Emergency for ATC

7/28/2019 Emergency for ATC

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EUROPEAN ORGANISATION FOR THE SAFETY OFAIR NAVIGATION

EUROCONTROL

EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME

Controller Training in theHandling of Unusual

Incidents

HUM.ET1.ST12.3000-GUI-01

Edition : 1.0Edition Date : 29/06/99Status : Released Issue

Class : EATMP


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DOCUMENT IDENTIFICATION SHEET

DOCUMENT DESCRIPTION

Document Title

Controller Training in the Handling of Unusual Incidents

EWP DELIVERABLE REFERENCE NUMBER: HUM.ET1.ST12.3000-DEL09

PROGRAMME REFERENCE INDEX EDITION: 1.0

HUM.ET1.ST12.3000-GUI-01

EDITION DATE: 29/06/99

Abstract

Many present day controllers rarely experience an incident of a critical nature. Refresher training andChecklists can ensure proper response in emergency. Short training periods of half a day are of

benefit, and the use of case studies is suggested. Regular pilot/controller briefings are very desirable.

KeywordsChecklists PANPAN

Refresher Training MAYDAY

SSR Codes

CONTACTPERSON:

P. ODOHERTY TEL: +352-43.60.61-529 DIVISION: IANS TrainingDevelopment andHarmonisation Unit

AUTHOR: Patrick ODOHERTY

DOCUMENT STATUS AND TYPE

STATUS CATEGORY CLASSIFICATION

Working Draft o Executive Task o General Public o

Drafto

Specialist Tasko

EATMP

Proposed Issue o Lower Layer Task Restricted o

Released Issue

ELECTRONIC BACKUP

INTERNAL REFERENCE NAME: G:/Own_use/Delvrabl/Released/Training/unusual.doc

HOST SYSTEM MEDIA SOFTWARE

Microsoft Windows Type: Hard disk MicroSoft 97 (MS 97)

Media Identification:


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HUM.ET1.ST12.3000-GUI-01 Controller Training in the Handling of Unusual Incidents

Page iv Released Issue Edition : 1.0

DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the presentdocument.

EDITION DATE REASON FOR CHANGE SECTIONSPAGES

AFFECTED

0.1 17.06.98 Draft All

0.2 28.09.98 Proposed Issue All

1.0 29.06.99 Released Issue All


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Controller Training in the Handling of Unusual Incidents HUM.ET1.ST12.3000-GUI-01

Edition : 1.0 Released Issue Page v

TABLE OF CONTENTS

DOCUMENT IDENTIFICATION SHEET ....................................................................................ii

DOCUMENT APPROVAL .........................................................................................................iii

DOCUMENT CHANGE RECORD ............................................................................................iv

TABLE OF CONTENTS.............................................................................................................v

EXECUTIVE SUMMARY............................................................................................................1

1. INTRODUCTION .............................................................................................................3

2. SCOPE AND PURPOSE OF THIS DOCUMENT ...........................................................5

3. ORGANISATION OF THE TRAINING............................................................................7

4. ACRONYMS AND MNEMONICS...................................................................................9

4.1 RISC.................................................................................................................................94.2 TAS...................................................................................................................................94.3 SSSS................................................................................................................................9

4.4 QRST ...............................................................................................................................94.5 ATIS................................................................................................................................104.6 ASSA..............................................................................................................................104.7 ASSIST...........................................................................................................................10

5. CHECKLIST ..................................................................................................................13

6. TRAINING - GENERAL .................................................................................................15

7. TRAINING PROGRAMME FOR CONTROLLERS ......................................................17

ANNEX A : POSTERS.............................................................................................................23

ANNEX B: CHECKLISTS BOOKLET .....................................................................................27

REFERENCES .........................................................................................................................51

ABBREVIATIONS AND ACRONYMS.....................................................................................53

LIST OF CONTRIBUTORS......................................................................................................57


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Edition : 1.0 Released Issue Page 1

EXECUTIVE SUMMARY

This Deliverable and its associated Annexes are produced as a result of a Workshop on theHandling of Unusual Incident held at the EUROCONTROL Institute of Air NavigationServices (IANS), Luxembourg, in April of 1996.

The presentations at the Workshop were in many cases based on real incidents andindividuals concerned were possible to identify. As this is a sensitive area, the actualWorkshop has not been reported on in a formal manner, but this Document uses thepresentations and their content to convey the need for continuation training for air trafficcontrollers in the area. Some examples of the type of incidents are used.

A Checklist is proposed for use in order to ensure proper handling of any incident whichrequires controller action. Suggestions for the content of such a Checklist are included. The

background material has been provided by Germany, Switzerland, United Kingdom and TheNetherlands. Additional input and advice was provided by aircrew personnel from DeutscheLufthansa (DLH).

