6-3-1.
Distress and Urgency Communications
a. A pilot who
encounters a distress or urgency condition can
obtain assistance simply by contacting the air traffic
facility or other agency in whose area of responsibility the
aircraft is operating, stating the nature of the difficulty,
pilot's intentions and assistance desired. Distress
and urgency communications procedures are prescribed
by the International Civil Aviation Organization (ICAO),
however, and have decided advantages over the informal
procedure described above.
b.
Distress and urgency communications
procedures discussed in the following paragraphs relate to
the use of air ground voice communications.
c. The initial
communication, and if considered necessary, any subsequent
transmissions by an aircraft in distress should begin
with the signal MAYDAY, preferably repeated three times. The
signal PAN-PAN should be used in the same manner for an
urgency condition.
d.
Distress communications have absolute priority
over all other communications, and the word MAYDAY commands
radio silence on the frequency in use. Urgency
communications have priority over all other communications
except distress, and the word PAN-PAN warns other
stations not to interfere with urgency transmissions.
e. Normally,
the station addressed will be the air traffic facility
or other agency providing air traffic services, on the
frequency in use at the time. If the pilot is not
communicating and receiving services, the station to be
called will normally be the air traffic facility or other
agency in whose area of responsibility the aircraft is
operating, on the appropriate assigned frequency. If the
station addressed does not respond, or if time or the
situation dictates, the distress or urgency
message may be broadcast, or a collect call may be used,
addressing "Any Station (Tower)(Radio)(Radar)."
f. The station
addressed should immediately acknowledge a distress
or urgency message, provide assistance, coordinate
and direct the activities of assisting facilities, and alert
the appropriate search and rescue coordinator if warranted.
Responsibility will be transferred to another station only
if better handling will result.
g. All other
stations, aircraft and ground, will continue to listen until
it is evident that assistance is being provided. If any
station becomes aware that the station being called either
has not received a distress or urgency
message, or cannot communicate with the aircraft in
difficulty, it will attempt to contact the aircraft and
provide assistance.
h. Although
the frequency in use or other frequencies assigned by ATC
are preferable, the following emergency frequencies can be
used for distress or urgency communications, if necessary or
desirable:
1. 121.5 MHz
and 243.0 MHz. Both have a range generally limited
to line of sight. 121.5 MHz is guarded by direction finding
stations and some military and civil aircraft. 243.0 MHz is
guarded by military aircraft. Both 121.5 MHz and 243.0 MHz
are guarded by military towers, most civil towers, FSSs, and
radar facilities. Normally ARTCC emergency frequency
capability does not extend to radar coverage limits. If an
ARTCC does not respond when called on 121.5 MHz or 243.0
MHz, call the nearest tower or FSS.
2. 2182 kHz.
The range is generally less than 300 miles for the
average aircraft installation. It can be used to request
assistance from stations in the maritime service. 2182 kHz
is guarded by major radio stations serving Coast Guard
Rescue Coordination Centers, and Coast Guard units along the
sea coasts of the U.S. and shores of the Great Lakes. The
call "Coast Guard" will alert all Coast Guard Radio Stations
within range. 2182 kHz is also guarded by most commercial
coast stations and some ships and boats.
6-3-2.
Obtaining Emergency Assistance
a.
A pilot in any distress or urgency
condition should immediately take the following
action, not necessarily in the order listed, to obtain
assistance:
1. Climb, if
possible, for improved communications, and better radar and
direction finding detection. However, it must be understood
that unauthorized climb or descent under IFR conditions
within controlled airspace is prohibited, except as
permitted by 14 CFR Section 91.3(b).
2. If equipped
with a radar beacon transponder (civil) or IFF/SIF
(military):
(a) Continue
squawking assigned Mode A/3 discrete code/VFR code and Mode
C altitude encoding when in radio contact with an air
traffic facility or other agency providing air traffic
services, unless instructed to do otherwise.
(b) If unable
to immediately establish communications with an air traffic
facility/agency, squawk Mode A/3, Code 7700/Emergency and
Mode C.
3.
Transmit a distress or urgency message
consisting of as many as necessary of the following
elements, preferably in the order listed:
(a) If
distress, MAYDAY, MAYDAY, MAY-DAY; if urgency,
PAN-PAN, PAN-PAN, PAN-PAN.
(b) Name of
station addressed.
(c) Aircraft
identification and type.
(d) Nature of
distress or urgency.
(e) Weather.
(f) Pilots
intentions and request.
(g) Present
position, and heading; or if lost, last known
position, time, and heading since that position.
