Section 2. Emergency Assistance
10-2-1. INFORMATION REQUIREMENTS
a. Start assistance as soon as enough information
has been obtained upon which to act. Information
requirements will vary, depending on the existing
situation. Minimum required information for inflight
emergencies is:
NOTE-
In the event of an ELT signal see para 10-2-10, Emergency
Locator Transmitter (ELT) Signals.
1. Aircraft identification and type.
2. Nature of the emergency.
3. Pilot's desires.
b. After initiating action, obtain the following
items or any other pertinent information from the
pilot or aircraft operator, as necessary:
NOTE-
Normally, do not request this information from military
fighter-type aircraft that are at low altitudes (i.e., on
approach, immediately after departure, on a low level
route, etc.). However, request the position of an aircraft
that is not visually sighted or displayed on radar if the
location is not given by the pilot.
1. Aircraft altitude.
2. Fuel remaining in time.
3. Pilot reported weather.
4. Pilot capability for IFR flight.
5. Time and place of last known position.
6. Heading since last known position.
7. Airspeed.
8. Navigation equipment capability.
9. NAVAID signals received.
10. Visible landmarks.
11. Aircraft color.
12. Number of people on board.
13. Point of departure and destination.
14. Emergency equipment on board.
10-2-2. FREQUENCY CHANGES
Although 121.5 MHz and 243.0 MHz are emergency
frequencies, it might be best to keep the aircraft on the
initial contact frequency. Change frequencies only
when there is a valid reason.
10-2-3. AIRCRAFT ORIENTATION
Orientate an aircraft by the means most appropriate
to the circumstances. Recognized methods include:
a. Radar.
b. NAVAIDs.
c. Pilotage.
d. Sighting by other aircraft.
10-2-4. ALTITUDE CHANGE FOR
IMPROVED RECEPTION
When you consider it necessary and if weather and
circumstances permit, recommend that the aircraft
maintain or increase altitude to improve communications or radar.
NOTE-
Aircraft with high-bypass turbofan engines (such as B747)
encountering volcanic ash clouds have experienced total
loss of power to all engines. Damage to engines due to
volcanic ash ingestion increases as engine power is
increased, therefore, climb while in the ash cloud is to be
avoided where terrain permits.
REFERENCE-
AIM, Para 7-5-9, Flight Operations in Volcanic Ash.
10-2-5. EMERGENCY SITUATIONS
Consider that an aircraft emergency exists and inform
the RCC or ARTCC when any of the following exist:
NOTE-
USAF facilities are only required to notify the ARTCC.
a. An emergency is declared by either:
1. The pilot.
2. Facility personnel.
3. Officials responsible for the operation of the
aircraft.
b. There is unexpected loss of radar contact and
radio communications with any IFR or VFR aircraft.
c. Reports indicate it has made a forced landing, is
about to do so, or its operating efficiency is so
impaired that a forced landing will be necessary.
d. Reports indicate the crew has abandoned the
aircraft or is about to do so.
e. An emergency
transponder code is displayed or reported.
NOTE-
EN ROUTE. During Stage A operation, Code 7700 causes
EMRG to blink in field E of the data block.
f. Intercept or escort aircraft services are required.
g. The need for ground rescue appears likely.
h. An Emergency Locator Transmitter (ELT)
signal is heard or reported.
REFERENCE-
FAAO JO 7110.65, Para 10-1-3, Providing Assistance.
FAAO JO 7110.65, Para 10-2-10, Emergency Locator Transmitter
(ELT) Signals.
10-2-6. HIJACKED AIRCRAFT
Hijack attempts or actual events are a matter of
national security and require special handling. Policy
and procedures for hijack situations are detailed in
FAAO JO 7610.4, Special Operations. FAAO
JO 7610.4 describes reporting requirements, air crew
procedures, air traffic procedures and escort or
interceptor procedures for hijack situations.
