VFR Flight Guide EMERGENCY
Each year there are a large number of Search and Rescue (SAR) phases declared, withmany requiring substantial effort to resolve. Many pilots have discovered that the
comforting phrase, “it can’t happen to me”, is far from correct. If you prepare
adequately for all eventualities you will be better able to deal with any emergency
situation in which you may find yourself and thus enable AusSAR, which is responsible
for aviation and maritime SAR in Australia to offer you better assistance. To help you in
this preparation, the following guide is suggested.
PLANNING
Select the route which gives you short legs between the best visual fixes,
and the least rugged terrain. Make sure that your maps cover the entire route.
Always wear a watch. Remember, that external navigation aids, such as GPS,
should be cross-checked using other navigational methods to ensure its accuracy.
If your planned flight crosses high country or large water expanses, consider the
alternative routes that may be used in conditions of adverse weather. Remember the
problems of rising ground in deteriorating meteorological conditions.
Make sure you get a forecast - it costs you nothing. Take special note of the weather,
freezing level, significant cloud cover and expected visibility. Relate the forecast to your
planned route and the nature of the terrain.
Ask for assistance from a briefing officer if necessary and
tell someone what you are doing.
If the weather is not suitable, consider using an alternate
route or postponing the flight. Consider discussing the situation
with someone else with aviation experience.
If you are making a VFR Flight, plan to arrive at least 10 minutes before the end of
daylight, or earlier, if your flight time is more than 1 hour, or if the terrain or the
weather could reduce the light. If you are delayed, make sure that your departure is
not too late to meet this requirement.
Break your flight into route segments, measure distances carefully and use a computer
to find time intervals. Do not guess or give just one time interval. Either lodge a flight
plan or leave a flight note with a responsible person. Plan a realistic SARTIME and
don't forget to amend it if you are delayed for any reason. Provide a destination
telephone number on your flight plan or flight note. If a pilot or one of the passengers
has a mobile phone, provide that number as well.
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HELPING SEARCH AND RESCUE
Should you have to make a forced landing, many of the planning hints
mentioned previously will help AusSAR find you quickly, for example:
• the search will take account of the forecast and actual weather conditions;
• the search will be based on the information you gave in your flight notification form
or flight note, plus, if necessary, the performance figures of your aircraft;
• the area which will be searched first will normally be 10 miles either side of your
planned route and;
• any position reported by you en-route will do away with the need to search earlier
sections of your route and thus reduce search time.
Other things which you can do to help yourself and the AusSAR organisation
in these circumstances are:
• stay with your aircraft (see also “Hints for Survival” pages);
• carry a heliograph or mirror to signal search aircraft by day and an electric torch for
use at night; (heliographs are available at most army disposal stores or camping
stores)
• carry matches or a cigarette lighter, a pocket compass, knife and first aid kit, and
wear warm clothing in winter (a space blanket is a cheap lightweight alternative to
a blanket)
• always carry water, and take extra supplies if you are flying over hot arid areas; and
• carry a ‘survival food kit’ of high calorie food items (eg, sweets, raisins, nuts, Vitamin
C tablets, etc) packed in a small waterproof container.
Read the other survival hints in ERSA EMERG Section and in the succeeding
pages of this Guide.
REMEMBER - IT CAN HAPPEN TO YOU -
BUT IT NEED NOT BE A TRAGEDY
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A pilot who does not hold an instrument rating or who is flying an aircraft not
equipped for instrument flight has no place in adverse weather. However, there are
many occurrences where VFR pilots find themselves in weather which is below the
minima specified for Visual Meteorological Conditions (VMC).
Such occurrences are generally the result of poor planning for safety and
too frequently end in tragedy.
VFR flight in weather which is below VMC is NOT PERMITTED.
When weather begins to deteriorate, monitor the changes carefully and consider
possible alternative action. If you have already planned an alternative route, decide
when to divert.
BROADCAST YOUR INTENTIONS
Government and licensed aerodromes and many ALAs are shown on WACs,
VTC’s and VNC’s. Note which aerodromes lie close to your track and which may be
suitable for an precautionary landing.
Decide how and/or when you will make a firm decision to continue or turn back.
Plan your immediate flight path so that you remain well clear of cloud and heavy rain
AT ALL TIMES. There have been many occasions when pilots have not intended to fly
into cloud but, through inadequate planning, their flight path has inadvertently taken
them into cloud.
