Emergency Jeppesen

TABLE OF CONTENTS

EMERGENCY

© JEPPESEN 2006, 2010. ALL RIGHTS RESERVED.

WH-I

Below is a complete list of the standard contents of Airway Manual. Limited or special coverages may not con-tain all items, but that material which is included should be arranged in the order outlined.

TABLE OF CONTENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WH-I

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

1 DEFINITIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2 EMERGENCY PROCEDURES2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2 Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3 Distress Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4 Transponder Operations — Emergency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.5 Distress and Urgency Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3 UNLAWFUL INTERFERENCE3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.2 Transponder Operations — Unlawful Interference with Aircraft in Flight . . . . . . . . . . . . . . . . . . . . 23.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

4 EMERGENCY DESCENT4.1 Initial Action by the Air Traffic Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.2 Action by the Pilot-in-Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.3 Subsequent Action by the Air Traffic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

5 DISTRESS AND URGENCY RADIOTELEPHONY COMMUNICATION PROCEDURES5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.2 Radiotelephony Distress Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.3 Radiotelephony Urgency Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

6 COMMUNICATIONS FAILURE6.1 General Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.2 Air-Ground Communications Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.3 Receiver Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.4 Transponder Procedures — Radio Communication Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

7 INTERCEPTION7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77.2 Action By Intercepted Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77.3 Radiocommunication During Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77.4 Signals for Use in the Event of Interception. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87.5 Interception Phraseologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

8 SEARCH AND RESCUE8.1 Communication Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.2 Procedures for a Pilot-in-Command Intercepting a Distress Transmission . . . . . . . . . . . . . . . . . 108.3 Procedures for a Pilot-in-Command at the Scene of an Accident . . . . . . . . . . . . . . . . . . . . . . . . 108.4 Search and Rescue Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

EMERGENCY – AUSTRALIA

DEFINITIONS AND ABBREVIATIONS

1 DEFINITIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1

2 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1

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EMERGENCYWH-II

EMERGENCY PROCEDURES

1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-31.3 Recommended Procedures for any Emergency Phase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-31.4 Notification of Emergency Using Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-31.5 Imposition of Silence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-3

2 UNLAWFUL INTERFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-3

3 COMMUNICATIONS FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-33.1 VFR in Class G Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-33.2 If in Controlled / Restricted Airspace or IFR in any Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . AU-43.3 ATS Surveillance System Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-5

4 COMMUNICATIONS AND NAVAID FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-54.1 If VFR in Class G Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-54.2 If in Controlled / Restricted Airspace or if IFR in any Airspace . . . . . . . . . . . . . . . . . . . . . . . . AU-5

5 EMERGENCY CHANGE OF LEVEL IN CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . AU-5

6 FORCED LANDING / DITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-66.1 Pre-Impact Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-66.2 Post-Impact Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-6

INTERCEPTION

1 INTERCEPTION PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-71.1 Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-71.2 Action by Intercepted Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-71.3 Visual Signals for Use in the Event of Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-81.4 Radio Communication During Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-9

SEARCH AND RESCUE (SAR)

1 PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-11

2 RESPONSIBLE AUTHORITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-11

3 ORGANIZATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-11

4 RESCUE COORDINATION CENTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-11

5 PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115.1 Emergency Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115.2 Pilot Notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115.3 Flight Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115.4 Advice to Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-12

6 SEARCH AND RESCUE REGIONS AND FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-12

7 INFLIGHT EMERGENCY RESPONSE ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-127.1 Radio Failure or Failure to Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-127.2 Navigational Assistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-127.3 Intercept and Escort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-127.4 Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-12

8 THIRD PARTY EMERGENCY REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-12

9 SEARCH AND RESCUE SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-139.1 Assistance of Surface Craft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-139.2 Emergency Management Australia (EMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-139.3 Ground-Air Visual Code for Use by Survivors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-139.4 Ground-Air Visual Code for Use by Ground Search Parties . . . . . . . . . . . . . . . . . . . . . . . . . AU-139.5 Ground-Air Emergency Signals in Use for Australian Civil Emergencies . . . . . . . . . . . . . . . AU-13

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WH-III

9.6 Visual Distress Signals — Small Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-139.7 Air-Ground Code in Use by Australian Civil Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-149.8 Standard Aircraft Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-14

10 PARTICIPATION IN SEARCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1410.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1410.2 Charges for Aircraft Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1410.3 Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1410.4 Debriefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1410.5 Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-14

11 AIR SEARCH PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1411.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1411.2 Visual Search. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58AU-1411.3 Electronic Search. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1611.4 Mountainous Terrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-18

12 EMERGENCY LOCATOR TRANSMITTER (ELT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1812.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1812.2 Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1812.3 Emergency Locator Transmitter (ELT) Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-19

13 SURVIVAL RADIO EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-19

RESCUE AND FIRE FIGHTING SERVICES

1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-21

2 AERODROME CATEGORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-21

3 HOURS OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-21

4 COMMUNICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-214.1 ARFF Emergency Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-21

5 AERODROME EMERGENCIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-215.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-215.2 Local Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-215.3 Full Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-215.4 Crash on Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-215.5 Other Situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-215.6 Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-21

SURVIVAL

1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-23

2 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-232.1 Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-232.2 Improvised Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-232.4 Ground Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-23