A simple set of acronyms has been provided which may make it easier for controllers toremember the immediate actions, or sequence of actions, to be followed on initial notificationof any incident.

The Guidelines include some comment on the fact that pilots in general are reluctant to usethe phrases Pan Pan or Mayday. A major exercise in conveying the real benefits of theuse of the Secondary Surveillance Radar (SSR) special codes to pilots should be embarkedon as quickly as possible, using magazine articles, seminars and joint pilot/controller

discussion groups.


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1. INTRODUCTION

Many controllers in these days of improved equipment, both in the air and onthe ground, go through lengthy periods without ever having to handle anytraffic situation which presents anything out of the ordinary.

While this trend of increased safety for the flying public is most welcome, itdoes point out the need for the controller to be kept in practice in dealing withany situation which may arise so that when something unusual occurs safetyis not impaired.

Within the EATMP1

(European Air Traffic Management Programme)framework a Work Package which has now become a Specialist Task (ST12)

covering continuation training for air traffic controllers was established at avery early stage. In that context this document was prepared to provide a briefinsight into what is possible, and what is desirable.

A workshop on the topic was held at the EUROCONTROL Institute of AirNavigation Services (IANS) in April of 1996.

A number of presentations were made by representatives from manyadministrations, which detailed the training which they were at that timeundertaking. The presentations were detailed, and sensitive in nature. Theyoutlined in more than one case that the need for continuation training wasidentified only after a controller had obviously become so out of practice in the

handling of the unusual situation, or emergency, that many mistakes of a veryfundamental nature were made. In some case the controllers adopted a flightprinciple in that they tried to behave as though everything was absolutelynormal. They did not seek advice or assistance from their colleagues, nor didthey always deal with the incidents in a professional manner.

1

formerly EATCHIP (European Air Traffic Control Harmonisaton andIntegration Programme).


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2. SCOPE AND PURPOSE OF THIS DOCUMENT

The original intention after the Workshop was to produce a Report whichcontained details of all of the presentations made, but on examination it wasfelt that this might lead to publication of some data which could be regarded asvery sensitive and possibly confidential.

However, there were many points made at the Workshop which are verypertinent to the future training practices in regard to the handling of suchsituations. The Workshop did point out areas which need to be part of anadvisory service for all air traffic controllers. The need to keep colleagues,and the supervisor in the loop was very noticeable, as was the need to providean appropriate level of service to the pilot. Frequency clutter should be

reduced to a minimum, the pilot should be given time and space in which tomake initial attempts to solve the problems.

As each incident, however routine, is nowadays investigated and analysed, aninternational trend became apparent which suggests that:

discussion groups to analyse the incident and the controllers reaction,

support on the counselling front for the controller who has been in positionduring an accident or very serious incident,

the creation of simulation exercises which include the pertinent parts of the

accident/ incident scenarios, and

the use of role playing sessions

were all both desirable and necessary.

The Training Development and Harmonisation (TDH) Unit at IANS, throughthe Training Sub-Group (TSG) of the Human Resources Team (HRT), decidedto create an informal Working Group made up of personnel from MemberStates which had some experience in the matter. To this initial group wasadded, on a voluntary basis, two airline pilots from a major European aircarrier.

In discussion this group reached a broad consensus on a plan of action whichcould be presented to the ECAC (European Civil Aviation Conference) Statesas a Guideline on how to deal with the problem, and a suggested courseformat for any training.


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Checklists were discussed at some length and a number of alternative titleswere suggested:

EMERGENCY ACTION GUIDELINE; EMERGENCY COMMUNICATION GUIDELINE;

EMERGENCY REFERENCE LIST; ABNORMAL AND EMERGENCY REFERENCE LIST;

EMERGENCY CHECKLIST.

There was no universally acceptable title. The group did note that anyChecklist must be brief and to the point, and should not be cumbersome insize or operation. Ultimately, the titling of the proposed Checklist is left toeach individual State. The model at Annex A is not intended to be the onlyversion.


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4. ACRONYMS AND MNEMONICS

The group noted that the States represented all had some form of simple setsof rules to be adhered to by the controller. The use of abbreviations iscommon in the ATC world and it seems logical therefore to suggest a fewrelevant possibilities:

4.1 RISC

Recognise that there is a problem. Identify the relevant aircraft and arrange for special code Squawk.

Separate - Give the pilots airspace in which to operate and give them time. Communicate with adjacent sectors/colleagues/supervisors as appropriate.

4.2 TAS

Time - Give the pilot time to sort out the immediate problem on receipt offirst notification that there is a difficulty.