When you become aware that any element of the weather is about to FALL BELOW
THE VMC MINIMA - DO NOT HESITATE, TURN BACK IMMEDIATELY. BROADCAST
YOUR INTENTIONS. DO NOT leave your decision until the weather has already fallen
below VMC Minima.
ALWAYS BROADCAST YOUR INTENTIONS
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Distress beacons have been used in aviation for many years and, with some flights
now being conducted without the lodgement of flight plans or notices or reporting
progress, there is increasing importance on having an effective distress beacon as a
means of last resort to alert the SAR system that you are in grave and imminent
danger. A distress beacon is a useful alerting and localisation aid should you be
required to call for assistance. The following information is provided to give you an
understanding of the different types of beacons available and their use.
ALERTING THE SAR SYSTEM WITH DISTRESS BEACONS
Distress beacons are detected by other aircraft who may be monitoring 121.5 MHz or
by the Cospas-Sarsat satellite based system which provides distress alerting and
location information to search and rescue (SAR) authorities in the aviation, maritime
and land environments. The Cospas-Sarsat system, which has been in operation since
1982, was originally designed to service a discrete distress frequency on 406.025
(generically stated as 406) MHz but the requirement was expanded to include a
reduced service on the aviation distress frequency of 121.5 MHz. In the case of the
latter, the physical characteristics of the radio frequency and the output signal mean
that there is coarser resolution with beacons operating on this frequency compared to
those operating on the higher frequency.
Australia, through AusSAR, is responsible for operating the regional Cospas-Sarsat
ground segment in the South West Pacific region.This is done by monitoring satellite
intercepted signals from three ground stations in Albany (WA), Bundaberg (QLD), and
Wellington (NZ). With 121.5 MHz signals, the three elements in the process (ie the
beacon, the satellite and the ground station) must be in view of each other. This
introduces delays in the SAR system responding. With later technology 406 MHz
signals, the satellite has the capacity to time tag the digital information and repeat it
when it is next interrogated by a ground station or pass the information via satellites
in geo-stationery orbit over the equator to provide a near instantaneous alerting
function.
BEACON TERMINOLOGY
There have been a number of conventions used in the past to describe the various
types of distress beacons that have been available in the market place. The current
practice is to use Electronic Locator Transmitter (ELT) to describe those that are fitted
to an aircraft, Emergency Position Indicating Radio Beacon (EPIRB) to describe those
that are designed to float when immersed in water, and Personal Locator Beacon (PLB)
to describe the portable units that are designed for personal use. Many GA operators
carry the PLB variant.
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COMPATABILITY OF OLDER TECHNOLOGY BEACONS
The 1960s saw the emergence of aviation distress beacons that operated on 121.5
MHz. These beacons meet the FAA TSO C91 standard and provide an audible tone on
the frequency with the likelihood that other aircraft or air traffic services in the area
would intercept it and become aware that an aircraft is in distress. A large number of
aircraft still operating in Australia are fitted with this standard of ELT. These older
beacons are not covered by the Cospas-Sarsat system and continue to rely on the
aviation sector for SAR alerting purposes.
When a decision was taken to extend the Cospas-Sarsat system to include
121.5 MHz, the standard pertaining to aviation beacons was revisited and a
new standard (FAA TSO C91A) was set making the beacon emission suitable
for intercept by satellite. The FAA standard for 406 MHz beacons is TSO C126.
These standards are reflected in CAR 252A.
COMPARISON OF DISTRESS BEACONS
The 121.5 MHz beacons in current production are relatively lightweight and
inexpensive. They provide an affordable alternative to the more expensive 406 MHz
beacons (which are now available with an embedded GPS so that they can
automatically report the beacon position in digital form via the satellite system when
activated). A comparison of the two beacon technologies is shown in
Table 1.
As a result of the location of the three ground stations servicing the Australian region,
there are approximately fifty satellite passes serviced per day by AusSAR which results
in a typical coverage area and average times for detection of a 121.5 MHz beacon.
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The major implications for general aviation aircraft operating in Australia using 121.5
MHz beacons is that if the beacon is of the older type, then there is a reliance on
other aircraft to detect the 121.5 MHz signal and raise the alarm. This may be
problematic in many parts of Australia as only the larger commercial aircraft regularly
monitor this frequency. If the beacon is Cospas-Sarsat compatible, the system will
generally detect the signal but produce an ambiguous fix position either side of the
satellite pass. Follow-on passes, collateral information, or the use of aircraft to
investigate both possible positions are used to refine the correct distress beacon
position.
