Section 2. Emergency Services
Available to Pilots
6-2-1. Radar Service for VFR Aircraft in Difficulty
a. Radar equipped ATC facilities can provide radar assistance and
navigation service (vectors) to VFR aircraft in difficulty when the pilot can talk with
the controller, and the aircraft is within radar coverage. Pilots should clearly
understand that authorization to proceed in accordance with such radar navigational
assistance does not constitute authorization for the pilot to violate CFR's. In effect,
assistance is provided on the basis that navigational guidance information is advisory in
nature, and the responsibility for flying the aircraft safely remains with the pilot.
b. Experience has shown that many pilots who are not qualified for
instrument flight cannot maintain control of their aircraft when they encounter clouds or
other reduced visibility conditions. In many cases, the controller will not know whether
flight into instrument conditions will result from ATC instructions. To avoid possible
hazards resulting from being vectored into IFR conditions, a pilot in difficulty should
keep the controller advised of the current weather conditions being encountered and the
weather along the course ahead and observe the following:
1. If a course of action is available which will permit flight and
a safe landing in VFR weather conditions, noninstrument rated pilots should choose the VFR
condition rather than requesting a vector or approach that will take them into IFR weather
conditions; or
2. If continued flight in VFR conditions is not possible, the
noninstrument rated pilot should so advise the controller and indicating the lack of an
instrument rating, declare a distress condition, or
3. If the pilot is instrument rated and current, and the aircraft
is instrument equipped, the pilot should so indicate by requesting an IFR flight
clearance. Assistance will then be provided on the basis that the aircraft can operate
safely in IFR weather conditions.
6-2-2. Transponder Emergency Operation
a. When a distress or urgency condition is
encountered, the pilot of an aircraft with a coded radar beacon transponder, who desires
to alert a ground radar facility, should squawk MODE 3/A, Code 7700/Emergency and MODE C
altitude reporting and then immediately establish communications with the ATC facility.
b. Radar facilities are equipped so that Code 7700 normally
triggers an alarm or special indicator at all control positions. Pilots should understand
that they might not be within a radar coverage area. Therefore, they should continue
squawking Code 7700 and establish radio communications as soon as possible.
6-2-3. Direction Finding Instrument
Approach Procedure
a. Direction Finder (DF) equipment has long been used to locate
lost aircraft and to guide aircraft to areas of good weather or to airports. Now at most
DF equipped airports, DF instrument approaches may be given to aircraft in a distress
or urgency condition.
b. Experience has shown that most emergencies requiring DF
assistance involve pilots with little flight experience. With this in mind, DF approach
procedures provide maximum flight stability in the approach by using small turns, and
wings-level descents. The DF specialist will give the pilot headings to fly and tell the
pilot when to begin descent.
c. DF IAP's are for emergency use only and will not be used in IFR
weather conditions unless the pilot has declared a distress or urgency
condition.
d. To become familiar with the procedures and other benefits of DF,
pilots are urged to request practice DF guidance and approaches in VFR weather conditions.
DF specialists welcome the practice and will honor such requests, workload permitting.
6-2-4. Intercept and Escort
a. The concept of airborne intercept and escort is based on the
Search and Rescue (SAR) aircraft establishing visual and/or electronic contact with an
aircraft in difficulty, providing in-flight assistance, and escorting it to a safe
landing. If bailout, crash landing or ditching becomes necessary, SAR operations can be
conducted without delay. For most incidents, particularly those occurring at night and/or
during instrument flight conditions, the availability of intercept and escort services
will depend on the proximity of SAR units with suitable aircraft on alert for immediate
dispatch. In limited circumstances, other aircraft flying in the vicinity of an aircraft
in difficulty can provide these services.
b. If specifically requested by a pilot in difficulty or if a distress
condition is declared, SAR coordinators will take steps to intercept and escort an
aircraft. Steps may be initiated for intercept and escort if an urgency condition
is declared and unusual circumstances make such action advisable.
c. It is the pilot's prerogative to refuse intercept and escort
services. Escort services will normally be provided to the nearest adequate airport.
Should the pilot receiving escort services continue onto another location after reaching a
safe airport, or decide not to divert to the nearest safe airport, the escort aircraft is
not obligated to continue and further escort is discretionary. The decision will depend on
the circumstances of the individual incident.
6-2-5. Emergency Locator Transmitter (ELT)
a. General.