Airspace - Give the pilot freedom of the adjacent airspace - get otheraircraft out of the way, and off the frequency.

Silence - The controller should clear the frequency and not raise more

questions than are necessary.

4.3 SSSS

Squawk - Acknowledge the call; make sure the correct squawk isproduced.

Silence - Keep the RTF chat to as low a level as possible - Where possibleassign a single frequency to the incident.

Separate - Provide appropriate and adequate airspace for the pilot to

execute any essential manoeuvres.

Shout - Ask for assistance from the ATC Supervisor and/or colleagues.

4.4 QRST

Quiet - Keep the frequency clear. Recognise that there is a problem when the message is received. Separate - Provide airspace. Time - give the pilot time to work on it.


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4.5 ATIS

Announcing and acknowledging the emergency or problem, getting the

pilot to make the appropriate squawk.

TAQ - Giving the pilot time, airspace and quiet.

Information exchange pilot/controller and controller/controller.

Solving the problem as a team controller/controller and controller/pilot.

4.6 ASSA

Acknowledging the emergency or problem, getting the pilot to make theappropriate squawk.

Separate the traffic and support the pilot in so far as is possible.

Silence - Keep the RTF to a minimum; give the pilot time to think.

Advise Supervisor and appropriate colleagues on other sectors.

4.7 ASSIST

Acknowledge the call; get the squawk.

Separate the aircraft from other traffic. Give it room to manoeuvre.

Silence - on the frequency. Provide separate frequency where possible -this prevents unnecessary clutter for the pilots.

Inform those who need to know and those who can help; inform others asappropriate.

Support the pilots in any way possible - start to think of alternative routings,etc.

Time - Give the pilots time to collect their thoughts, dont harass them forinformation. Time produces good decisions.

The Group does not wish to force any or all of these acronyms on anyMember State. Each is offered as a possibility though it should be noted thatthe DFS already has decided to use ASSIST and has produced some display

items based on it. At Annex B to this Report are EATCHIP/EATMP versionsof some of the items above. Presentation number one has been found to bemost acceptable among an in-house survey of students who have passedthrough the IANS during the early part of 1998.


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No individual item is suggested above any of the others. It is left to each Stateto use any of the above or none as it sees fit.


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5. CHECKLIST

There was consensus that there should be two levels of Checklist. The firstshould cover the immediate, urgent and essential actions and the second thesupplementary lists, that is items which were not necessarily essential to becomplied with immediately but which should be used as the situationprogressed. The Checklists should cover each of the different disciplines -

Area, Approach and Aerodrome. The main Checklist should be available atthe working position and more detailed memorandum, providing local or sitespecific data could be added at the supervisors position. The data should beavailable in hard copy though a supplementary copy could be available on anyautomated information system.


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7. TRAINING PROGRAMME FOR CONTROLLERS

The length of any training programme is dependent on the intended content,the frequency at which it is conducted, the number of participants and so on.This Group had access to a variety of ATC training schedules. The Groupnoted that, when this type of training is introduced for the first time, it is notalways on a pass/fail basis. When it becomes part of the competencychecking mechanism. it is then subject to the usual rules of assessment whichmay pertain in the individual State.

In the interests of expediting this particular type of training, or re-training, ofcontrollers, it is suggested that in many cases simple programmes lasting onlyhalf of one day could be constructed and administered each year. The more

complex training sessions would of course take a number of days to complete,but would be worthwhile at least in the first instance and subsequently in,possibly, alternate years. It is important that the controller understands thebenefits of clearing the airspace around the particular aircraft, providingsilence on the frequency and getting support from colleagues.

For the shorter courses, the use of a single case study will highlight many ofthe necessary points, and of course if a simulation can be included so muchthe better. In an ideal world, a programme such as JOINT which is mentionedearlier would be ideal as it provides for input from both the pilots and thecontrollers viewpoint.

In any case it is strongly recommended that regular pilot/controller discussionsare initiated so that both sides can discuss a problem as seen from both thecockpit and the ATC unit. Indeed, wherever possible combined trainingsessions could be recommended. Not only will it increase mutualunderstanding of the problems involved from both sides of the incident, but itwill increase the comprehension of the problems and the possible solutions.

In all of the foregoing, no mention has been made of STRESS. During theWorkshop, a number of references were made to this very important topic.One presentation, that from IFATCA (International Federation of Air TrafficControllers Associations), was entirely aimed at the handling of CriticalIncident Stress Management (CISM). A video of this presentation was made

available by IFATCA and this may be had, on request, from IANS. There isalso an EATCHIP Publication dealing with this matter (EATCHIP, 1997). Mostof the training programmes examined include at least a short module on stressmanagement, but post incident support, particularly following loss of life isequally important.