This evolution takes time and the accuracy of the Cospas-Sarsat derived position is less
accurate than with the more technically advanced 406 MHz beacon which usually
provides an accurate position on the first pass. These beacons are also encoded with
the details of the registered owner and, through the GEOSAR supplementary
repeaters, provide near instantaneous advice that an emergency situation exists prior
to a Cospas-Sarsat satellite pass. If an embedded GPS is fitted, a position will be
passed along with this initial alert advice. The time critical nature of an adequate
response is a major consideration when considering the safety of life.
THE TYPICAL COSPAS-SARSAT COVERAGE AREA AND AVERAGE TIMES FOR
DETECTIONOF A 121.5 MHz DISTRESS BEACONS IN THE AUSTRALIAN AREA
ALBANY
BUNDABERG
WELLINGTON
6 HOURS
1 HOUR
2 HOURS
4 HOURS
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USING DISTRESS BEACONS
If you are in the WATER, and your beacon is buoyant, the beacon should be activated
IN THE WATER and allowed to float to the end of the lanyard.
You should ensure that the aerial is substantially vertical. DO NOT attach the lanyard to
the aircraft, but rather a person or liferaft.
In situations where you are forced to use a non-buoyant distress beacon in a water
survival situation, ensure that the beacon is kept dry. The beacon will operate
successfully from inside a plastic bag, and should be located just as close to the water
as possible. If you raise the beacon high above the water, the beacon’s effectiveness
will be reduced.
For operations over LAND, you will get the best performance from an ELT by operating
it while still installed in the aircraft as long as the fixed aerial remains attached. If there
is any doubt about the integrity of the system, then it should be removed from the
aircraft and used in the manner described below for PLBs.
PLBs are most effective when placed on a flat surface on the ground in an exposed
position. Space blankets or aluminium foil make good earth mats to optimise the
signal with the active beacon being placed in the middle. It is suggested that if you
carry a beacon you also carry sufficient household aluminium foil to make a 120cm
square earth mat for use in emergencies.
You should always activate your distress beacon if you are in grave and imminent
danger regardless of whether you can optimise its performance as described above.
Modern distress beacons have been detected by other aircraft and the Cospas Sarsat
system in very marginal conditions.
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IN THE EVENT OF BEING FORCED DOWN OR SOME INSTANCES
DITCHING
ACTIVATE THE DISTRESS BEACON IMMEDIATELY
• Where the beacon is permanently installed, activate the beacon in situ, or if there
is some concern about the integrity of the installation, remove it and use it as
described below.
• Where a non-permanent ELT or a PLB is being used, select a site for the activation of
the beacon. If possible, the site should be elevated, clear of trees, boulders, etc and
reasonably close to the aircraft.
• Place the beacon on a flat surface and use an earth mat if available. You may
consider placing the beacon on the wing of the aircraft or other reflective metal
surface if there is no earth mat available or the terrain is inhospitable to any other
option.
• If required, secure the beacon with rocks, sticks, tape, etc so that the aerial remains
substantially vertical.
• Remain clear of the beacon. Obstacles near it will distort the radiation pattern.
• A beacon which is damaged or under wreckage may still transmit some signal so
always activate it.
• To avoid confusing direction finding equipment on search aircraft, avoid activating
two or more beacons within 1NM of each other. If two or more beacons are
available, their use should be rationalised to extend the alerting period.
• In the event of a search, an aircraft may drop a radio to you. Walk away from the
beacon to avoid interference on the radio transmission frequency. DO NOT switch
off the beacon UNLESS instructed to do so.
CARE AND STORAGE OF DISTRESS BEACONS
Because an air traffic services unit or AusSAR will declare a Distress Phase immediately
it is made aware that a beacon signal has been detected, it is most important that care
is taken by pilots and technical staff to ensure that beacons are not activated
accidentally.
Owners of Beacons are asked to observe the following:
• READ and ADHERE to the operating and general instructions issued by the
manufacturer.
• Ensure that impact operated beacons are switched ‘OFF’ except when arming is
actually required.
• Most PLBs have a self-test function that should be used rather than testing the
beacon on the operational frequency.
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• If operational testing of ELTs is required, the beacon SHOULD NOT be operated for
more than five seconds with the preferred procedure being that the test is conducted
within the first five minutes of the hour. Longer tests are required to be conducted in
a screened radio test cage. BEFORE operational tests for any period are conducted,
operators must contact AusSAR (1800 815 257) to gain approval.