REFERENCE-
FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting
and Procedures.
FAAO JO 7110.65, Para 5-2-13, Code Monitor.
10-2-7. VFR AIRCRAFT IN WEATHER
DIFFICULTY
a. If VFR aircraft requests assistance when it
encounters or is about to encounter IFR weather
conditions, determine the facility best able to provide
service. If a frequency change is necessary, advise the
pilot of the reason for the change, and request the
aircraft contact the appropriate control facility.
Inform that facility of the situation. If the aircraft is
unable to communicate with the control facility, relay
information and clearances.
b. The following must be accomplished on a
Mode C equipped VFR aircraft which is in
emergency but no longer requires the assignment of
Code 7700:
1. TERMINAL. Assign a beacon code that will
permit terminal minimum safe altitude warning
(MSAW) alarm processing.
2. EN ROUTE. An appropriate keyboard entry
must be made to ensure en route MSAW (EMSAW)
alarm processing.
10-2-8. RADAR ASSISTANCE TO VFR
AIRCRAFT IN WEATHER DIFFICULTY
a. If a VFR aircraft requests radar assistance when
it encounters or is about to encounter IFR weather
conditions, ask the pilot if he/she is qualified for and
capable of conducting IFR flight.
b. If the pilot states he/she is qualified for and
capable of IFR flight, request him/her to file an IFR
flight plan and then issue clearance to destination
airport, as appropriate.
c. If the pilot states he/she is not qualified for or not
capable of conducting IFR flight, or if he/she refuses
to file an IFR flight plan, take whichever of the
following actions is appropriate:
1. Inform the pilot of airports where VFR
conditions are reported, provide other available
pertinent weather information, and ask if he/she will
elect to conduct VFR flight to such an airport.
2. If the action in subpara 1 above is not feasible
or the pilot declines to conduct VFR flight to another
airport, provide radar assistance if the pilot:
(a) Declares an emergency.
(b) Refuses to declare an emergency and you
have determined the exact nature of the radar services
the pilot desires.
3. If the aircraft has already encountered IFR
conditions, inform the pilot of the appropriate
terrain/obstacle clearance minimum altitude. If the
aircraft is below appropriate terrain/obstacle clearance minimum altitude and sufficiently accurate
position information has been received or radar
identification is established, furnish a heading or
radial on which to climb to reach appropriate
terrain/obstacle clearance minimum altitude.
d. The following must be accomplished on a
Mode C equipped VFR aircraft which is in
emergency but no longer requires the assignment of
Code 7700:
1. TERMINAL. Assign a beacon code that will
permit terminal minimum safe altitude warning
(MSAW) alarm processing.
2. EN ROUTE. An appropriate keyboard entry
must be made to ensure en route MSAW (EMSAW)
alarm processing.
10-2-9. RADAR ASSISTANCE
TECHNIQUES
Use the following techniques to the extent possible
when you provide radar assistance to a pilot not
qualified to operate in IFR conditions:
a. Avoid radio frequency changes except when
necessary to provide a clear communications
channel.
b. Make turns while the aircraft is in VFR
conditions so it will be in a position to fly a straight
course while in IFR conditions.
c. Have pilot lower gear and slow aircraft to
approach speed while in VFR conditions.
d. Avoid requiring a climb or descent while in a
turn if in IFR conditions.
e. Avoid abrupt maneuvers.
f. Vector aircraft to VFR conditions.
g. The following must be accomplished on a
Mode C equipped VFR aircraft which is in
emergency but no longer requires the assignment of
Code 7700:
1. TERMINAL. Assign a beacon code that will
permit terminal minimum safe altitude warning
(MSAW) alarm processing.
2. EN ROUTE. An appropriate keyboard entry
must be made to ensure en route MSAW (EMSAW)
alarm processing.
10-2-10. EMERGENCY LOCATOR
TRANSMITTER (ELT) SIGNALS
When an ELT signal is heard or reported:
a. EN ROUTE. Notify the Rescue Coordination
Center (RCC).