3 FIRST AID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-233.1 First Aid Kits in Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-233.2 First Aid - Adults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-233.3 The Chain of Survival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-233.4 Danger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-233.5 Respnse / ABC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-243.6 Head Injury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-243.7 Stop Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-243.8 Chest Injury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-243.9 Wounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-243.10 Fractures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-24

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3.11 Burns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-243.12 Shock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-243.13 Minor Wounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-243.14 Dehydration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-24

4 ACUTE CARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-244.1 Snakebite. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-244.2 Carbon Monoxide (CO) Poisoning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-24

5 DESERT SURVIVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-245.1 Immediate Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-245.2 Desert Survival Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-245.3 Water Procurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-25

6 SEA SURVIVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-256.1 Immediate Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-256.2 Allocation of Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-256.3 Essential Rules for Sea Survival – if Short of Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-256.4 Keep Raft Dry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-256.5 Discourage Predators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-256.6 Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-25

7 JUNGLE SURVIVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-257.1 Immediate Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-257.2 Essential Rules for Jungle Survival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-257.3 Shelters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-26

8 COLD WEATHER SURVIVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-268.1 Immediate Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-268.2 Essential Rules for Cold Weather Survival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-268.3 Medical Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-268.4 Shelters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-26

EMERGENCY – CANADA

SECTION 1. RESPONSIBLE AUTHORITY1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-11.2 Types of Service Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-11.3 SAR Agreements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-1

SECTION 2. FLIGHT PLANNING2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-12.2 Request for Search and Rescue Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-12.3 Missing Aircraft Notice (MANOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-12.4 Aiding Persons in Distress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-1

SECTION 3. EMERGENCY LOCATOR TRANSMITTER (ELT)3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-13.2 Categories of ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-13.3 Installation and Maintenance Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-13.4 ELT Operating Instructions (Normal Use) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-13.5 ELT Operating Instructions (Emergency Use) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-23.6 Maximizing the Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-23.7 Accidental ELT Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-23.8 Testing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-23.9 Schedule of Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-3

SECTION 4. AIRCRAFT EMERGENCY ASSISTANCE4.1 Declaring an Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-14.2 Action by the Pilot During Emergency Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-14.3 VHF Direction Finding (VDF) Assistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-1

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4.4 Transponder Alerting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-14.5 Radar Alerting Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-14.6 Emergency Radio Frequency Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-24.7 Interception Procedures (CAR 602.144) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-34.8 Downed Aircraft Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-54.9 Canada Shipping Act Extract. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-6

SECTION 5. TRANSPORTATION SAFETY BOARD OF CANADA (TSB)5.1 Aviation Safety Investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-15.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-15.3 Reporting an Aviation Occurrence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-15.4 Protection of Occurrence Sites, Aircraft, Components and Documentation . . . . . . . . . . . . .CA 5-25.5 Securitas Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-35.6 Offices of the TSB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-3

SEARCH AND RESCUE FACILITIES

CANADA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA-41

LATIN AMERICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-41

PACIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-41

SOUTH AMERICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-41

EMERGENCY – UNITED STATES

CHAPTER 6. EMERGENCY PROCEDURES

SECTION 1. GENERAL6-1-1 Pilot Responsibility and Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-16-1-2 Emergency Condition — Request Assistance Immediately. . . . . . . . . . . . . . . . . . . . . . . . . . . US-1

SECTION 2. EMERGENCY SERVICES AVAILABLE TO PILOTS6-2-1 Radar Service for VFR Aircraft in Difficulty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-36-2-2 Transponder Emergency Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-36-2-3 Direction Finding Instrument Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-36-2-4 Intercept and Escort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-36-2-5 Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-46-2-6 FAA K-9 Explosives Detection Team Program. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-56-2-7 Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-6

SECTION 3. DISTRESS AND URGENCY PROCEDURES6-3-1 Distress and Urgency Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-136-3-2 Obtaining Emergency Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-136-3-3 Ditching Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-146-3-4 Special Emergency (Air Piracy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-176-3-5 Fuel Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-18

SECTION 4. TWO-WAY RADIO COMMUNICATIONS FAILURE6-4-1 Two-way Radio Communications Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-236-4-2 Transponder Operation During Two-way Communications Failure . . . . . . . . . . . . . . . . . . . . US-256-4-3 Reestablishing Radio Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-25

SECTION 5. AIRCRAFT RESCUE AND FIRE FIGHTING COMMUNICATIONS6-5-1 Discrete Emergency Frequency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-276-5-2 Radio Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-276-5-3 ARFF Emergency Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-27

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CHAPTER 6. EMERGENCY PROCEDURES

SECTION 1. GENERAL6-1-1 Pilot Responsibility and Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-1-16-1-2 Emergency Condition — Request Assistance Immediately. . . . . . . . . . . . . . . . . . . . . . . . US 6-1-1

SECTION 2. EMERGENCY SERVICES AVAILABLE TO PILOTS6-2-1 Radar Service for VFR Aircraft in Difficulty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-2-16-2-2 Transponder Emergency Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-2-16-2-3 Direction Finding Instrument Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-2-16-2-4 Intercept and Escort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-2-16-2-5 Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-2-26-2-6 FAA K-9 Explosives Detection Team Program. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-2-36-2-7 Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-2-4