• ALWAYS notify the air traffic service provider or AusSAR if a beacon has been
activated inadvertently. Early advice will assist in the continued efficiency of the SAR
system.
• While performing maintenance on an aircraft, have a VHF radio tuned to 121.5 MHz
to detect any inadvertent activation.
• Monitor 121.5 MHz on start-up and shut-down. A knock while parked or a heavy
landing may activate some impact operated beacons.
• Keep PLBs in a handy position and brief passengers on their location and use in the
case of emergency.
An Emergency Locator Transmitter, or any variant, is a useful search aid should you be
forced down and require assistance. However, to obtain maximum benefit from your
beacon and to assist the search aircraft, it is necessary to observe a few guidelines for
activating your ELT.
If you are in the WATER, and your beacon is buoyant, the beacon should be
activated IN THE WATER and allowed to float to the end of the lanyard.
DO NOT attach lanyard to aircraft, but rather to person or liferaft.
Adjust the bridle so that the aerial is substantially vertical.
In situations where you are forced to use a non-buoyant ELT in a water
survival situation, ensure that the beacon is kept dry. The beacon will operate
successfully from inside a plastic bag, and should be located as close to the
water as possible. If you raise the beacon high above the
water, the beacon’s effectiveness will be reduced.
For operations over LAND you will get the best
performance from a beacon operating from its
permanent installation in the aircraft or from
operating it on the ground on an EARTH MAT.
An EARTH MAT can be a SPACE BLANKET or
similar material with a reflective surface. A
simple inexpensive earth mat can be made by
joining household ALUMINIUM FOIL to make a
120cm square. It is suggested that, if you
carry an ELT, you make a foil earth mat, fold it
and tape it to you ELT. To use the earth mat,
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unfold it and place it flat on the ground, holding the edges down with rocks or earth.
Switch on your beacon and place in the centre of the earth mat, alternatively place ELT
on wing of aircraft.
IN MANY CASES, USING AN EARTH MAT WILL INCREASE THE
EFFECTIVE RANGE OF YOUR EMERGENCY LOCATOR TRANSMITTER
TRANSMISSION OF SIGNALS
• The pilot in command of an aircraft shall transmit or display the signals specified in
this Division according to the degree of emergency being experienced.
• The signals specified in relation to each successive degree of emergency may be sent
either separately or together for any one degree of emergency.
DISTRESS SIGNALS
• The distress signal shall be transmitted only when the aircraft is threatened with
grave and immediate danger and requires immediate assistance.
• In radio telegraphy, the distress signal shall take the form of SOS (... – – – ...), sent 3
times, followed by the group DE, sent once, and the call sign of the aircraft, sent 3
times.
• The signal specified in the above may be followed by the automatic alarm signal
which consists of a series of 12 dashes, sent in one minute, the duration of each
dash being 4 seconds, and the duration of the interval between consecutive dashes
being one second.
• In radiotelephony, the distress signal shall take the form of the word “MAYDAY”,
pronounced 3 times, followed by the words “THIS IS”, followed by the call sign of
the aircraft 3 times.
• By other means the distress signal shall take one or more of the following forms:
A. the Morse signal ... – – – ... with visual apparatus or with sound apparatus;
B. a succession of pyrotechnical lights, fired at short intervals, each showing a single
red light;
C. the two-flag signal corresponding to the letters NC of the International Code of
Signals;
D. the distant signal, consisting of a square flag having, either above or below, a ball
or anything resembling a ball;
E. a parachute flare showing a red light;
F. a gun or other explosive signal fired at intervals of approximately one minute.
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URGENCY SIGNALS
• The following signals, used either together or separately, shall be used by an aircraft
for the purpose of giving notice of difficulties which compel it to land without
requiring immediate assistance:
A. the repeated switching on and off of the landing lights;
B. the repeated switching on and off of the navigation lights, in such a manner as to
be distinctive from the flashing lights described below;
C. a succession of white pyrotechnical lights.
• The following signals, used either together or separately, shall be used by an aircraft
for the purpose of giving notice that the aircraft has a very urgent message to
transmit concerning the safety of a ship, aircraft or vehicle, or of some person on
board or within sight:
A. in radiotelegraphy, 3 repetitions of the group XXX (– .. – – .. – – ..–), sent with the
letters of each group, and the successive groups clearly separated from each other,
and sent before the transmission of the message;
B. in radiotelephony, 3 repetitions of the words PAN, PAN, sent before the transmission
of the message;
C. a succession of green pyrotechnical lights;
D. a succession of green flashes with signal apparatus.
SAFETY SIGNALS
• The safety signal shall be transmitted when an aircraft wishes to transmit a message
concerning the safety of navigation or to give important meteorological warnings.