(h) Altitude
or flight level.
(i) Fuel
remaining in minutes.
(j) Number of
people on board.
(k) Any other
useful information.
REFERENCE-
Pilot/Controller Glossary Term- Fuel
Remaining.
b. After
establishing radio contact, comply with advice and
instructions received. Cooperate. Do not hesitate to ask
questions or clarify instructions when you do not understand
or if you cannot comply with clearance. Assist the ground
station to control communications on the frequency in use.
Silence interfering radio stations. Do not change frequency
or change to another ground station unless absolutely
necessary. If you do, advise the ground station of the new
frequency and station name prior to the change, transmitting
in the blind if necessary. If two-way communications cannot
be established on the new frequency, return immediately to
the frequency or station where two-way communications last
existed.
c. When in a
distress condition with bailout, crash landing or ditching
imminent, take the following additional actions to assist
search and rescue units:
1. Time and
circumstances permitting, transmit as many as necessary of
the message elements in subparagraph a3
above, and any of the following that you think might be
helpful:
(a) ELT
status.
(b) Visible
landmarks.
(c) Aircraft
color.
(d) Number of
persons on board.
(e) Emergency
equipment on board.
2. Actuate
your ELT if the installation permits.
3. For
bailout, and for crash landing or ditching if risk of fire
is not a consideration, set your radio for continuous
transmission.
4. If it
becomes necessary to ditch, make every effort to ditch near
a surface vessel. If time permits, an FAA facility should be
able to get the position of the nearest commercial or Coast
Guard vessel from a Coast Guard Rescue Coordination Center.
5. After a
crash landing, unless you have good reason to believe that
you will not be located by search aircraft or ground teams,
it is best to remain with your aircraft and prepare means
for signaling search aircraft.
6-3-3.
Ditching Procedures
FIG
6-3-1
Single Swell (15 knot wind)
FIG
6-3-2
Double Swell (15 knot wind)
FIG
6-3-3
Double Swell (30 knot wind)
FIG
6-3-4
(50 knot wind)
FIG
6-3-5
Wind-Swell-Ditch Heading
a. A
successful aircraft ditching is dependent on three primary
factors. In order of importance they are:
1. Sea conditions
and wind.
2. Type of
aircraft.
3. Skill and
technique of pilot.
b. Common
oceanographic terminology.
1. Sea. The
condition of the surface that is the result of both waves
and swells.
2. Wave (or
Chop). The condition of the surface caused by the local
winds.
3. Swell. The
condition of the surface which has been caused by a distance
disturbance.
4. Swell Face.
The side of the swell toward the observer. The backside
is the side away from the observer. These definitions apply
regardless of the direction of swell movement.
5. Primary Swell.
The swell system having the greatest height from trough
to crest.
6. Secondary
Swells. Those swell systems of less height than the
primary swell.
7. Fetch. The
distance the waves have been driven by a wind blowing in a
constant direction, without obstruction.
8. Swell Period.
The time interval between the passage of two successive
crests at the same spot in the water, measured in seconds.
9. Swell Velocity.
The speed and direction of the swell with relation to a
fixed reference point, measured in knots. There is little
movement of water in the horizontal direction. Swells move
primarily in a vertical motion, similar to the motion
observed when shaking out a carpet.
10. Swell
Direction. The direction from which a swell is
moving. This direction is not necessarily the result of the
wind present at the scene. The swell may be moving into or
across the local wind. Swells, once set in motion, tend to
maintain their original direction for as long as they
continue in deep water, regardless of changes in wind
direction.
11.
Swell Height. The height between crest and trough,
measured in feet. The vast majority of ocean swells are
lower than 12 to 15 feet, and swells over 25 feet are not
common at any spot on the oceans. Successive swells may
differ considerably in height.
c. In order to
select a good heading when ditching an aircraft, a basic
evaluation of the sea is required. Selection of a good
ditching heading may well minimize damage and could save
your life. It can be extremely dangerous to land into the
wind without regard to sea conditions; the swell system, or
systems, must be taken into consideration. Remember one
axiom- AVOID THE FACE OF A SWELL.
1. In ditching
parallel to the swell, it makes little difference whether
touchdown is on the top of the crest or in the trough. It is
preferable, however, to land on the top or back side of the
swell, if possible. After determining which heading (and its
reciprocal) will parallel the swell, select the heading with
the most into the wind component.
2. If only one
swell system exists, the problem is relatively simple-even
with a high, fast system. Unfortunately, most cases involve
two or more swell systems running in different directions.