SECTION 3. DISTRESS AND URGENCY PROCEDURES6-3-1 Distress and Urgency Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-3-16-3-2 Obtaining Emergency Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-3-16-3-3 Ditching Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-3-26-3-4 Special Emergency (Air Piracy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-3-66-3-5 Fuel Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-3-7

SECTION 4. TWO-WAY RADIO COMMUNICATIONS FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-4-16-4-1 Two-way Radio Communications Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-4-16-4-2 Transponder Operation During Two-way Communications Failure . . . . . . . . . . . . . . . . . . US 6-4-36-4-3 Reestablishing Radio Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-4-3

SECTION 5. AIRCRAFT RESCUE AND FIRE FIGHTING COMMUNICATIONS . . . . . . . . . . . . . . . . . US 6-5-16-5-1 Discrete Emergency Frequency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-5-16-5-2 Radio Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-5-16-5-3 ARFF Emergency Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 6-5-1

ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES(Filed alphabetically by sheet title.)

Anguilla . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1Antigua . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1American Samoa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1Argentina (no ICAO differences published)Aruba . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARUBA-1Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUSTRALIA-1Bahamas (no ICAO differences published)Barbados . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BARBADOS-1Belize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BELIZE-1Bermuda (no ICAO differences published)Bolivia (no ICAO differences published)Bonaire I (no ICAO differences published)Brazil (no ICAO differences published)British Virgin IS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1Brunei (no ICAO differences published)Caicos Is (no ICAO differences published)Cambodia (no ICAO differences published)Cayman Is (no ICAO differences published)Chile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHILE-1Colombia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COLOMBIA-1Cook Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see NEW ZEALAND & PAC IS-1Costa Rica (no ICAO differences published)Cuba (no ICAO differences published)Curacao I (no ICAO differences published)Dominica. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1Dominican Republic (no ICAO differences published)

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WH-VII

Eastern Caribbean States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E CARIBBEAN STATES-1Ecuador (no ICAO differences published)El Salvador (no ICAO differences published)Falkland Is (no ICAO differences published)Fiji Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIJI IS-1French Antilles (no ICAO differences published)French Guiana (no ICAO differences published)French Pacific Overseas Territories (no ICAO differences published)Futuna Is (no ICAO differences published)Grenada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1Guadeloupe (no ICAO differences published)Guam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1Guatemala (no ICAO differences published)Guyana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUYANA-1Haiti (no ICAO differences published)Hawaii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see UNITED STATES-1Honduras . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HONDURAS-1Indonesia (no ICAO differences published)Isla De Pascua . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see CHILE-2Jamaica (no ICAO differences published)Japan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JAPAN-1Johnston Atoll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1Kiribati. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KIRIBATI-1Korea, Republic of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KOREA, REPUBLIC OF-1LAOS (no ICAO differences published)Malaysia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MALAYSIA-1Marshall Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1Martinique (no ICAO differences published)Mexico (no ICAO differences published)Micronesia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1Midway I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1Myanmar (no ICAO differences published)Nauru . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAURU-1Netherlands Antilles (no ICAO differences published)Nevis I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1New Caledonia (no ICAO differences published)New Zealand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEW ZEALAND & PAC IS-1Nicaragua (no ICAO differences published)Niue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see NEW ZEALAND & PAC IS-1Northern Mariana Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1Panama . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PANAMA-1Palau. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1Papua New Guinea. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PAPUA NEW GUINEA-1Paraguay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARAGUAY-1Peru (no ICAO differences published)Philippines (no ICAO differences published)Puerto Rico. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US CAR TERRITORIES-1St Kitts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1St Lucia. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1St Maarten I (no ICAO differences published)St Vincent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1Samoa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAMOA-1Singapore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SINGAPORE-1Solomon Is (no ICAO differences published)Suriname (no ICAO differences published)Taiwan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAIWAN-1Thailand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .THAILAND-1Tonga . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TONGA-1Trinidad and Tobago I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1Turks Is (no ICAO differences published)

18 MAR 11


TABLE OF CONTENTS

EMERGENCYWH-VIII

Tuvalu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TUVALU-1United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNITED STATES-1United States Caribbean Territories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US CAR TERRITORIES-1United States Pacific Territories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .US PAC TERRITORIES-1Uruguay (no ICAO differences published)Vanuatu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VANUATU-1Venezuela (no ICAO differences published)Vietnam (no ICAO differences published)Virgin Is. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US CAR TERRITORIES-1Wake I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-2Wallis Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see FRENCH PACIFIC-1

18 MAR 11

13 NOV 09 EMERGENCY 1


Extracted from the following ICAO publications:

RULES OF THE AIR, ANNEX 2

AERONAUTICAL TELECOMMUNICATIONS, ANNEX 10, VOLUMES I II

SEARCH AND RESCUE, ANNEX 12

PROCEDURES FOR AIR NAVIGATION SERVICES — AIR TRAFFIC MANAGEMENT, PANS-ATM (Doc 4444)

PROCEDURES FOR AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, PANS-OPS (Doc 8168)

Within this chapter, references to the following ICAO Documents are made, however they are not pub-lished herein:

REGIONAL SUPPLEMENTARY PROCEDURES (Doc 7030)

INTERNATIONAL AERONAUTICAL AND MARITIME SEARCH AND RESCUE (IAMSAR) MANUAL (DOC9731)

1 DEFINITIONSNOTE: See AIR TRAFFIC CONTROL — Interna-tional Civil Aviation Organization Definitions.

AIRCRAFT STATION — A mobile station in the aero-nautical mobile service, other than a survival craft sta-tion, located on board an aircraft.