• The safety signal shall be sent before the call and:
A. in the case of radiotelegraphy shall consist of 3 repetitions of the group TTT
(– – –), sent with the letters of each group and the successive groups clearly
separated from each other; and
B. in the case of radiotelephony shall consist of the word “SECURITY”, repeated 3
times.
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HIGH KEY
2500ft AGL
3000ft
AGL
ENGINE FAILURE POINT
4500ft AGL
2000ft
AGL
LOW KEY
1500 ft AGL
1000ft AGL
IF TOO LOW
IF TOO HIGH
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INITIAL CHECK
Hold Altitude Aim for best
glide speed
Mixture Rich
Carburettor heat Full hot
Fuel On Pump On Change tanks
Trim To best glide speed
FIELD SELECTION
Wind - Determine direction
Surroundings - Power lines, trees
Size & Shape - In relation to wind
Surface & Slope
S(c)ivilisation - Close proximity if
possible
FMOST CHECK
Fuel Contents, pump on,
primer locked
Mixture Up & down range,
leave rich
Oil Temps & pressures
green range
Mags switch Left then right back
to both
Throttle Up & down range,
then close
MAYDAY CALL & SQUAWK 7700
"Mayday Mayday Mayday
Sydney ZFR a Piper
Engine Failure
3nm west of Picton 4500 feet
attempting to land on road"
Any other useful information such as
number of passengers etc.
BRIEF YOUR PASSENGERS
FINAL ACTIONS
Fuel Off
Mixture Close
Mags Off
Harness Tight
Door As required
Master switch Off
Caution If flaps are
electrically
operated
STAY WITH YOUR AIRCRAFT
It is much easier for air search observers to spot an aircraft than a walking survivor,
and this applies whether your aircraft is still in one piece or not.
However, there are two exceptions to this rule:
• If your aircraft is completely hidden from air observation by trees or undergrowth,
etc try to find a clearing where you can set up signals for search aircraft.
• If you are absolutely certain that a town, settlement, road or homestead is within
reasonable distance, you could walk out – but if you do, leave notes for a land
search party telling them what you are doing and leave a trail which they can follow.
See signal codes, page 334.
WATER
Salvage your water supply, conserve it as much as possible and augment it if you can,
by rain, dew, river water or any other means. For example, dig down in the middle of
the sandy bed of a watercourse to locate a soak, or distil salt water by holding a cloth
in the steam of boiling water and wringing it into a container.
Water is more important to survival than food – you can comfortably do without food
for 48 hours or more, but lack of water causes dehydration and only one-fifth of the
body’s fluids (about 11 litres) can be lost if an individual is to survive.
Under desert survival conditions, the preferred method, after a forced landing, is to
wait until your are extremely thirsty before drinking at all and then to drink at the rate
at which sweating is taking place. This method ensures that there is little impairment
in efficiency and wastes no water. You can also save water by reducing sweating, eg:
by keeping in the shade, not exposing the skin to sun or hot winds and resting during
the day. If water supplies have to be restricted, do not take salt or eat salty foods.
DO NOT drink URINE under any circumstances.
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Minimum water requirements per person to maintain the correct balance of
body fluid, when resting in the shade, are:
Mean temperature (Degrees C) 35 32 30 27 or below
Litres per 24 hours 5 3.5 2.5 1
(Mean temperature is usually about 8
o
C below daily maximum)
If you do decide to walk out you will double the body’s need for water.
In desert or semi-desert areas, walk only at night or in the early morning.
For every 4.5 litres of water carried, you should be able to walk 32 kilometres
at night in these types of terrain.
DO NOT DRINK SALT WATER
EMERGENCY WATER STILL
To supplement supplies, an emergency water still, requiring the carriage of some
equipment, can extract small amounts of water from soil that looks quite dry,
if set up in this manner.