NOTE-
FAA Form 7210-8, ELT INCIDENT, contains standardized
format for coordination with the RCC.
REFERENCE-
FAAO JO 7210.3, Para 9-3-1, FAA Form 7210-8, ELT Incident.
b. TERMINAL. Notify the ARTCC which will
coordinate with the RCC.
NOTE-
1. Operational ground testing of emergency locator
transmitters (ELTs) has been authorized during the first
5 minutes of each hour. To avoid confusing the tests with an
actual alarm, the testing is restricted to no more than three
audio sweeps.
2. Controllers can expect pilots to report aircraft position
and time the signal was first heard, aircraft position and
time the signal was last heard, aircraft position at
maximum signal strength, flight altitude, and frequency of
the emergency signal (121.5/243.0). (See AIM,
Para 6-2-5, Emergency Locator Transmitter (ELT).)
c. TERMINAL. Attempt to obtain fixes or bearings on the signal.
d. Solicit the assistance of other aircraft known to
be operating in the signal area.
e. TERMINAL. Forward fixes or bearings and any
other pertinent information to the ARTCC.
NOTE-
Fix information in relation to a VOR or VORTAC (radial-
distance) facilitates accurate ELT plotting by RCC and
should be provided when possible.
f. EN ROUTE. When the ELT signal strength
indicates the signal may be emanating from
somewhere on an airport or vicinity thereof, notify
the on-site technical operations personnel and the
Regional Operations Center (ROC) for their actions.
This action is in addition to the above.
g. TERMINAL. When the ELT signal strength
indicates the signal may be emanating from
somewhere on the airport or vicinity thereof, notify
the on-site technical operations personnel and the
ARTCC for their action. This action is in addition to
the above.
h. Air traffic personnel must not leave their
required duty stations to locate an ELT signal source.
NOTE-
Portable handcarried receivers assigned to air traffic
facilities (where no technical operations personnel are
available) may be loaned to responsible airport personnel
or local authorities to assist in locating the ELT signal
source.
i. EN ROUTE. Notify the RCC, the ROC, and
alerted DF facilities if signal source is located/terminated.
j.TERMINAL. Notify the ARTCC if signal
source is located/terminated.
REFERENCE-
FAAO JO 7110.65, Para 10-1-4, Responsibility.
FAAO JO 7110.65, Para 10-2-1, Information Requirements.
10-2-11. AIRCRAFT BOMB THREATS
a. When information is received from any source
that a bomb has been placed on, in, or near an aircraft
for the purpose of damaging or destroying such
aircraft, notify your supervisor or the facility air
traffic manager. If the threat is general in nature,
handle it as a “Suspicious Activity.” When the threat
is targeted against a specific aircraft and you are in
contact with the suspect aircraft, take the following
actions as appropriate:
REFERENCE-
FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting
and Procedures.
1. Advise the pilot of the threat.
2. Inform the pilot that technical assistance can
be obtained from an FAA aviation explosives expert.
NOTE-
An FAA aviation explosive expert is on call at all times and
may be contacted by calling the FAA Operations
Center, Washington, DC, Area Code 202-267-3333,
ETN 521-0111, or DSN 851-3750. Technical advice can
be relayed to assist civil or military air crews in their search
for a bomb and in determining what precautionary action
to take if one is found.
3. Ask the pilot if he/she desires to climb or
descend to an altitude that would equalize or reduce
the outside air pressure/existing cabin air pressure
differential. Issue or relay an appropriate clearance
considering MEA, MOCA, MRA, and weather.
NOTE-
Equalizing existing cabin air pressure with outside air
pressure is a key step which the pilot may wish to take to
minimize the damage potential of a bomb.
4. Handle the aircraft as an emergency and/or
provide the most expeditious handling possible with
respect to the safety of other aircraft, ground
facilities, and personnel.