DISTRESS — A condition of being threatened byserious and/or imminent danger and of requiringimmediate assistance.

RADIOTELEPHONY NETWORK — A group ofradiotelephony aeronautical stations which operateon and guard frequencies from the same family andwhich support each other in a defined manner toensure maximum dependability of air-ground com-munications and dissemination of air-ground traffic.

RESCUE CO-ORDINATION CENTER — A unitresponsible for promoting efficient organization ofsearch and rescue service and for co-ordinating theconduct of search and rescue operations within asearch and rescue region.

RESCUE UNIT — A unit composed of trained per-sonnel and provided with equipment suitable for theexpeditious conduct of search and rescue.

SEARCH AND RESCUE SERVICES UNIT — Ageneric term meaning, as the case may be, rescueco-ordination center, rescue subcenter or alertingpost.

URGENCY — A condition concerning the safety of anaircraft or other vehicle, or of some person on boardor within sight, but which does not require immediateassistance.

2 EMERGENCY PROCEDURES2.1 GENERAL2.1.1 The various circumstances surroundingeach emergency situation preclude the establish-ment of exact detailed procedures to be followed.(Doc 4444, 15.1.1)

2.1.2 Air traffic control units shall maintain fulland complete coordination, and personnel shall usetheir best judgement in handling emergency situa-tions. (Doc 4444, Part III, 16.1.1)

NOTE: To indicate that it is in a state of emergency,an aircraft equipped with an SSR transponder mightoperate the equipment as follows:

a. on Mode A, Code 7700; or

b. on Mode A, Code 7500, to indicate specificallythat it is being subjected to unlawful interference.

2.2 PRIORITY2.2.1 An aircraft known or believed to be ina state of emergency, including being subjected tounlawful interference, shall be given priority overother aircraft. (Doc 4444, 15.1.2)

2.3 DISTRESS FREQUENCIES2.3.1 The ICAO Communication Proceduresrequire that an aircraft in distress when it is airborneshould use the frequency in use for normal com-munications with aeronautical stations at the time.However, it is recognized that, after an aircraft hascrashed or ditched, there is a need for designatinga particular frequency or frequencies to be used inorder that uniformity may be attained on a world-widebasis, and so that a guard may be maintained or setup by as many stations as possible including direc-tion-finding stations, and stations of the MaritimeMobile Service.

2.3.2 The frequency 2182 kHz is the interna-tional distress frequency for radiotelephony to beused for that purpose by ship, aircraft and survivalcraft stations when requesting assistance from themaritime service.

2.3.3 The frequency 4125 kHz is also autho-rized to enable communications between stations inthe maritime mobile service and aircraft stations indistress.

2.3.4 Similarly, the frequency 500 kHz is theinternational distress frequency for radiotelegraphy tobe used for that purpose by ship, aircraft and survivalcraft stations when requesting assistance from themaritime service.

2.3.5 With respect to survival craft stations thefollowing emergency / distress frequencies are pro-vided:

a. VHF — 121.5 MHz;

b. UHF — 243.0 MHz;

c. HF — 500 kHz, 2182 kHz, 8364 kHz.

(Annex 10, Vol V, Chapter 2 Introduction)

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© JEPPESEN, 1999, 2009. ALL RIGHTS RESERVED.

2 EMERGENCY 13 NOV 09


2.4 TRANSPONDER OPERATIONS— EMERGENCY

2.4.1 The pilot of an aircraft in a state of emer-gency shall set the transponder to Mode A Code 7700unless ATC has previously directed the pilot to oper-ate the transponder on a specified code. In the lat-ter case, the pilot shall continue to use the specifiedcode unless otherwise advised by ATC. However, apilot may select Mode A Code 7700 whenever thereis a specific reason to believe that this would be thebest course of action. (Doc 8168, Vol I, Part III, Sec-tion 3, Chapter 1, 1.4).

2.5 DISTRESS AND URGENCY SIGNALSNOTE: None of the provisions in this section shall pre-vent the use, by an aircraft in distress, of any means atits disposal to attract attention, make known its posi-tion and obtain help.

2.5.1 Distress Signals2.5.1.1 The following signals, used eithertogether or separately, mean that grave and immi-nent danger threatens, and immediate assistance isrequested:

a. a signal made by radiotelegraphy or by any othersignalling method consisting of the group SOS(. . . - - - . . . in the Morse Code);

b. a radiotelephony distress signal consisting of thespoken word MAYDAY;

c. a distress message sent via data link whichtransmits the intent of the word MAYDAY;

d. rockets or shells throwing red lights, fired one ata time at short intervals;

e. a parachute flare showing a red light.

(Annex 2, Appendix 1, 1.1)

2.5.2 Urgency Signals2.5.2.1 The following signals, used eithertogether or separately, mean that an aircraft wishesto give notice of difficulties which compel it to landwithout requiring immediate assistance:

a. the repeated switching on and off of the landinglights; or

b. the repeated switching on and off of the naviga-tion lights in such a manner as to be distinct fromflashing navigation lights.