DIRT TO ANCHOR PLASTIC SHEET
PLASTIC DRINKING TUBE
ROCK
PLASTIC SHEET
ONE OR TWO
LITRE CONTAINER
1m
200mm
500mm
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Foliage (if available) should be placed as illustrated around the container under the
plastic sheet. Clear polythene which ‘wets’ easily is best for the purpose but ordinary
clear kitchen polythene sheet (or preferably the thicker 100µm variety such as is laid
down before concrete floors, etc., are poured) is satisfactory, particularly if its surface
is roughened so that the droplets of water will cling to it more easily and will not be
wasted by dropping off before they run down to the point of the cone. It is wise to
cut the sheets to size and roughen them with sandpaper before they are stored in the
aircraft, rather than waiting until one is stranded somewhere in the outback. If a
‘nesting’ set of containers is obtained and the sheets and tubing rolled inside them,
a very compact bundle can be made. But see that it is very well wrapped – it may have
to lie around in the luggage compartment for a long time before it is needed.
SIGNALING
If you have a Locator beacon, operate it as described in “EMERGENCY ACTIVATION OF
DISTRESS BEACONS (on page 320 )”.
Collect wood, grass, etc., and build several signalling fires – preferably in the form of a
triangle. Use oil from the engine and tyres to make black smoke. Unless there is ample
firewood in the area, do not light fires until you hear or see search aircraft, or until
desperate. Be careful to have a fire break between the fires and your aircraft.
Try to have the fires downwind from the aircraft.
Conserve your batteries if the aircraft radio is undamaged. After one attempt to
contact an airways operations unit, do not use your transmitter until you hear or see
search aircraft. Maintain a listening watch, as search aircraft may broadcast
information or instruction in the hope that you can receive. Make a note of,
and call on the overlying controlled airspace frequency. And watch for contrails.
Make signals on the ground using the ‘Search and Rescue Ground Signals illustrated’
in this section and in the EMERG Section.
Aircraft may fly over your notified route on the first or second night. Light the fires
as soon as you hear them, and if possible keep them burning all night.
If you do not have a heliograph or a mirror, try to remove some bright metal fittings
from your aircraft for signalling – any flash seen by the aircraft will be investigated.
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HYGIENE
To remain in reasonable condition, you should take as much care as possible to
avoid accidents or illness. The following hints may help:
• keep your body and clothes as clean as possible;
• always wash your hands before eating;
• dispose properly of body wastes, garbage, etc., in trenches;
• if possible, sterilise or boil water and cook food to avoid gastric troubles;
• avoid activities which may lead to injury;
• keep your clothing dry;
• keep your head covered when in the sun; and
• do not sleep on the ground – make a raised bed with aircraft seats,
wood and dry leaves, etc.
SHELTER
Some type of shelter is essential whatever type of terrain you have come down in.
If your aircraft is not badly damaged, it may be used as a shelter, otherwise you should
use whatever is available from the aircraft and, by the use of trees, etc., rig up a
temporary tent as protection against the weather.
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COMMUNICATIONS FAILURE
GROUND - AIR VISUAL SIGNAL CODE FOR USE IN
CIVIL EMERGENCIES
NO Message Code Signal
1 Require Fodder FF
2 Require Evacuation III
3 Power Failure VI
GROUND - AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS
NO Message Code Signal
1 Require Assistance V
2 Require Medical Assistance X
3 Proceeding in this Direction
4 Yes or Affirmative Y
5 No or Negative N
If in doubt use International Symbol SOS
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FIRES
You may find that a fire is essential for warmth, cooking, drying clothes, distilling or
purifying water, etc. If there is plenty of wood available this should prove no problem,
but otherwise you may have to improvise a stove from a can or other container. Fuel
for such a stove could be oil or fat, using a wick, or petrol and a 75 mm layer of fuelimpregnated sand.
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RADIO FAILURE
In the event of communication failure, MAINTAIN TERRAIN CLEARANCE
THROUGHOUT ALL PROCEDURES.
ACKNOWLEDGMENTS BY AN AIRCRAFT
In Flight
• During the hours of daylight: by rocking the aircraft wings.
NOTE: This signal should not be expected on the base and final legs of the
approach.
• During the hours of darkness: by flashing on and off twice, the aircraft’s landing
lights or, if not so equipped, by switching on and off twice, its navigation lights.
On the Ground
• During the hours of daylight: by moving aircraft’s ailerons or rudder.
• During the hours of darkness: by flashing on and off twice, the aircraft’s landing
lights or, if not so equipped, by switching on and off twice, its navigation lights.
IF VFR OCTA
STAY IN VMC
• BROADCAST INTENTIONS (assume transmitter is operating and prefix calls with
“TRANSMITTING BLIND”)
• REMAIN VFR OCTA AND LAND AT THE NEAREST SUITABLE NON-MBZ AERODROME.