A short example of a Course Content could be (broadly based on input fromThe Netherlands):

a Refresher on ICAO rules pertinent to the handling of unusual situations,both in the air and on the ground;


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a brief discussion between participating controllers and an airline pilotwhere pilot needs could be aired - use one of the above-mentionedacronyms to introduce the subject;

a brief discussion between the participating controllers outlining theirneeds, problems; mention the flight syndrome where a controller maypsychologically refuse to acknowledge that an incident is actuallyhappening; acknowledge that in a PAN PAN or MAYDAY situation theaircraft can not be expected to behave normally;

an outline of responsibilities according to ICAO;

a panel discussion on the content of the course;

a case study which might include an input from some of the participants in

the particular incident;

a summary of the discussions with recommendations on what the controllershould do;

a simulator exercise to allow for some practice of an airborne incident;

a simulator exercise to allow for practice on an aircraft or ATC systemdegradation.

The use of video during these exercises produced some interesting feedback,and should be used only as a teaching/learning aid. The Group noted that

Training for the Trainers is a pre-requisite before embarking on this trainingprogramme. A motto for this type of training could very well be Learning byIncident is better than by Accident.

If possible, and deemed suitable, some controller interface within airlinecockpit training could be an advantage. The Netherlands use this formula andeach controller could expect to be put through the cockpit elementsapproximately once in three years.

The benefits are that a controller could be allowed to:

gain an experience of the impact in the cockpit, during an emergency, of

ATC input;

note how ATC could disrupt cockpit procedures;

note the benefits if ATC provides clear airspace for aircraft experiencingproblems;

participate in the exercise by using the RTF;

go through the cockpit Checklist for the incident;


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perform some of the simpler cockpit tasks on pilot instruction (gear, flaps,lights, etc.);

contribute to the decisions;

observe the details of a go-around.

The group has been provided with some data by IANS which emanated fromtheir early courses for ATC Supervisors, and from the introductory module onTeam Resource Management, In each case, a prototype of a Checklist (thatof DFS) had been placed before the participants for comment. In all casesthere was demonstrable enthusiasm for the product.

In such circumstances the group has no hesitation in recommending the useof a Checklist of which an example is attached as a technical annex (see

Annex B Checklist Booklet), or one similar to it.

These TRM courses noted that a Checklist would help the Supervisor as muchas the controller handling the incident as it could provide input on how to workfor a common goal, and to better co-ordinate the operation. Anobserver/assistant working with the controller who uses the Checklist will be ina position to provide better quality support as it will be clear what the controlleris doing, and the sequence in which it is being done.

The proposed Checklist could contain sections on :

ALL AVIATION,

MILITARY AVIATION, GENERAL AVIATION VFR,

ATC SPECIFIC - LOCAL PROCEDURES.

The DFS Checklist contains many suggestions as to which specific incidentsneed to be covered in such a Checklist. Sample pages are reproduced for thebenefit of the reader. The FORMAT of the Checklist may also be of interest.The German item was constructed at approximately A5 size (H210mm xW145mm), with two rings at the top of the pages, and so that the width of thepage fitted into the standard Flight Progress Strip bay, and when opened upshowed the items deemed most necessary for the Checklist in the upper partand the advice and guidance in the lower part. The Checklist is Black Print on

a Red Background. The Netherlands use a system which also fits into a FPSBay, but the single page is full A4 length but half width (H290mm x W145mm).


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The lower part of the Document then contains some more detailed data andhighlights the likely complications. It is also black on a red background and isthe same width as that above.

Normally time pressure which requires an immediate landing does notexist.

In normal visibility, an observation of the landing gear should bepossible during a LOW PASS close to the Tower, or other suitableviewing point.

In poor visibility, it may be necessary to have the observationconducted while the aircraft performs a low level overshoot along arunway.

In extreme cases it may be possible to get the aircraft VMC on Topand have another aircraft make an observation.

Technical help could be provided by an aircraft engineer who shouldbe specialised in the aircraft type.

If a safe locking down of the landing gear cannot be accomplished theaircraft may leave the runway at an early stage during the landing.

In circumstances where the ACFT may wish to land in a grass area all

of the adjacent work in taxiways, etc., must be stopped and personnelevacuated.

If a crash landing cannot be avoided the pilot will try to reduce theamount of fuel on board - this will be done by using fuel in flight or bymeans of fuel dumping.

Where available a foam carpet may be required - fire service to activateup to 30 minutes in advance. Such a carpet is effective 15 minutesafter laying and lasts for up to 45 minutes.