With more than one system present, the sea presents a
confused appearance. One of the most difficult situations
occurs when two swell systems are at right angles. For
example, if one system is eight feet high, and the other
three feet, plan to land parallel to the primary system, and
on the down swell of the secondary system. If both systems
are of equal height, a compromise may be advisable-select an
intermediate heading at 45 degrees down swell to both
systems. When landing down a secondary swell, attempt to
touch down on the back side, not on the face of the swell.
3. If the
swell system is formidable, it is considered advisable, in
landplanes, to accept more crosswind in order to avoid
landing directly into the swell.
4. The
secondary swell system is often from the same direction as
the wind. Here, the landing may be made parallel to the
primary system, with the wind and secondary system at an
angle. There is a choice to two directions paralleling the
primary system. One direction is downwind and down the
secondary swell, and the other is into the wind and into the
secondary swell, the choice will depend on the velocity of
the wind versus the velocity and height of the secondary
swell.
d. The
simplest method of estimating the wind direction and
velocity is to examine the windstreaks on the water. These
appear as long streaks up and down wind. Some persons may
have difficulty determining wind direction after seeing the
streaks on the water. Whitecaps fall forward with the wind
but are overrun by the waves thus producing the illusion
that the foam is sliding backward. Knowing this, and by
observing the direction of the streaks, the wind direction
is easily determined. Wind velocity can be estimated by
noting the appearance of the whitecaps, foam and wind
streaks.
1. The
behavior of the aircraft on making contact with the water
will vary within wide limits according to the state of the
sea. If landed parallel to a single swell system, the
behavior of the aircraft may approximate that to be expected
on a smooth sea. If landed into a heavy swell or into a
confused sea, the deceleration forces may be extremely
great-resulting in breaking up of the aircraft. Within
certain limits, the pilot is able to minimize these forces
by proper sea evaluation and selection of ditching heading.
2. When on
final approach the pilot should look ahead and observe the
surface of the sea. There may be shadows and whitecaps-signs
of large seas. Shadows and whitecaps close together indicate
short and rough seas. Touchdown in these areas is to be
avoided. Select and touchdown in any area (only about 500
feet is needed) where the shadows and whitecaps are not so
numerous.
3. Touchdown
should be at the lowest speed and rate of descent
which permit safe handling and optimum nose up attitude on
impact. Once first impact has been made, there is often
little the pilot can do to control a landplane.
e. Once
preditching preparations are completed, the pilot should
turn to the ditching heading and commence let-down. The
aircraft should be flown low over the water, and slowed down
until ten knots or so above stall. At this point, additional
power should be used to overcome the increased drag caused
by the nose up attitude. When a smooth stretch of water
appears ahead, cut power, and touchdown at the best
recommended speed as fully stalled as possible. By cutting
power when approaching a relatively smooth area, the pilot
will prevent overshooting and will touchdown with less
chance of planing off into a second uncontrolled landing.
Most experienced seaplane pilots prefer to make contact with
the water in a semi-stalled attitude, cutting power as the
tail makes contact. This technique eliminates the chance of
misjudging altitude with a resultant heavy drop in a fully
stalled condition. Care must be taken not to drop the
aircraft from too high altitude or to balloon due to
excessive speed. The altitude above water depends on the
aircraft. Over glassy smooth water, or at night without
sufficient light, it is very easy, for even the most
experienced pilots to misjudge altitude by 50 feet or more.
Under such conditions, carry enough power to maintain nine
to twelve degrees nose up attitude, and 10 to 20 percent
over stalling speed until contact is made with the water.
The proper use of power on the approach is of great
importance. If power is available on one side only, a little
power should be used to flatten the approach; however, the
engine should not be used to such an extent that the
aircraft cannot be turned against the good engines right
down to the stall with a margin of rudder movement
available. When near the stall, sudden application of
excessive unbalanced power may result in loss of directional
control. If power is available on one side only, a slightly
higher than normal glide approach speed should be used. This
will insure good control and some margin of speed after
leveling off without excessive use of power. The use of
power in ditching is so important that when it is certain
that the coast cannot be reached, the pilot should, if
possible, ditch before fuel is exhausted. The use of power
in a night or instrument ditching is far more essential than
under daylight contact conditions.
1.