NOTE-
Emergency handling is discretionary and should be based
on the situation. With certain types of threats, plans may
call for a low-key action or response.
5. Issue or relay clearances to a new destination
if requested.
6. When a pilot requests technical assistance or
if it is apparent that a pilot may need such assistance,
do NOT suggest what actions the pilot should take
concerning a bomb, but obtain the following
information and notify your supervisor who will
contact the FAA aviation explosives expert:
NOTE-
This information is needed by the FAA aviation explosives
expert so that he/she can assess the situation and make
immediate recommendations to the pilot. The aviation
explosives expert may not be familiar with all military
aircraft configurations but he/she can offer technical
assistance which would be beneficial to the pilot.
(a) Type, series, and model of the aircraft.
(b) Precise location/description of the bomb
device if known.
(c) Other details which may be pertinent.
NOTE-
The following details may be of significance if known, but
it is not intended that the pilot should disturb a suspected
bomb/bomb container to ascertain the information: The
altitude or time set for the bomb to explode, type of
detonating action (barometric, time, anti-handling, remote
radio transmitter), power source (battery, electrical,
mechanical), type of initiator (blasting cap, flash bulb,
chemical), and the type of explosive/incendiary charge
(dynamite, black powder, chemical).
b. When a bomb threat involves an aircraft on the
ground and you are in contact with the suspect
aircraft, take the following actions in addition to those
discussed in the preceding paragraphs which may be
appropriate:
1. If the aircraft is at an airport where tower
control or FSS advisory service is not available, or if
the pilot ignores the threat at any airport, recommend
that takeoff be delayed until the pilot or aircraft
operator establishes that a bomb is not aboard in
accordance with 14 CFR Part 121. If the pilot insists
on taking off and in your opinion the operation will
not adversely affect other traffic, issue or relay an
ATC clearance.
REFERENCE-
14 CFR Section 121.538, Airplane Security.
2. Advise the aircraft to remain as far away from
other aircraft and facilities as possible, to clear the
runway, if appropriate, and to taxi to an isolated or
designated search area. When it is impractical or if the
pilot takes an alternative action; e.g., parking and
off-loading immediately, advise other aircraft to
remain clear of the suspect aircraft by at least
100 yards if able.
NOTE-
Passenger deplaning may be of paramount importance and
must be considered before the aircraft is parked or moved
away from service areas. The decision to use ramp facilities
rests with the pilot, aircraft operator/airport manager.
c. If you are unable to inform the suspect aircraft
of a bomb threat or if you lose contact with the
aircraft, advise your supervisor and relay pertinent
details to other sectors or facilities as deemed
necessary.
d. When a pilot reports the discovery of a bomb or
suspected bomb on an aircraft which is airborne or on
the ground, determine the pilot's intentions and
comply with his/her requests in so far as possible.
Take all of the actions discussed in the preceding
paragraphs which may be appropriate under the
existing circumstances.
e. The handling of aircraft when a hijacker has or
is suspected of having a bomb requires special
considerations. Be responsive to the pilot's requests
and notify supervisory personnel. Apply hijacking
procedures and offer assistance to the pilot according
to the preceding paragraphs, if needed.
10-2-12. EXPLOSIVE DETECTION K-9
TEAMS
Take the following actions should you receive an
aircraft request for the location of the nearest
explosive detection K-9 team.
REFERENCE-
FAAO JO 7210.3, Para 2-1-11, Explosives Detection K-9 Teams.
a. Obtain the aircraft identification and position
and advise your supervisor of the pilot request.
b. When you receive the nearest location of the
explosive detection K-9 team, relay the information
to the pilot.
c. If the aircraft wishes to divert to the airport
location provided, obtain an estimated arrival time
from the pilot and advise your supervisor.