1. ELT's are required for most General Aviation airplanes.
REFERENCE-
14 CFR SECTION 91.207.
2. ELT's of various types have been developed as a means of
locating downed aircraft. These electronic, battery operated transmitters emit a
distinctive downward swept audio tone on 121.5 MHz and 243.0 MHz. If "armed" and
when subject to crash generated forces they are designed to automatically activate and
continuously emit these signals. The transmitters will operate continuously for at least
48 hours over a wide temperature range. A properly installed and maintained ELT can
expedite search and rescue operations and save lives.
b. Testing.
1. ELT's should be tested in accordance with the manufacturer's
instructions, preferably in a shielded or screened room to prevent the broadcast of
signals which could trigger a false alert.
2. When this cannot be done, aircraft operational testing is
authorized on 121.5 MHz and 243.0 MHz as follows:
(a) Tests should be conducted only during the first 5 minutes after
any hour. If operational tests must be made outside of this time-frame, they should be
coordinated with the nearest FAA Control Tower or FSS.
(b) Tests should be no longer than three audible sweeps.
(c) If the antenna is removable, a dummy load should be substituted
during test procedures.
(d) Airborne tests are not authorized.
c. False Alarms.
1. Caution should be exercised to prevent the inadvertent
activation of ELT's in the air or while they are being handled on the ground. Accidental
or unauthorized activation will generate an emergency signal that cannot be distinguished
from the real thing, leading to expensive and frustrating searches. A false ELT signal
could also interfere with genuine emergency transmissions and hinder or prevent the timely
location of crash sites. Frequent false alarms could also result in complacency and
decrease the vigorous reaction that must be attached to all ELT signals.
2. Numerous cases of inadvertent activation have occurred as a
result of aerobatics, hard landings, movement by ground crews and aircraft maintenance.
These false alarms can be minimized by monitoring 121.5 MHz and/or 243.0 MHz as follows:
(a) In flight when a receiver is available.
(b) Prior to engine shut down at the end of each flight.
(c) When the ELT is handled during installation or maintenance.
(d) When maintenance is being performed in the vicinity of the ELT.
(e) When the aircraft is moved by a ground crew.
(f) If an ELT signal is heard, turn off the ELT to determine if it
is transmitting. If it has been activated, maintenance might be required before the unit
is returned to the "ARMED" position.
d. In-flight Monitoring And Reporting.
1. Pilots are encouraged to monitor 121.5 MHz and/or 243.0 MHz
while in-flight to assist in identifying possible emergency ELT transmissions. On
receiving a signal, report the following information to the nearest air traffic facility:
(a) Your position at the time the signal was first heard.
(b) Your position at the time the signal was last heard.
(c) Your position at maximum signal strength.
(d) Your flight altitudes and frequency on which the emergency
signal was heard-121.5 MHz or 243.0 MHz. If possible, positions should be given relative
to a navigation aid. If the aircraft has homing equipment, provide the bearing to the
emergency signal with each reported position.
6-2-6. FAA K-9 Explosives Detection Team Program
a. The FAA's Office of Civil Aviation Security Operations manages
the FAA K-9 Explosives Detection Team Program which was established in 1972. Through a
unique agreement with law enforcement agencies and airport authorities, the FAA has
strategically placed FAA-certified K-9 teams (a team is one handler and one dog) at
airports throughout the country. If a bomb threat is received while an aircraft is in
flight, the aircraft can be directed to an airport with this capability. The FAA provides
initial and refresher training for all handlers, provides single purpose explosive
detector dogs, and requires that each team is annually evaluated in five areas for FAA
certification: aircraft (widebody and narrowbody), vehicles, terminal, freight (cargo),
and luggage. If you desire this service, notify your company or an FAA air traffic
control facility.