Note that FIRE COVER may be reduced at the airfield if the fire trucks

perform the foaming.


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A 13 GEAR PROBLEMSUnsafe Indication / No Gear

> EXPECT

GO AROUND

Request for FOAM CARPET

Manual gear extension

RWY blocked after landing

> IF NEEDED, INFORM THE PILOT ABOUT

ACFT Configuration,

e.g. gear appears down / gear doors closed

> REMEMBER

Inform Supervisor

Arrange LOW PASS for visual inspectionTechnical assistance required??

(Maintenance/hangar)

Weight reduction necessaryFuel dumping poss ib i l ity

Clear RWY when ACFT on 25 NM final

Keep safety strip clear

Towing equipment on standby??

The Group after lengthy discussion, and with considerable input from theparticipating pilots agreed that consideration needed to be given to the colourcombinations.

The Group recommends a black on yellow for print as this gives best contrastin low lighting conditions. The data on the pages of the Emergency Checklistat Annex B will be provided as software.


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ANNEX A : POSTERS

EEMMEERRGGEENNCCYY

Make sure you understood thenature of emergency and

acknowledge accordingly .

cckknnoowwlleeddggee

eeppaarraattee

nnffoorrmm

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uuppppoorrtt

iimmee

S

S

A

I

S

T

Dont fo rget to establ ish/maintain

separat ion!

Impose si lence on you r contro l

frequency if necessary.

Don t dis turb urg ent cockpi t act ions

by unnecessary transm iss ions!

Inform your su perv isor and othersectors/uni ts concerned.

Give max imum suppor t to p i lo tand crew.

Al low pi lots suf f ic ient t ime to work onthei r prob lem.


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EEMMEERRGGEENNCCYY??

n

Make sure you understood thenature of emergency and

acknowledge accordingly .

cckknnoowwlleeddggee

eeppaarraattee

nnffoorrmm

iilleennccee

uuppppoorrtt

iimmee

S

S

A

I

S

T

Dont fo rget to establ ish/maintainseparat ion!

Impose si lence on y our co ntro l frequency i fnecessary.

Don t dis turb urgent cockp i t act ions byunnecessar t ransmiss ions !

Inform your su perv isor and other

sectors/uni ts con cerned.

Give maximum suppo rt to pi lot and crew.

Al low pi lots suf f ic ient t ime to work onthei r prob lem.


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ANNEX B: CHECKLISTS BOOKLET

CHECKLISTSFor 20 scenarios

Items 1 through 8 = Aerodrome/Approach

Items 9 through 20 = general ATC

These lists are in no means exhaustive.

Member States will obviously use localexpertise to compile additional items.


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Birdstrike

May result in: t Broken Windshield / Canopyt Engine Failure (Multi-engine)t Engine Failure (Single Engine)t Hydraulic Problemst Precautionary Approach> Expect

Aborted take-off

Immediate return to aerodrome

Landing next suitable aerodrome

Restricted visibility

> Remember

ASSIST

INFORM Supervisor

Is pilot able to control ACFT?? Allow long final if requested Check RWY (if birdstrike after take-off)

> If necessary, inform pilot about

Alternate aerodrome details as soon as possible:RWY in use, length, surface, elevation,ILS- and NAV-frequencies

A Acknowledge - S Separate - S Silence - I Inform - S Support - T Time


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Bomb Warning

> Expect

ACFT may stop climb

Request for immediate level re-clearance

Landing next suitable aerodrome??

ACFT early in landing configuration

- RWY in use, length, surface, elevation,ILS- and NAV-frequencies

> Remember

ASSIST

INFORM Supervisor

Clear airspace in the immediate vicinity

Ask for flying time needed Evacuation after landing??

Additional stairs required??

Clear runway according to local instructions,e.g. ACFT at 20 mile final


Arrange parking away from buildings/other aircraft

> If needed, inform pilot about

Aerodrome details as soon as possible



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Brake Problems

> Expect

Pilots request longest RWY

Overshooting RWY threshold at far end

Burst tyre


> Remember

ASSIST

INFORM Supervisor

Inform pilot about RWY length / condition Keep safety strip clear

Towing equipment on stand-by??

Technical staff required??



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Communication Failure VMC

Radio Communication Failure

> Expect

7600 squawk

VMC

- Continue flight in VMC

- Landing at the nearest suitable aerodrome

- Report termination of flight immediately to thecompetent ATC unit

Airspace D (CTR)

- VFR may enter if clearance is received

- IFR does not require a clearance

Airspace C

- ACFT outside no entry (regardless of

clearance)- ACFT inside below FL 100:

Continue according clearance, if unable leave on shortest route

at or above FL 100: leave onshortest route

> Remember

ASSIST

INFORM supervisor Failure of transmitter or receiver only??

