions, and ATC reacts. This does not mean that you don't order the pilot to do things, but they should be according to his/her intentions, not yours.
Mayday procedure has the following phases:
1) Mayday call by the pilot:
LHA123: Mayday, mayday, mayday. Laipzich Air 123 engine failure. Descending below FL240, Request vectors to nearest suitable airfield. LOWW_APP: Leipzig Air 123, mayday call received, engine failure. Squawk 7700. Next airfield is Vienna Airport, turn left 020°, 60 miles.
Pilot calls "mayday" three times, the nature of his/her emergency, what his/her intentions are and what he/she needs now. ATC reads back, tells him to set transponder to 7700 (then all ATC see his mayday call on the Euroscope screen: The tag turns red and is preceded with "EMG"). Then the aircraft gets the needed information.
2) "accustom yourself" to the emergency:
The pilot has a few seconds to do (avigate, navigate), and ATC too: He/she needs to inform other pilots and fellow ATC stations.
LOWW_APP: All stations, all stations, emergency in progress. [no calls, no readbacks].
With this call pilots know: They should continue as told (their SID, transitions, STAR). They only call ATC, if safety is at stake. If they receive ATC orders, they don't read back - they just do it.
Then ATC informs other controllers via intercom, Text or teamspeak, and collects the necessary information.
LOWW_APP->LOWW_CTR: mayday LHA123, engine failure, no handoffs LOWW_APP->LOWW_TWR: mayday LHA123 engine failure, request rwys available LOWW_TWR->LOWW_APP: all rwys available, wind 320°6kt
Generally, the controller makes sure that he/she does not get any traffic any more: no takeoffs from below, no handoffs from above.
Beyond this point, there is no fixed phraseology. ATC speaks with pilots to make sure that he is served best. With the information gathered, ATC will turn back to the pilot and figure out next steps.
LOWW_APP: Mayday-Leipzig 123, Vienna reports all runways available, 52 miles to final, for runway 11 maintain present heading. When able, report situation. LHA123: Leipzig 123, left engine out, right engine 40%, descending 1800, 48 passengers and 5 crew on board, fuel for 1 hour.
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.
3) All following measures:
- Pilot tells, ATC delivers. On the flight plan, you read "PIC - pilot in command" - let him stay in command, and let him decide, which command he wants you to take over.
- Communication: least possible, as precise as possible. During an emergency, the cockpit is a beehouse. The more time pilots have for themselves, the better. If a pilot does not answer: stay calm - he/she might have something else to do. He/she might follow the rule 1-avigate 2-navigate 3-communicate and might not have reached step 3.
- 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) End emergency procedure
At some stage, the emergency is over, and the aircraft is happily on the runway or unhappy in the wood. At this stage, all other pilots and ATC need to know that it is over:
LOWW_APP: All stations, emergency procedures terminated. All operations return to normal.
Then, cleanup starts: There might be a dozen aircraft in holdings to bring in, runways to clean and aircraft on ground to get out.
List of possible emergencies
This list is open - be prepared to react to the unusual. If you discover an emergency which is not covered here, feel free to add it.
5.) Loss of Cabinpressure - Druckabfall
Dies ist ein Fall, der unangenehm werden könnte für den ATCO bei Hightraffic. Der Pilot wird einen sogenannten "Emergencydescent" einleiten (FL100 or below). Als ATCO ihn so schnell wie nur möglich auf dem eigenen Flughafen landen lassen oder ihn auf einen Ausweichflughafen landen lassen. Wichtig dabei ist, dass der ATCO dem Emergencyflieger nicht zutextet und niederquaselt, sondern der Pilot wird sagen, was er tun wird und ATC wird das bestmögliche tun um ihn das zu gewährleisten. Es kann auch vorkommen, dass der Pilot sagt "ATC standby", d.h. der ATCO soll diesen Flieger bis auf weiteres nicht ansprechen, außer die Situation wird noch gefährlicher durch z.B. crossing Traffic below. Koordination ist in diesem Fall das A & O!
6.) Loss of Hydraulicpressure - Verlust der Hydraulik
Wenn diese Art von Verlust kommt, dann ist meistens die Aircraftperformance (stark) beeinträchtigt. Wichtig hierbei ist zu Erfahren, inwieweit der Pilot die Kontrolle über seinen Flieger noch hat, d.h. Descentrate/Turnrate erfragen oder ob es andere Probleme gibt. Auch kann es dazukommen, dass der Pilot nur mehr Links oder Rechtskurvene fliegen kann. Auch hier sollte man im Hinterkopf haben, dass sich so eine Situation zu einem noch größeren Notfall entwickeln kann. Den betroffenen Flieger so schnell wie nur möglich auf den Boden bringen - Seperation zu den umliegenden Fliegern erhöhen.
7.) Prioritylanding - Dringlichkeitslandung
Wie der Name schon ahnen lässt, handelt es sich hierbei um einen Flieger, der auf dem schnellsten und direktesten Weg von A nach B will. Beispiele wären gesundheitliche Notfälle, Low Fuel (solang kein Emergency ausgesprochen wurde), VIPs on board, Krankentransporte,...