b. The following list shows the locations of current FAA K-9 teams:
TBL 6-2-1
FAA Sponsored Explosives Detection Dog/Handler Team Locations
AIRPORT SYMBOL
|
LOCATION |
ATL |
Atlanta, Georgia |
BHM |
Birmingham, Alabama |
BOS |
Boston, Massachusetts |
BUF |
Buffalo, New York |
CLT |
Charlotte, North Carolina |
ORD |
Chicago, Illinois |
CVG |
Cincinnati, Ohio |
DFW |
Dallas, Texas |
DEN |
Denver, Colorado |
DTW |
Detroit, Michigan |
IAH |
Houston, Texas |
JAX |
Jacksonville, Florida |
MCI |
Kansas City, Missouri |
LAX |
Los Angeles, California |
MEM |
Memphis, Tennessee |
MIA |
Miami, Florida |
MKE |
Milwaukee, Wisconsin |
MSY |
New Orleans, Louisiana |
MCO |
Orlando, Florida |
PHX |
Phoenix, Arizona |
PIT |
Pittsburgh, Pennsylvania |
PDX |
Portland, Oregon |
SLC |
Salt Lake City, Utah |
SFO |
San Francisco, California |
SJU |
San Juan, Puerto Rico |
SEA |
Seattle, Washington |
STL |
St. Louis, Missouri |
TUS |
Tucson, Arizona |
TUL |
Tulsa, Oklahoma |
c. If due to weather or other considerations an aircraft with a suspected hidden
explosive problem were to land or intended to land at an airport other than those listed
in b above, it is recommended that they call the FAA's Washington Operations Center
(telephone 202-267-3333, if appropriate) or have an air traffic facility with which you
can communicate contact the above center requesting assistance.
6-2-7. Search and Rescue
a. General. SAR is a lifesaving service provided through the
combined efforts of the federal agencies signatory to the National SAR Plan, and the
agencies responsible for SAR within each state. Operational resources are provided by the
U.S. Coast Guard, DOD components, the Civil Air Patrol, the Coast Guard Auxiliary, state,
county and local law enforcement and other public safety agencies, and private volunteer
organizations. Services include search for missing aircraft, survival aid, rescue, and
emergency medical help for the occupants after an accident site is located.
b. National Search and Rescue Plan. By federal interagency
agreement, the National Search and Rescue Plan provides for the effective use of all
available facilities in all types of SAR missions. These facilities include aircraft,
vessels, pararescue and ground rescue teams, and emergency radio fixing. Under the Plan,
the U.S. Coast Guard is responsible for the coordination of SAR in the Maritime Region,
and the USAF is responsible in the Inland Region. To carry out these responsibilities, the
Coast Guard and the Air Force have established Rescue Coordination Centers (RCC's) to
direct SAR activities within their regions. For aircraft emergencies, distress, and
urgency, information normally will be passed to the appropriate RCC through an ARTCC or
FSS.
c. Coast Guard Rescue Coordination Centers. (See TBL 6-2-2.)
TBL 6-2-2
Coast
Guard Rescue Coordination Centers |
Alameda, CA
510-437-3701 |
Miami, FL
305-415-6800 |
Boston, MA
617-223-8555 |
New York, NY
212-668-7055 |
Cleveland, OH
216-902-6117 |
New Orleans, LA
504-589-6225 |
Honolulu, HI
808-541-2500 |
Portsmouth, VA
757-398-6390 |
Juneau, AK
907-463-2000 |
Seattle, WA
206-220-7001 |
|
San Juan, PR
809-729-6770 |
d. Air Force Rescue Coordination Centers.
(See TBL 6-2-3 and TBL 6-2-4.)
TBL 6-2-3
Air Force Rescue Coordination Center
48 Contiguous States
Air
Force Rescue Coordination Center |
Langley
AFB, Virginia |
Phone |
Commercial |
804-764-8112 |
WATS |
800-851-3051 |
DSN |
574-8112 |
TBL 6-2-4
Air Command Rescue Coordination Center
Alaska
Alaskan
Air Command Rescue Coordination Center |
Elmendorf
AFB, Alaska |
Phone |
Commercial |
907-552-5375 |
DSN |
317-552-2426 |
e. Joint Rescue Coordination Center.
(See TBL 6-2-5.)
TBL 6-2-5
Joint Rescue Coordination Center
Hawaii
Honolulu
Joint Rescue Coordination Center |
HQ 14th CG
District
Honolulu |
Phone
|
Commercial |
808-541-2500 |
DSN |
448-0301 |
f. Emergency and Overdue Aircraft.
1. ARTCC's and FSS's will alert the SAR system when information is
received from any source that an aircraft is in difficulty, overdue, or missing.
(a) Radar facilities providing radar flight following or advisories
consider the loss of radar and radios, without service termination notice, to be a
possible emergency. Pilots receiving VFR services from radar facilities should be aware
that SAR may be initiated under these circumstances.
(b) A filed flight plan is the most timely and effective indicator
that an aircraft is overdue. Flight plan information is invaluable to SAR forces
for search planning and executing search efforts.