Possible relay by other stations?? Consider ACFT in radio failure when missing an expected

message within a period of 5 MIN.

A Acknowledge S Separate - S Silence - I Inform - S Support - T Time


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Communication Failure IMC

Radio Communication Failure

> Expect

IMC

Departure

- Maintain initial cleared level for 3 MIN beforecommencing climb to filed cruising level if initialcleared level is below Minimum En-route Altitude(MEA) pilot shall climb to this MEA

- If ACFT is on radar vector without limitation, the pilotshall return to the previously assigned route on theshortest possible way (current FPL)

Arrival

- Proceed to IAF of dest. Aerodrome (current FPL)

- Hold over IAF until EAT last confirmed; if not EATconfirmed, hold for 5 MIN

- Descend in the holding to initial approach altitude,follow published instrument approach procedureand land, if possible, within 30 MIN aftercommencing descent

- Fly to alternate aerodrome if landing cannot beperformed (no procedure laid down)

> Remember

ASSIST

INFORM supervisor

Failure of transmitter or receiver only??

Possible relay by other stations??

Company freq. / SELCAL / 121.5 MHz / 243.0 MHz

Use radar hand-off to transfer control

Consider ACFT in radio failure when missing anexpected message within a period of 5 MIN



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Electrical Problems

Loss of all generators (alternators) / battery power onlypower supply reduced to emergency level

> Expect

High stress level in the cockpit

NAV failure, including compass

Transponder switched off (save energy)

Communication failure Limited read backs

Level changes to maintain VMC


> Remember

ASSIST

INFORM Supervisor

Inform landing aerodrome


Next suitable aerodrome

Aerodrome details as soon as possible:RWY in use, length, surface, elevation

Suitable vectors and position information

Save energy

Avoid IMC



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Emergency Descent

> Expect

Descent without warning No emergency squawk

Turn off track

Poor R/T (oxygen mask)

> Remember

ASSIST

INFORM Supervisor

Other traffic:

Avoiding action, traffic information

If necessary transmit an emergency broadcaston ATC and FIS frequency

After emergency descent, request intentions:

Diversion??

Injuries??

ACFT damage??

Consider ACFT to be still in an emergency situation.


If possible revise heading,

e.g. 15 to 45 degrees off track.

Squawk 7700.



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Engine Failure Multi-engine ACFT

May result in: Aborted Take-off Pressurisation Problems Fuel Dumping Precautionary Approach

> Expect

Heavy workload in the cockpit

Deviation from SID

Intermediate level off

Descent

Course deviation Pressurisation problems

> Remember

ASSIST

INFORM Supervisor

Inform landing aerodrome Clear RWY according to local instructions,

e.g. at 20 mile final


Offer pilot extended final


In case of emergency landing other than at anaerodrome, record last known position and time!!



Aerodrome details as soon as possible:RWY in use, length, surface, elevation,ILS- and NAV-frequencies

WX information of landing aerodrome:wind, visibility, ceiling, QNH

A Acknowledge S Separate - S Silence - I Inform - S Support - T Time


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Engine on Fire or APU on Fire

May result in: Aborted Take-off Engine failure (Multi-engine) Engine Failure (Single Engine) Smoke or Fire in the Cockpit Emergency Landing

> Expect

Heavy workload in the cockpit Engine shutdown / fire extinguishing

ACFT on the Ground

Hot brakes

Passenger evacuation

RWY blocked

ACFT in the Air

Pressurisation problems ACFT losing altitude

Landing next suitable aerodrome Possible emergency landing (single engine ACFT)

> Remember

ASSIST

INFORM Supervisor

Ask for dangerous goods

Ask for number of Persons On Board (POB)

Inform landing aerodrome Clear RWY according to local instructions,

e.g. ACFT on 20 mile final


In case of emergency landing, record last knownposition and time



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Fuel Dumping

> Expect

Dumping without prior approval in case of engine failureafter take-off to reduce weight

Possibly no R/T during fuel dumping

Assignment of fuel dumping area:

- comply with local instructions- avoid densely populated areas

> Remember

ASSIST

INFORM Supervisor

If dumping at or below FL 150, general broadcast asstipulated in local instructions

Separation (horizontal and vertical) according to localinstructions

No dumping below locally-specified heights

Airspace boundaries as well as upper / lower airspace

Time needed??

Amount and type of fuel??



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Fuel Problems - Critical Fuel Status

May result in: Engine Failure (Multi-engine) Engine Failure (Single Engine) Outside Landing

> Expect

MAYDAY low on fuel emergency with imminent dangerto ACFT

PAN PAN minimum fuel ACFT needs priority handling Improper use of phraseology, verify actual fuel status!!