(Annex 2, Appendix 1, 1.2.1)

2.5.2.2 The following signals, used eithertogether or separately, mean that an aircraft hasa very urgent message to transmit concerning thesafety of a ship, aircraft or other vehicle, or of someperson on board or within sight;

a. a signal made by radiotelegraphy or by any othersignalling method consisting of the group XXX;

b. a radiotelephony urgency signal consisting ofthe spoken words PAN, PAN.

c. an urgency message sent via data link whichtransmits the intent of the words PAN, PAN.

(Annex 2, Appendix 1, 1.2.2)

3 UNLAWFUL INTERFERENCE3.1 GENERAL3.1.1 An aircraft which is being subjected tounlawful interference shall endeavor to notify theappropriate ATS unit of this fact, any significant cir-cumstances associated therewith and any deviationfrom the current flight plan necessitated by the cir-cumstances, in order to enable the ATS unit to givepriority to the aircraft and to minimize conflict withother aircraft. (Annex 2, 3.7)

3.1.2 When an air traffic services unit knows orbelieves that an aircraft is being subjected to unlaw-ful interference, no reference shall be made in ATSair-ground communications to the nature of the emer-gency unless it has first been referred to in commu-nications from the aircraft involved and it is certainthat such reference will not aggravate the situation.(Annex 11, 5.6.2)

3.2 TRANSPONDER OPERATIONS —UNLAWFUL INTERFERENCE WITHAIRCRAFT IN FLIGHT

3.2.1 If there is unlawful interference with an air-craft in flight, the pilot-in-command shall attempt toset the transponder to Mode A Code 7500 in orderto indicate the situation: If circumstances so warrant,Code 7700 should be used instead. (Doc 8168, Vol I,Part III, Section 3, Chapter 1, 1.6.1).

3.2.2 If a pilot has selected Mode A Code 7500and has been requested to confirm this code by ATC(in accordance with 1.1.5), the pilot shall, accordingto circumstances, either confirm this or not reply atall. (Doc 8168, Vol I)

NOTE: If the pilot does not reply, ATC will take thisas confirmation that the use of Code 7500 is not aninadvertent false code selection.

3.3 PROCEDURES3.3.1 The following procedures are intended asguidance for use by aircraft when unlawful interfer-ence occurs and the aircraft is unable to notify an ATSunit of this fact. (Annex 2, Attachment B)

3.3.2 Unless considerations aboard the air-craft dictate otherwise, the pilot-in-command shouldattempt to continue flying on the assigned track andat the assigned cruising level at least until able tonotify an ATS unit or within radar coverage. (Annex2, Attachment B, 2.1)

3.3.3 When an aircraft subjected to an act ofunlawful interference must depart from its assignedtrack or its assigned cruising level without being ableto make radiotelephony contact with ATS, the pilot-in-command should, whenever possible;

a. attempt to broadcast warnings on the VHFemergency frequency and other appropriatefrequencies, unless considerations aboard theaircraft dictate otherwise. Other equipmentsuch as on-board transponders, data links, etc.,should also be used when it is advantageous todo so and circumstances permit; and


1 MAY 09 EMERGENCY 3


b. proceed in accordance with applicable spe-cial procedures for in-flight contingencies,where such procedures have been establishedand promulgated in ICAO Document 7030 —Regional Supplementary Procedures; or

c. if no applicable regional procedures have beenestablished, proceed at a level which differs fromthe cruising levels normally used for IFR flightby:

1. 150m (500 ft) in an area where a verticalseparation minimum of 300m (1000 ft) isapplied; or

2. 300m (1000 ft) in an area where a verticalseparation minimum of 600m (2000 ft) isapplied.

(Annex 2, Attachment B, 2.2)

4 EMERGENCY DESCENT4.1 INITIAL ACTION BY THE AIR

TRAFFIC CONTROL UNIT4.1.1 Upon receipt of advice that an aircraft ismaking an emergency descent through other traf-fic, all possible action shall be taken immediatelyto safeguard all aircraft concerned. When deemednecessary, air traffic control units shall immediatelybroadcast by means of the appropriate radio aids,or if not possible, request the appropriate com-munications stations immediately to broadcast anemergency message. (Doc 4444, Part III, 15.1.4)

4.2 ACTION BY THE PILOT-IN-COMMAND

4.2.1 It is expected that aircraft receiving such abroadcast will clear the specified areas and standbyon the appropriate radio frequency for further clear-ances from the air traffic control unit. (Doc 4444 PartIII, 15.1.4)

4.3 SUBSEQUENT ACTION BY THE AIRTRAFFIC CONTROL UNIT

4.3.1 Immediately after such an emergencybroadcast has been made the area control center,the approach control office, or the aerodrome controltower concerned shall forward further clearances toall aircraft involved as to additional procedures to befollowed during and subsequent to the emergencydescent. The ATS unit concerned shall additionallyinform any other ATS units and control sectors whichmay be affected. (Doc 4444, Part III, 15.1.4)