10-2-13. MANPADS ALERT
When a threat or attack from Man-Portable Air
Defense Systems (MANPADS) is determined to be
real, notify and advise aircraft as follows:
a. Do not withhold landing clearance. To the
extent possible, issue information on MANPADS
threats, confirmed attacks, or post-event activities in
time for it to be useful to the pilot. The pilot or parent
company will determine the pilot's actions.
b. MANPADS information will be disseminated
via the ATIS and/or controller-to-pilot
transmissions.
c. Disseminate via controller-to-pilot transmission until the appropriate MANPADS information is
broadcast via the ATIS and pilots indicate they have
received the appropriate ATIS code. MANPADS
information will include nature and location of threat
or incident, whether reported or observed and by
whom, time (if known), and when transmitting to an
individual aircraft, a request for pilot's intentions.
PHRASEOLOGY-
ATTENTION (aircraft identification), MANPADS ALERT.
EXERCISE EXTREME CAUTION. MANPADS THREAT/ATTACK/POST-EVENT ACTIVITY OBSERVED/
REPORTED BY (reporting agency) (location) AT (time, if
known). (When transmitting to an individual aircraft) SAY
INTENTIONS.
EXAMPLE-
Attention Eastern Four Seventeen, MANPADS alert.
Exercise extreme caution. MANPADS threat reported by
TSA, LaGuardia vicinity. Say intentions.”
“Attention all aircraft, MANPADS alert. Exercise extreme
caution. MANPADS post-event activity observed by tower
south of airport at two-one-zero-zero Zulu.”
d. Report MANPADS threat/attack/post-event
activity until notified otherwise by FAA national
headquarters.
REFERENCE-
FAAO JO 7110.65, Para 2-9-3, Content.
FAAO JO 7210.3, Para 2-1-9, Handling MANPADS Incidents.
10-2-14. UNAUTHORIZED LASER
ILLUMINATION OF AIRCRAFT
a. When a laser event is reported to an air traffic
facility, broadcast on all appropriate frequencies a
general caution warning every five minutes for
20 minutes following the last report.
PHRASEOLOGY-
UNAUTHORIZED LASER ILLUMINATION EVENT,
(location), (altitude).
b. Terminal facilities must include reported
unauthorized laser illumination events on the ATIS
broadcast for one hour following the last report.
Include the time, location, altitude, color, and
direction of the laser as reported by the pilot.
NOTE-
All personnel can expect aircrews to regard lasers as an
inflight emergency and may take evasive action to avoid
laser illumination. Additionally, other aircraft may request
clearance to avoid the area.
REFERENCE-
FAAO JO 7110.65, Para 2-9-3, Content.
FAAO JO 7210.3, Para 2-1-27, Reporting Unauthorized Laser
Illumination of Aircraft.
10-2-15. EMERGENCY AIRPORT
RECOMMENDATION
a. Consider the following factors when recommending an emergency airport:
1. Remaining fuel in relation to airport
distances.
2. Weather conditions.
NOTE-
Depending on the nature of the emergency, certain weather
phenomena may deserve weighted consideration when
recommending an airport; e.g., a pilot may elect to fly
farther to land at an airport with VFR instead of IFR
conditions.
3. Airport conditions.
4. NAVAID status.
5. Aircraft type.
6. Pilot's qualifications.
7. Vectoring or homing capability to the
emergency airport.
b. Consideration to the provisions of subpara a and
para 10-2-16, Guidance to Emergency Airport, must
be used in conjunction with the information derived
from any automated emergency airport information
source.
10-2-16. GUIDANCE TO EMERGENCY
AIRPORT
a. When necessary, use any of the following for
guidance to the airport:
1. Radar.
2. Following another aircraft.
3. NAVAIDs.
4. Pilotage by landmarks.
5. Compass headings.
b. Consideration to the provisions of
para 10-2-15, Emergency Airport Recommendation, must be used in conjunction with the information
derived from any automated emergency airport
information source.