(low on ..., minimum ... or minimum diversion fuel)

> Remember

ASSIST

INFORM Supervisor

Keep ACFT high (save fuel)

Avoid ATC-caused GO AROUND




Clear RWY according to local instructions,e.g. ACFT 20 miles on final



In case of emergency landing, recordlast known position and time!!


Nearest suitable aerodrome





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Gear ProblemsUnsafe Indication / No Gear

May result in: need for external advice (engineering)

> Expect

GO AROUND

Low pass of tower for gear inspection byspecialist engineering personnel



ACFT configuration (having consulted withCompany if appropriate)

> Remember

Inform WL!!

Prepare for LOW PASS for visual inspection

Weight reduction necessary (possible fuel dumping)

Clear RWY according to local intersections,e.g. when ACFT 20 NM final





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Unlawful Interference

> Expect

Squawk 7500 Course / level deviations

R/T problems

No compliance with given instructions

> If needed, inform pilot about Check transponder setting

confirm you are squawking assigned code

No reply here shall not be taken as an indicationthat the squawk was set by mistake

Any information requested

> Remember

ASSIST Inform Supervisor

Do not initiate any further R/T referring tothe hijacking unless confirmed by the pilot

Comply with pilots requests as far as possible

Transmit pertinent information without expectinga reply

Monitor all flight manoeuvres give roomfor manoeuvre

Collect any necessary information!!e.g. destination aerodrome, WX situation atdestination, routing, etc.



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Hydraulic Problems

Complete or partial failure of flight controls, gearextension, brakes, flaps, nose wheel steering

May result in: Fuel Dumping Gear Problems Brake Problems Relatively high-speed Approach and landing

> Expect

Limited manoeuvrability

Limited flap setting

Limited bank angle

Manual gear extension, no retraction possible

Holding pattern for necessary checks

Extended final

Higher approach speed on final(up to 220 Kt IAS on flapless approach)

Limited braking capability

Possible overrun




Aerodrome details as soon as possible:RWY in use (longest RWY), length, surface, elevation,ILS- and NAV-frequencies

WX information of landing aerodrome:wind, crosswind component, visibility, ceiling, QNH

Fire or smoke at brakes



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Hydraulic Problems

Complete or partial failure of flight controls, gearextension, brakes, flaps, nose wheel steering

> Remember

ASSIST

Inform supervisor Assign level blocks (at least two levels)


Ask for Persons on Board (POB)

Avoid ATC-caused GO AROUND

Clear RWY according to local instructions,e.g. when ACFT 20 NM final





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Icing

> Expect

Immediate change of level and/or heading Limitation in rate of climb/descent

Higher speed

> Remember ASSIST

Inform Supervisor

Avoid holding

Enable continuous climb after departure


AIREP to other ACFT, other units and MET

> If needed, (generally for non-commercial

operators) inform pilot about

Check anti-icing and de-icing systems (on??)

Pilot heating

Stall heating

Carburettor heating

Prop heating

Air frame anti-ice (jets)

Alternate air supply Windshield heating

Descent with higher power setting to increase bleed airsupply

Higher approach/landing speed due to increase ofstalling speed



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Lightning Strike

May result in: Communication Failure Electrical Problems Precautionary Approach

> Expect

Pilot might be dazzled Navigational problems

> Remember

ASSIST

Inform supervisor

Is pilot able to control ACFT??



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Low Oil Pressure

May result in: Engine Failure (Multi-engine) Engine Failure (Single Engine) Outside Landing

> Expect

Immediate landing on nearest aerodrome (single engine)

Precautionary engine shutdown

Diversion to next suitable aerodrome Request for opposite landing


Nearest aerodrome

Aerodrome details as soon as possible:RWY in use, length, surface, elevation,

ILS- and NAV-frequencies WX information of landing aerodrome:

wind, visibility, ceiling, QNH

> Remember

ASSIST

Inform supervisor


Maintain altitude as long as practicable




Ask for number of Persons on Board (POB)

In case of outside landing, record last knownposition and time!!