REPORT ARRIVAL TO ATS IF ON SARTIME OR REPORTING SCHEDULES. SEARCH AND
RESCUE TELEPHONE NUMBER 1800 815 257.
• IF IN CONTROLLED/RESTRICTED AIRSPACE OR IF IFR IN ANY AIRSPACE SQUAWK
7600 IF TRANSPONDER EQUIPPED. LISTEN OUT ON ATIS AND/OR VOICE
MODULATED NAVAIDS. TRANSMIT INTENTIONS AND NORMAL POSITION REPORTS
INTENTIONS (assume transmitter is operating and prefix calls with
“TRANSMITTING BLIND”)
AND
• IF IN VMC AND CERTAIN OF MAINTAINING VMC STAY IN VMC AND LAND AT THE
MOST SUITABLE AERODROME. (NOT SPECIAL PROCEDURES IF PROCEEDING TO A
GAAP). REPORT ARRIVAL TO ATS.
OR
• IF IN IMC OR UNCERTAIN OF MAINTAINING VMC
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EMERGENCY PROCEDURES RADIO FAILURE
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PROCEDURES
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NOTES:
• Initial and subsequent actions by the pilot at the time of loss of communications will
depend largely on the pilot’s knowledge of the destination aids, the air traffic/air
space situation and meteorological conditions en-route and at the destination.
It is not possible to publish procedures that cover all radio failure circumstances.
The following procedures ensure that Air Traffic services and other traffic should be
aware of the pilot’s most likely actions. Pilots should follow these procedures unless
strong reasons dictate otherwise.
• In determining the final level to which a pilot will climb after radio failure, ATC will
use the level provided on the Flight Notification, or the last level requested by the
pilot and acknowledged by ATC.
INITIAL ACTIONS
IF NO CLEARANCE LIMIT RECEIVED AND ACKNOWLEDGED
Proceed in accordance with the latest ATC route clearance acknowledged and climb to
planned level.
IF A CLEARANCE LIMIT INVOLVING AN ALTITUDE OR ROUTE RESTRICTION HAS BEEN
RECEIVED AND ACKNOWLEDGED
• Maintain last assigned level, or minimum safe altitude if higher, for three minutes,
and /or
• Hold at nominated location for three minutes, then
• Proceed in accordance with the latest ATC route clearance acknowledged and climb
to planned level.
IF BEING RADAR VECTORED
• Maintain last assigned vector for two minutes, and
• CLIMB IF NECESSARY TO MINIMUM SAFE ALTITUDE, to maintain terrain clearance,
then
• Proceed in accordance with the latest ATC route clearance acknowledged.
IF HOLDING
• Fly one more complete holding pattern, then
• Proceed in accordance with the flight plan or the latest ATC clearance
acknowledged, as applicable.
DESTINATION PROCEDURES
Track to the destination in accordance with flight plan (amended by the latest ATC
clearance acknowledged, if applicable).
Commence descent in accordance with standard operating procedures or flight plan.
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SPECIAL PROCEDURES – GAAP
Carry out general COM Failure procedures. Enter GAAP control zone at 1500FT or as
detailed in ERSA. Track via the appropriate General Aviation approach points. Proceed
to overhead the aerodrome at that altitude. Ascertain landing direction, descend to
join desired circuit at circuit altitude via the downwind entry point (remain clear of
other circuit). Proceed with normal circuit and landing, maintain separation from other
aircraft. Watch for light signals from the tower.
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If your aircraft is fitted with a Navigational Aid, selecting the appropriate frequency
and listening for instructions may be a possibility. Generally speaking this is one of the
most effective ways of proceeding safely.
When tower is active follow normal procedure. Watch tower for light signals.
COMMUNICATION AND NAVAID FAILURE
In the event of complete failure of communications and navigation aids, MAINTAIN
TERRAIN CLEARANCE THROUGHOUT ALL PROCEDURES and proceed as follows:
IF VFR OCTA
STAY IN VMC. BROADCAST INTENTIONS (assume transmitter is operating and prefix
calls with “TRANSMITTING BLIND”). REMAIN VFR OCTA AND LAND AT THE NEAREST
SUITABLE NON-MBZ AERODROME. REPORT ARRIVAL TO ATS IF ON SARTIME OR
REPORTING SCHEDULES.