5 DISTRESS AND URGENCYRADIOTELEPHONYCOMMUNICATION PROCEDURES

5.1 GENERAL5.1.1 The radiotelephony distress signal MAY-DAY and the radiotelephony urgency signal PANPAN shall be used at the commencement of the firstdistress and urgency communication respectively.(Annex 10, Vol II, 5.3.1.2)

5.1.1.1 At the commencement of any subse-quent communication in distress and urgency traffic,it shall be permissible to use the radiotelephonydistress and urgency signals. (Annex 10, Vol II,5.3.1.2.1)

5.1.2 The originator of messages addressedto an aircraft in distress or urgency condition shallrestrict to the minimum the number and volumeand content of such messages as required by thecondition. (Annex 10, Vol II, 5.3.1.3)

5.1.3 If no acknowledgement of the distress orurgency message is made by the station addressedby the aircraft, other stations shall render assistance,as prescribed in 5.2.2 and 5.3.2 respectively. (Annex10, Vol II, 5.3.1.4)

NOTE: “Other stations” is intended to refer to anyother station which has received the distress orurgency message and has become aware that it hasnot been acknowledged by the station addressed.

5.1.4 Distress and urgency traffic shall normallybe maintained on the frequency on which such trafficwas initiated until it is considered that better assis-tance can be provided by transferring that traffic toanother frequency. (Annex 10, Vol II, 5.3.1.5)

NOTE: 121.5 MHz or alternative available VHF or HFfrequencies may be used as appropriate.

5.1.5 In cases of distress and urgency commu-nications, in general, the transmissions by radiotele-phony shall be made slowly and distinctly, each wordbeing clearly pronounced to facilitate transcription.(Annex 10, Vol II, 5.3.1.6)

5.2 RADIOTELEPHONY DISTRESSCOMMUNICATIONS

5.2.1 Action by the Aircraft in Distress5.2.1.1 In addition to being preceded by theradiotelephony distress signal MAYDAY, preferablyspoken three times, the distress message to be sentby an aircraft in distress shall:

a. be on the air-ground frequency in use at thetime;

b. consist of as many as possible of the followingelements spoken distinctly and, if possible, in thefollowing order:

1. name of the station addressed (time andcircumstances permitting);

2. the identification of the aircraft;

3. the nature of the distress condition;

4. intention of the person in command;

5. present position, level (i.e., flight level, alti-tude, etc., as appropriate) and heading.

(Annex 10, Vol II, 5.3.2.1.1)

NOTE:

a. The foregoing provisions may be supplementedby the following measures;

1. the distress message of an aircraft in dis-tress being made on the emergency fre-quency 121.5 MHz or another aeronauticalmobile frequency, if considered necessary


4 EMERGENCY 1 MAY 09


or desirable. Not all aeronautical stationsmaintain a continuous guard on the emer-gency frequency;

2. the distress message of an aircraft in dis-tress being broadcast, if time and circum-stances make this course preferable;

3. the aircraft transmitting on the maritimemobile service radiotelephony calling fre-quencies;

4. the aircraft using any means at its disposalto attract attention and make known itsconditions (including the activation of theappropriate SSR mode and code);

5. any station taking any means at its disposalto assist an aircraft in distress;

6. any variation on the elements listed underb. above, when the transmitting station isnot itself in distress, provided that such cir-cumstance is clearly stated in the distressmessage.

b. The station addressed will normally be that sta-tion communicating with the aircraft or in whosearea of responsibility the aircraft is operating.

5.2.2 Action by the Station Addressedor First Station Acknowledgingthe Distress Message

5.2.2.1 The station addressed by aircraft indistress, or first station acknowledging the distressmessage shall:

a. immediately acknowledge the distress mes-sage;

b. take control of the communications or specif-ically and clearly transfer that responsibility,advising the aircraft if a transfer is made;

c. take immediate action to ensure that all neces-sary information is made available, as soon aspossible, to:

1. the ATS unit concerned;

2. the aircraft operating agency concerned, orits representative, in accordance with pre-established arrangements;

NOTE: The requirement to inform the air-craft operating agency concerned does nothave priority over any other action whichinvolves the safety of the flight in distress,or of any other flight in the area, or whichmight affect the progress of expectedflights in the area.

d. warn other stations, as appropriate, in order toprevent the transfer of traffic to the frequency ofthe distress communication.

(Annex 10, Vol II, 5.3.2.2.1)

5.2.3 Imposition of Silence5.2.3.1 The station in distress, or the station incontrol of distress traffic, shall be permitted to imposesilence, either on all stations of the mobile servicein the area or on any station which interferes withthe distress traffic. It shall address these instructions“to all stations”, or to one station only, according tocircumstances. In either case, it shall use:

– STOP TRANSMITTING;– the radiotelephony distress signal MAYDAY.

(Annex 10, Vol II, 5.3.2.3.1)

5.2.3.2 The use of the signals specified in5.2.3.1shall be reserved for the aircraft in distressand for the station controlling the distress traffic.(Annex 10, Vol II, 5.3.2.3.2)

5.2.4 Action by All Other Stations5.2.4.1 The distress communications haveabsolute priority over all other communications, anda station aware of them shall not transmit on thefrequency concerned, unless:

a. the distress is cancelled or the distress traffic isterminated;

b. all distress traffic has been transferred to otherfrequencies;

c. the station controlling communications givespermission;

d. it has itself to render assistance.