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Emergency, External, Landing

> Expect

Loss of R/T shortly prior landing

> Remember

ASSIST

Inform Supervisor

Record last known position and time

Use other airborne stations for relay (R/T) orobservation of landing area


known obstacles

To check wind

To switch on ELT



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Smoke or Fire in the Cockpit

Smoke or Fire in the Cabin

> Expect

High stress level in the cockpit

Shortest high-speed vector to land nearestsuitable aerodrome

Poor R/T (oxygen mask) or loss of R/T

Define appropriate communication failureprocedure in due time

Passenger evacuation

RWY blocked

> Remember

ASSIST

Inform Supervisor





keep safety strip clear

APP-/ RWY lighting system 100%


Track miles to touchdown of next suitable aerodrome

Availability of automatic approach low visibility procedure





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Take-off Abort

Rejected Take-off

> Expect

Overshooting RWY

Hot brakes

Burst tyre

Wheel fire Passenger evacuation

RWY blocked or ACFT continues taxi

Go-around for approaching traffic

> Remember

ASSIST

Inform Supervisor

Additional stairs required??

Technical staff required?? Towing equipment required??


Detailed observation of smoke and/or fire



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REFERENCES

EATCHIP Human Resources Team (1997). Critical Incident StressManagement. HUM.ET1.ST13.3000-REP-01. Ed. 1.0 Brussels:EUROCONTROL.


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ABBREVIATIONS AND ACRONYMS

For the purposes of this document, the following abbreviations and acronymsshall apply:

ACFT Aircraft (ICAO)

AIREP Air-Report (ICAO)

APU Auxiliary Power Unit

ATC Air Traffic Control (ICAO)

CISM Critical Incident Stress Management

CRM Crew Resource management

CTR Control Zone (ICAO)

DCM Document Configuration Management

DFS Deutsche Flugsicherung (Germany)

DLH Deutsche Lufthansa (Germany)

EAT Expected Approach Time (ICAO)

EATCHIP European Air Traffic Control Harmonisation andImplementation Programme (now EATMP)

EATMP European Air Traffic Management Programme(formerly EATCHIP)

ECAC European Civil Aviation Conference

ELT Emergency Locator Transmitter

ET Executive Task (EATCHIP/EATMP)

EWP EATCHIP/EATMP Work Programme

FIS Flight Information Service (ICAO)

FL Flight Level (ICAO)

FPL Flight Plan (ICAO model format)

FPS Flight Progress Strip

GUI Guidelines (EATCHIP/EATMP)


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HRT Human Resources Team (EATCHIP/EATMP)

HUM Human Resources Unit/Domain (EATCHIP/EATMP)

IAF Initial Approach Fix (ICAO)

IANS Institute of Air Navigation Services (EUROCONTROL)

IAS Indicated Air Speed (ICAO)

ICAO International Civil Aviation Organization

IFATCA International Federation of Air Traffic ControllersAssociations

IFR Instrument Flight Rules (ICAO)

ILS Instrument Landing System (ICAO)

IMC Instrument Meteorological Conditions (ICAO)

JOINT Joint Operational Incidents Training (DFS/DLH)

Kt Knots (ICAO)

LOFT Line-Oriented Flight Training

LVB Luchtverkeersbeveiliging (The Netherlands)

MEA Minimum En-route Altitude(ICAO)

MET Meteorology (ICAO)

MHz Mega Hertz

NATS National Air Traffic Services (CAA, UK)

NAV Navigation (ICAO)

NM Nautical Miles (ICAO)

POB Persons On Board (ICAO)

R/T Radio/Telephony

REP Report (EATCHIP/EATMP)

RTF RadioTelephony (ICAO)

RWY Runway (ICAO)

SDE Senior Director EATMP


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SELCAL Selective Calling System (ICAO)

SID Standard Instrument Departure (ICAO)

SSR Secondary Surveillance Radar (ICAO)

ST Specialist Task (EATCHIP/EATMP)

TDH Unit Training Development and Harmonisation Unit

(EUROCONTROL IANS)

TRM Team Resource Management

TSG Training Sub-Group (EATCHIP/EATMP, HRT)

VFR Visual Flight Rules (ICAO)

VMC Visual Meteorological Conditions (ICAO)

WX Weather (ICAO)


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LIST OF CONTRIBUTORS

NAME ORGANISATION/COUNTRY

Mr Pat O Doherty EUROCONTROL IANS

MEMBERS

Mr Dick Van Eck LVB, The Netherlands

Mr Max Haupt Swisscontrol

Mr Axel Muenster DFS, Germany

Mr Pete Pitman NATS, United Kingdom

Capt. Hans Rahman DLH, Germany

Capt. Alex Remler DLH, Germany

Mr Eoin McInerney EUROCONTROL IANS

Mr Charly Sampson EUROCONTROL IANS

DOCUMENT CONFIGURATION MANAGEMENT (DCM) ASSISTANCE

Ms. Carine Hellinckx EUROCONTROL Headquarters

Ms. Vronique Van Poppel EUROCONTROL IANS

Mrs. Joanna Wohlschlegel EUROCONTROL Headquarters


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Documents

Emergency for ATC