2. Prior to departure on every flight, local or otherwise, someone
at the departure point should be advised of your destination and route of flight if other
than direct. Search efforts are often wasted and rescue is often delayed because of pilots
who thoughtlessly takeoff without telling anyone where they are going. File a flight plan
for your safety.
3. According to the National Search and Rescue Plan, "The life
expectancy of an injured survivor decreases as much as 80 percent during the first 24
hours, while the chances of survival of uninjured survivors rapidly diminishes after the
first 3 days."
4. An Air Force Review of 325 SAR missions conducted during a
23-month period revealed that "Time works against people who experience a distress
but are not on a flight plan, since 36 hours normally pass before family concern initiates
an (alert)."
g. VFR Search and Rescue Protection.
1. To receive this valuable protection, file a VFR or DVFR
Flight Plan with an FAA FSS. For maximum protection, file only to the point of first
intended landing, and refile for each leg to final destination. When a lengthy flight plan
is filed, with several stops en route and an ETE to final destination, a mishap could
occur on any leg, and unless other information is received, it is probable that no one
would start looking for you until 30 minutes after your ETA at your final destination.
2. If you land at a location other than the intended destination,
report the landing to the nearest FAA FSS and advise them of your original destination.
3. If you land en route and are delayed more than 30 minutes,
report this information to the nearest FSS and give them your original destination.
4. If your ETE changes by 30 minutes or more, report a new ETA to
the nearest FSS and give them your original destination. Remember that if you fail to
respond within one-half hour after your ETA at final destination, a search will be started
to locate you.
5. It is important that you close your flight plan IMMEDIATELY
AFTER ARRIVAL AT YOUR FINAL DESTINATION WITH THE FSS DESIGNATED WHEN YOUR FLIGHT PLAN WAS
FILED. The pilot is responsible for closure of a VFR or DVFR flight plan; they are
not closed automatically. This will prevent needless search efforts.
6. The rapidity of rescue on land or water will depend on how
accurately your position may be determined. If a flight plan has been followed and your
position is on course, rescue will be expedited.
h. Survival Equipment.
1. For flight over uninhabited land areas, it is wise to take and
know how to use survival equipment for the type of climate and terrain.
2. If a forced landing occurs at sea, chances for survival are
governed by the degree of crew proficiency in emergency procedures and by the availability
and effectiveness of water survival equipment.
i. Body Signal Illustrations.
1. If you are forced down and are able to attract the attention of
the pilot of a rescue airplane, the body signals illustrated on these pages can be used to
transmit messages to the pilot circling over your location.
2. Stand in the open when you make the signals.
3. Be sure the background, as seen from the air, is not confusing.
4. Go through the motions slowly and repeat each signal until you
are positive that the pilot understands you.
j. Observance of Downed Aircraft.
1. Determine if crash is marked with a yellow cross; if so, the
crash has already been reported and identified.
2. If possible, determine type and number of aircraft and whether
there is evidence of survivors.
3. Fix the position of the crash as accurately as possible with
reference to a navigational aid. If possible, provide geographic or physical description
of the area to aid ground search parties.
4. Transmit the information to the nearest FAA or other appropriate
radio facility.
5. If circumstances permit, orbit the scene to guide in other
assisting units until their arrival or until you are relieved by another aircraft.
6. Immediately after landing, make a complete report to the nearest
FAA facility, or Air Force or Coast Guard Rescue Coordination Center. The report can be
made by a long distance collect telephone call.
FIG 6-2-1
Ground-Air Visual Code for Use by Survivors
FIG 6-2-2
Ground-Air Visual Code for use by Ground Search Parties
FIG 6-2-3
Urgent Medical Assistance
FIG 6-2-4
All OK
FIG 6-2-5
Short Delay
FIG 6-2-6
Long Delay
FIG 6-2-7
Drop Message
FIG 6-2-8
Receiver Operates
FIG 6-2-9
Do Not Land Here
FIG 6-2-10
Land Here
FIG 6-2-11
Negative (Ground)
FIG 6-2-12
Affirmative (Ground)
FIG 6-2-13
Pick Us Up
FIG 6-2-14
Affirmative (Aircraft)
FIG 6-2-15
Negative (Aircraft)
FIG 6-2-16
Message received and understood (Aircraft)
FIG 6-2-17
Message received and NOT understood (Aircraft)
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