(Annex 10, Vol II, 5.3.2.4.1)

5.2.4.2 Any station which has knowledge ofdistress traffic, and which cannot itself assist the sta-tion in distress, shall nevertheless continue listeningto such traffic until it is evident that assistance is beingprovided. (Annex 10, Vol II, 5.3.2.4.2)

5.2.5 Termination of DistressCommunications and of Silence

5.2.5.1 When an aircraft is no longer in dis-tress, it shall transmit a message cancelling the dis-tress condition. (Annex 10, Vol II, 5.3.2.5.1)

5.2.5.2 When the station which has controlledthe distress communication traffic becomes awarethat the distress condition is ended, it shall take imme-diate action to ensure that this information is madeavailable, as soon as possible, to:

a. the ATS unit concerned;

b. the aircraft operating agency concerned, or itsrepresentative, in accordance with pre-estab-lished arrangements.

(Annex 10, Vol II, 5.3.2.5.2)

5.2.5.3 The distress communication andsilence conditions shall be terminated by transmittinga message, including the words “DISTRESS TRAF-FIC ENDED”, on the frequency or frequencies beingused for the distress traffic. This message shall beoriginated only by the station controlling the commu-nications when, after the reception of the messageprescribed in 5.2.5.1 , it is authorized to do so by theappropriate authority. (Annex 10, Vol II, 5.3.2.5.3)




5.3 RADIOTELEPHONY URGENCYCOMMUNICATIONS

5.3.1 Action by the Aircraft Reportingan Urgency Condition (exceptMedical Transports)

5.3.1.1 In addition to being preceded by theradiotelephony urgency signal PAN PAN, preferablyspoken three times and each word of the group pro-nounced as the French word “panne”, the urgencymessage to be sent by an aircraft reporting anurgency condition shall:

a. be on the air-ground frequency in use at thetime;

b. consist of as many as required of the followingelements spoken distinctly and, if possible, in thefollowing order:

1. the name of the station addressed;

2. the identification of the aircraft;

3. the nature of the urgency condition;

4. the intention of the person in command;

5. present position, level (i.e., flight level, alti-tude, etc., as appropriate) and heading;

6. any other useful information.

(Annex 10, Vol II, 5.3.3.1.1)

NOTE:

a. The foregoing provisions are not intended toprevent an aircraft broadcasting an urgencymessage, if time and circumstances make thiscourse preferable.

b. The station addressed will normally be that sta-tion communicating with the aircraft or in whosearea of responsibility the aircraft is operating.

5.3.2 Action by the Station Addressedor First Station Acknowledgingthe Urgency Message

5.3.2.1 The station addressed by an air-craft reporting an urgency condition, or first stationacknowledging the urgency message, shall:

a. acknowledge the urgency message;

b. take immediate action to ensure that all neces-sary information is made available, as soon aspossible, to:

1. the ATS unit concerned;

2. the aircraft operating agency concerned, orits representative, in accordance with pre-established arrangements;

NOTE: The requirement to inform the air-craft operating agency concerned does nothave priority over any other action whichinvolves the safety of the flight in distress,or of any other flight in the area, or whichmight affect the progress of expectedflights in the area.

c. if necessary, exercise control of communica-tions.

(Annex 10, Vol II, 5.3.3.2.1)

5.3.3 Action by Other Stations5.3.3.1 The urgency communications havepriority over all other communications, except dis-tress, and all stations shall take care not to interferewith the transmission of urgency traffic. (Annex 10,Vol II, 5.3.3.3.1)

5.3.4 Action by an Aircraft Used forMedical Transports

5.3.4.1 The use of the signal described in5.3.4.2, shall indicate that the message which followsconcerns a protected medical transport pursuantto the 1949 Geneva Conventions and AdditionalProtocols. (Annex 10, Vol II, 5.3.3.4.1)

5.3.4.2 For the purpose of announcing andidentifying aircraft used for medical transports, atransmission of the radiotelephony urgency signalPAN PAN, preferably spoken three times, and eachword of the group pronounced as the French word“panne”, shall be followed by the radiotelephonysignal for medical transports MAY-DEE-CAL, pro-nounced as in the French “mdical”. The use of thesignals described above indicates that the messagewhich follows concerns a protected medical trans-port. The message shall convey the following data:

a. the call sign or other recognized means of iden-tification of the medical transports;

b. position of the medical transports;

c. number and type of medical transports;

d. intended route;

e. estimated time enroute and of departure andarrival, as appropriate; and

f. any other information such as flight altitude,radio frequencies guarded, languages usedand secondary surveillance radar modes andcodes.

(Annex 10, Vol II, 5.3.3.4.2)

5.3.5 Action by the Station Addressedor by Other Stations Receiving aMedical Transports Message

5.3.5.1 The provisions of 5.3.2 and 5.3.3 shallapply as appropriate to stations receiving a medicaltransports message. (Annex 10, Vol II, 5.3.3.5.1)

6 COMMUNICATIONS FAILURE6.1 GENERAL RULES6.1.1 An aircraft operated as a controlled flightshall maintain continuous air-ground voice commu-nication watch on the appropriate communicationchannel of, and establish two-way communicationas necessary with, the appropriate air traffic controlunit, except as may be prescribed by the appropriateATS authority in respect of aircraft forming part ofaerodrome traffic at a controlled aerodrome. (Annex2, 3.6.5.1)

NOTE 1: SELCAL or similar automatic signallingdevices satisfy the requirement to maintain a listen-ing watch.