8.) Smoke in Cockpit - Rauch in der Flugkanzel
Diese Art von Notfall setzt großes Wissen von Notfällen vorraus, da dies eine sehr anspruchsvolle Prozedur ist. Die beste Art diese Situation zu handeln ist, die Übersicht nicht zu verlieren und den Piloten mit wertvollen Informationen zu "versorgen", d.h. DME Angabe zum Airport, Speed, Altitude, Heading, zu hoch/tief, Trafficinformation,... Alles in allem ist dies ein "Talk-Down-Approach" indem der ATCO wirklich stark gefordert wird in Sachen Konzentration & Koordination. Diese Informationen sollten nicht nur einmal gegeben werden, sonder wirklich beinahe im Minutentakt. Wichig dabei ist wieder, dass der Flieger so schnell als wie nur möglich am Zielflughafen landen sollte, wenn möglich sogar auf einer eigenen Piste, sodass er den anderen anfliegenden Verkehr nicht behindert. Seperation sollte wieder stark erhöht werden zu umliegenden Fluzeugen, falls nötig sogar Warteverfahren aufbauen.
9.) Engine Failure at takeoff - Triebwerksversagen beim Start
Triebwerksversagen beim Start gehört zu den gefährlichsten Zwischenfällen, die es gibt. Die Höhe über Grund ist niedrig, das Flugzeug läuft auch Hochtouren, die Fluggeschwindigkeit ist niedrig (und damit auch die Stabilität). Knappe Koordination ist hier das A und O. Meist passiert der Vogelschlag noch in Bodennähe nach der v1: Der Flieger kann nicht mehr stoppen und muss in die Luft. Der Mayday-call erreicht also meistens noch den TWR controller. Noch dazu variiert die Schwere der Situation nach dem Grad der Schäden, und das ist nicht immer gleich ersichtlich. Professionalität bei Pilot und TWR controller sind sehr wichtig, damit eine heile Landung gelingt.Folgende Aufnahme ist ein Schulbeispiel, wie es gut funktioniert:
1. Mayday call: So präzise wie möglich: Mayday, callsign, problem, intentions, request
Acft: Mayday mayday mayday Thomson 253H, engine failure, continuing northwesterly, inbound towards Wallasey.
2. Antwort ATC: So präzise wie möglich (merke: Tomson hat keinen request geäussert, also braucht er auch gerade nichts):
TWR: Thomson 253H, roger, all runways are available for landing, surface wind 070° at 5 knots.
3. ATC warnt andere Stationen, und wartet. Der Pilot ist "in command", er wird sich schon melden.
Acft: Manchester, Mayday 253H
4. Der Pilot hat sich gemeldet. Jetzt macht ATC Angebote.
TWR: Mayday 253H, all runways are available. If you wish, vectors, or continue visually for 06 left or right.
5. Jetzt sagt der Pilot, was er vorhat:
Acft: Manchester, we are heading in a northwesterly direction and trying to establish on the 85° inbound radial towards Wallacy, climb to 3500 ft and then advise you about our further intentions.
6. Manchester Tower liest nur zurück und fertig. Wenn der Pilot nichts will, lässt du ihn in Ruhe. Etwas später macht Manchester noch das Angebot, in Liverpool zu landen - das wird abgelehnt. Noch etwas später meldet Manchester Tower, dass die Landebahn 06R wegen Verschmutzung gesperrt ist - die havarierte Maschine hat Teile verloren (das muss er tun - braucht es doch die Maschine für den Landeanflug). Die Maschine landet kurze Zeit später geordnet und sicher auf 06L.
- dieser Abschnitt wartet noch auf Vervollständigung
10.) Engine Failure at approach - Triebwerksversagen beim Landeanflug
dieser Abschnitt wartet noch auf Vervollständigung
11.) Runway closure
Diese Prozedur wird vom Fluglotsen im TWR ausgelöst. Es gibt zwei Unterschiede:
- Immediate closure: Wenn die Landebahn nicht mehr benützbar ist (Havarierter Flieger, Flugzeugteile, Tiere, ...), dann ist eine Sperre der Landebahn sofort wirksam:
- Anfliegende Flieger bekommen go-around
- APP bekommt Information, keine Flugzeuge zuzuführen
- GND bekommt Information, keine Taxi clearances zu dieser rwy zu geben
- Neue Landebahn wird geöffnet (oder Flughafen wird geschlossen)
- ATIS wird angepasst.
- Step-by-step closure: Wenn der Grund des Schließens abzusehen ist (Wind dreht langsam, noise abatement rules, ...), dann geht die Schließung der Landebahn mit mehr Ordnung vor sich:
- APP bekommt Information, keine Flugzeuge zuzuführen
- GND bekommt Information, keine Taxi Clearances zu dieser rwy zu geben
- verbleibende anfliegende Flugzeuge bekommen Landefreigabe
- neue Landebahn wird geöffnet
- ATIS wird angepasst
- APP und GND werden informiert.