10-2-17. EMERGENCY OBSTRUCTION
VIDEO MAP (EOVM)
a. The EOVM is intended to facilitate advisory
service to an aircraft in an emergency situation
wherein an appropriate terrain/obstacle clearance
minimum altitude cannot be maintained. It must only
be used and the service provided under the following
conditions:
1. The pilot has declared an emergency, or
2. The controller has determined that an
emergency condition exists or is imminent because of
the pilot's inability to maintain an appropriate
terrain/obstacle clearance minimum altitude.
NOTE-
Appropriate terrain/obstacle clearance minimum altitudes
may be defined as Minimum IFR Altitude (MIA), Minimum
En Route Altitude (MEA), Minimum Obstruction Clearance Altitude (MOCA), or Minimum Vectoring Altitude
(MVA).
b. When providing emergency vectoring service,
the controller must advise the pilot that any headings
issued are emergency advisories intended only to
direct the aircraft toward and over an area of lower
terrain/obstacle elevation.
NOTE-
Altitudes and obstructions depicted on the EOVM are the
actual altitudes and locations of the obstacle/terrain and
contain no lateral or vertical buffers for obstruction
clearance.
REFERENCE-
FAAO JO 7210.3, Para 3-9-4, Emergency Obstruction Video Map
(EOVM).
10-2-18. VOLCANIC ASH
a. If a volcanic ash cloud is known or forecast to
be present:
1. Relay all information available to pilots to
ensure that they are aware of the ash cloud's position
and altitude(s).
2. Suggest appropriate reroutes to avoid the area
of known or forecast ash clouds.
NOTE-
Volcanic ash clouds are not normally detected by airborne
or air traffic radar systems.
b. If advised by an aircraft that it has entered a
volcanic ash cloud and indicates that a distress
situation exists:
1. Consider the aircraft to be in an emergency
situation.
2. Do not initiate any climb clearances to
turbine-powered aircraft until the aircraft has exited
the ash cloud.
3. Do not attempt to provide escape vectors
without pilot concurrence.
NOTE-
1. The recommended escape maneuver is to reverse course
and begin a descent (if terrain permits). However, it is the
pilot's responsibility to determine the safest escape route
from the ash cloud.
2. Controllers should be aware of the possibility of
complete loss of power to any turbine-powered aircraft
that encounters an ash cloud.
REFERENCE-
FAAO JO 7110.65, Para 10-2-4, Altitude Change for Improved
Reception.
AIM, Para 7-5-9, Flight Operations in Volcanic Ash.
10-2-19.
REPORTING DEATH, ILLNESS, OR OTHER PUBLIC HEALTH RISK ON BOARD AIRCRAFT
a. If an air traffic controller receives a report of
the death of person, an illness, and/or other
public health risk obtain the following
information and notify the operations manager
in charge (OMIC)/front line manager
(FLM)/controllerincharge (CIC) as soon as
possible.
1. Call sign.
2. Number of suspected cases of illness on
board.
3. Nature of the illnesses or other public
health risk, if known.
4. Number of persons on board.
5. Number of deaths, if applicable.
6. Pilot’s intent (for example, continue to
destination or divert).
7. Any request for assistance (for example,
needing emergency medical services to meet the
aircraft at arrival).
b. The OMIC/FLM/CIC must relay the
information to the DEN as soon as possible.
NOTE-
1. If the ATC facility is not actively monitoring the
DEN or does not have a dedicated line to the DEN,
they must call into the DEN directly via (202)
4934170.
2. Except in extraordinary circumstances, such as a
situation requiring ATC intervention, followon
coordination regarding the incident will not involve
ATC frequencies.
3. The initial report to a U.S. ATC facility may be passed
from a prior ATC facility along the route of flight.
REFERENCE-
FAAO JO 7210.3, Para 2129, REPORTING DEATH, ILLNESS,
OR OTHER PUBLIC HEALTH RISK ON BOARD AIRCRAFT
|