IF IN CONTROLLED/RESTRICTED AIRSPACE OR IF IFR IN ANY AIRSPACE
SQUAWK 7600 IF TRANSPONDER EQUIPPED. LISTEN OUT ON ATIS AND/OR VOICE
MODULATED NAVAIDS. TRANSMIT INTENTIONS AND NORMAL POSITION REPORTS [IFR
ONLY] (assume transmitter is operating and prefix calls with “TRANSMITTING BLIND”).
IF PRACTICABLE LEAVE/AVOID CONTROLLED/RESTRICTED AIRSPACE AND AREAS OF
DENSE TRAFFIC. AS SOON AS POSSIBLE ESTABLISH VISUAL NAVIGATION. LAND AT
THE MOST SUITABLE AERODROME. (NOTE SPECIAL PROCEDURES IF PROCEEDING TO
A GAAP). REPORT TO ATS ON ARRIVAL.
EMERGENCY CHANGE OF LEVEL IN CONTROLLED AIRSPACE PROCEDURES
When it is necessary for an aircraft in controlled airspace to make a rapid change
of flight level or altitude because of technical trouble, severe weather conditions,
or other reasons, the change will be made as follows using urgency message
format, stating level changes involved and diversions if applicable.
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• SQUAWK SSR CODE 7700
• TRANSMIT: PANPAN, PANPAN,
PANPAN
• AGENCY BEING CALLED
• AIRCRAFT IDENTIFICATION
• NATURE OF URGENCY PROBLEM
• INTENTION OF PERSON IN
COMMAND
• PRESENT POSITION FLIGHT LEVEL
OR ALTITUDE AND HEADING
• ANY OTHER USEFUL INFORMATION
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A FLIGHT MAY BE DECLARED A MERCY FLIGHT WHEN;
When an urgent medical, flood or fire relief or evacuation flight is proposed in order to
relieve a person from grave and imminent danger and failure to do so is likely to result
in loss of life or serious or permanent disability and the flight will involve irregular
operation, a Mercy flight must be declared.
A mercy flight must only be declared by the pilot in command and the factors/risks
that the pilot in command must consider in the declaration, commencement and
continuation of the flight are detailed in ENR 1.1-91 77.1.1.
A flight must not be declared a Mercy flight when;
• it can comply with the applicable regulations and orders; or
• operational concessions to permit the anticipated irregular operations can be
obtained.
In these cases, the flight should be notified as Search and rescue (SAR), Medical (MED),
Hospital Aircraft (HOSP), Flood or Fire Relief. Special consideration or priority will be
granted by ATC if necessary.
A Mercy flight must not be undertaken when:
• alternative means of achieving the same relief are available; or
• the crew and other occupants of the aircraft involved will be exposed to undue
hazards; or
• relief or rescue can be delayed until a more suitable aircraft or more favourable
operating conditions are available.
In assessing the justification of risks involved in a Mercy flight, the pilot must
consider the following;
• the availability of alternative transport or alternative medical aid; or
• the weather conditions en route and at the landing place(s)
• the distance from which it should be possible to see the landing place;
• the air distance and the type of terrain involved;
• the navigation facilities useable and the reliability of those facilities
(such as facilities may include landmarks; etc);
• the availability of suitable alternate aerodrome
• the availability and reliability of communications facilities
• the asymmetric performance of the aircraft;
• whether the pilot’s experience reasonably meets the requirements of the mercy
flight;
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GENERAL
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• the effect on the person requiring assistance if the flight is delayed until improved
operating conditions exist;
• whether the flight is to be made to the nearest or most suitable hospital; and
• the competence of the authority requesting the Mercy flight
The pilot in command of a Mercy flight must:
• give flight notification as required for a charter flight and identify the flight by the
term “MERCY FLIGHT”. This notification must include the reason for the Mercy
flight and reference to any rule or regulation which will not be complied with;
• specify reporting points or times when contact will be made;
• specify the special procedures intended or special assistance required of the ground
organisation; and
• limit the operating crew and the persons carried in the aircraft to the minimum
number required to conduct the flight.
If the Mercy flight applies only to a portion of the flight this must be stated in the
flight notification. If a normal flight develops into a Mercy flight, the pilot in command
must take appropriate action.
The pilot in command must submit an Air Safety Incident Report (ASIR) on any Mercy
flight undertaken, summarising the aspects of irregular operation which caused the
operation to be considered under the Mercy flight provisions and the factors which led
to the decision to make the flight. This report must include the name and address of
the authority requesting the Mercy fight and, in medical cases, the name of the
patient.
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GENERAL
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PLANNING FOR SAFETY
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