If no power is available, a greater than normal approach
speed should be used down to the flare-out. This speed
margin will allow the glide to be broken early and more
gradually, thereby giving the pilot time and distance to
feel for the surface - decreasing the possibility of
stalling high or flying into the water. When landing
parallel to a swell system, little difference is noted
between landing on top of a crest or in the trough. If the
wings of aircraft are trimmed to the surface of the sea
rather than the horizon, there is little need to worry about
a wing hitting a swell crest. The actual slope of a swell is
very gradual. If forced to land into a swell, touchdown
should be made just after passage of the crest. If contact
is made on the face of the swell, the aircraft may be
swamped or thrown violently into the air, dropping heavily
into the next swell. If control surfaces remain intact, the
pilot should attempt to maintain the proper nose above the
horizon attitude by rapid and positive use of the controls.
f. After
Touchdown. In most cases drift, caused by crosswind can
be ignored; the forces acting on the aircraft after
touchdown are of such magnitude that drift will be only a
secondary consideration. If the aircraft is under good
control, the "crab" may be kicked out with rudder just prior
to touchdown. This is more important with high wing
aircraft, for they are laterally unstable on the water in a
crosswind and may roll to the side in ditching.
REFERENCE-
This information has been extracted from Appendix H of the
"National Search and Rescue Manual."
6-3-4.
Special Emergency (Air Piracy)
a. A special
emergency is a condition of air piracy, or other hostile act
by a person(s) aboard an aircraft, which threatens the
safety of the aircraft or its passengers.
b. The pilot
of an aircraft reporting a special emergency condition
should:
1. If
circumstances permit, apply distress or
urgency radio-telephony procedures. Include the
details of the special emergency.
REFERENCE-
AIM, Distress and Urgency Communications, Paragraph
6-3-1.
2. If
circumstances do not permit the use of prescribed
distress or urgency procedures, transmit:
(a) On the
air/ground frequency in use at the time.
(b) As many as
possible of the following elements spoken distinctly and in
the following order:
(1) Name of
the station addressed (time and circumstances permitting).
(2) The
identification of the aircraft and present position.
(3) The nature
of the special emergency condition and pilot intentions
(circumstances permitting).
(4)
If unable to provide this information, use code words
and/or transponder as follows:
Spoken
Words
TRANSPONDER SEVEN FIVE ZERO ZERO
|
Meaning
I am being hijacked/forced to a new destination
|
Transponder
Setting
Mode 3/A, Code 7500
|
NOTE-
Code 7500 will never be assigned by ATC without prior
notification from the pilot that the aircraft is being
subjected to unlawful interference. The pilot should refuse
the assignment of Code 7500 in any other situation and
inform the controller accordingly. Code 7500 will trigger
the special emergency indicator in all radar ATC
facilities.
c. Air traffic
controllers will acknowledge and confirm receipt of
transponder Code 7500 by asking the pilot to verify it. If
the aircraft is not being subjected to unlawful
interference, the pilot should respond to the query by
broadcasting in the clear that the aircraft is not being
subjected to unlawful interference. Upon receipt of this
information, the controller will request the pilot to verify
the code selection depicted in the code selector windows in
the transponder control panel and change the code to the
appropriate setting. If the pilot replies in the affirmative
or does not reply, the controller will not ask further
questions but will flight follow, respond to pilot requests
and notify appropriate authorities.
d. If it is
possible to do so without jeopardizing the safety of the
flight, the pilot of a hijacked passenger aircraft, after
departing from the cleared routing over which the aircraft
was operating, will attempt to do one or more of the
following things, insofar as circumstances may permit:
1. Maintain a
true airspeed of no more than 400 knots, and
preferably an altitude of between 10,000 and 25,000 feet.
2. Fly a
course toward the destination which the hijacker has
announced.
e. If these
procedures result in either radio contact or air intercept,
the pilot will attempt to comply with any instructions
received which may direct the aircraft to an appropriate
landing field.
6-3-5.
Fuel Dumping
a. Should it
become necessary to dump fuel, the pilot should immediately
advise ATC. Upon receipt of information that an aircraft
will dump fuel, ATC will broadcast or cause to be broadcast
immediately and every 3 minutes thereafter the following on
appropriate ATC and FSS radio frequencies:
EXAMPLE-
Attention all aircraft - fuel dumping in progress over -
(location) at (altitude) by (type aircraft) (flight
direction).
b. Upon
receipt of such a broadcast, pilots of aircraft affected,
which are not on IFR flight plans or special VFR clearances,
should clear the area specified in the advisory. Aircraft on
IFR flight plans or special VFR clearances will be provided
specific separation by ATC. At the termination of the fuel
dumping operation, pilots should advise ATC. Upon receipt of
such information, ATC will issue, on the appropriate
frequencies, the following:
EXAMPLE-
ATTENTION ALL AIRCRAFT - FUEL DUMPING BY - (type aircraft) -
TERMINATED.
|