NOTE 2: The requirement for an aircraft to maintainan air-ground voice communication watch remains inaffect after CPDLC has been established.




6.1.2 If a communication failure precludescompliance with 6.1.1, the aircraft shall comply withthe communication failure procedures in 6.2 below,and with such of the following procedures as areappropriate. The aircraft shall attempt to establishcommunications with the appropriate air traffic con-trol unit using all other available means. In addition,the aircraft, when forming part of the aerodrome traf-fic at a controlled aerodrome, shall keep a watch forsuch instructions as may be issued by visual signals.(Annex 2, 3.6.5.2)

6.1.2.1 If in visual meteorological conditions,the aircraft shall:

a. continue to fly in visual meteorological condi-tions;

b. land at the nearest suitable aerodrome; and

c. report its arrival by the most expeditious meansto the appropriate air traffic control unit.

(Annex 2, 3.6.5.2.1)

6.1.2.2 If in instrument meteorological condi-tions or when the pilot of an IFR flight considers itinadvisable to complete the flight in accordance with6.1.2.1 the aircraft shall:

a. unless otherwise prescribed on the basis ofregional air navigation agreement, in airspacewhere radar is not used in the provision of airtraffic control, maintain the last assigned speedand level, or minimum flight altitude if higher, fora period of 20 minutes following the aircraft’sfailure to report its position over a compulsoryreporting point and thereafter adjust level andspeed in accordance with the filed flight plan;

b. in airspace where radar is used in the provisionof air traffic control, maintain the last assignedspeed and level, or minimum flight altitude ifhigher, for a period of 7 minutes following:

1. the time the last assigned level or minimumflight altitude is reached; or

2. the time the transponder is set to Code7600; or

3. the aircraft’s failure to report its positionover a compulsory reporting point;

whichever is later, and thereafter adjust level andspeed in accordance with the filed flight plan;

c. when being radar vectored or having beendirected by ATC to proceed offset using RNAVwithout a specified limit, rejoin the current flightplan route no later than the next significantpoint, taking into consideration the applicableminimum flight altitude;

d. proceed according to the current flight plan routeto the appropriate designated navigation aid orfix serving the destination aerodrome and, whenrequired to ensure compliance with e. below,hold over this aid or fix until commencement ofdescent;

e. commence descent from the navigation aid orfix specified in d. at, or as close as possible to,the expected approach time last received andacknowledged; or, if no expected approach time

has been received and acknowledged, at, or asclose as possible to, the estimated time of arrivalresulting from the current flight plan;

f. complete a normal instrument approach proce-dure as specified for the designated navigationaid or fix; and

g. land, if possible, within thirty minutes after theestimated time of arrival specified in e. or thelast acknowledged expected approach time,whichever is later.

NOTE:

a. The provision of air traffic control service to otherflights operating in the airspace concerned willbe based on the assumption that an aircraftexperiencing radio failure will comply with therules in 6.1.2.2.

b. See also AIR TRAFFIC CONTROL — Interna-tional Civil Aviation Organization Rules of theAir.

(Annex 2, 3.6.5.2.2)

6.2 AIR-GROUND COMMUNICATIONSFAILURE

6.2.1 When an aircraft station fails to establishcontact with the aeronautical station on the desig-nated frequency, it shall attempt to establish contacton another frequency appropriate to the route. Ifthis attempt fails, the aircraft station shall attempt toestablish communication with other aircraft or otheraeronautical stations on frequencies appropriate tothe route. In addition, an aircraft operating withina network shall monitor the appropriate VHF fre-quency for calls from nearby aircraft. (Annex 10, VolII, 5.2.2.7.1.1)

6.2.2 If the attempts specified under 6.2.1 fail,the aircraft station shall transmit its message twiceon the designated frequency(ies), preceded by thephrase “TRANSMITTING BLIND” and, if necessary,include the addressee(s) for which the message isintended. (Annex 10, Vol II, 5.2.2.7.1.2)

Procedures for Air Navigation Services (PANS)Recommendation — In network operation, a mes-sage which is transmitted blind should be transmit-ted twice on both primary and secondary frequen-cies. Before changing frequency, the aircraft stationshould announce the frequency to which it is chang-ing. (Annex 10, Vol II, 5.2.2.7.1.2.1)

6.3 RECEIVER FAILURE6.3.1 When an aircraft station is unable toestablish communication due to receiver failure,it shall transmit reports at the scheduled times,or positions, on the frequency in use, precededby the phrase “TRANSMITTING BLIND DUE TORECEIVER FAILURE”. The aircraft station shalltransmit the intended message, following this bya complete repetition. During this procedure, theaircraft shall also advise the time of its next intendedtransmission. (Annex 10, Vol II, 5.2.2.7.1.3.1)




6.3.2 An aircraft which is provided with air trafficcontrol or advisory service shall, in addition to com-plying with 6.3.1, transmit information regarding theintention of the pilot-in-command with respect to thecontinuation of the flight of the aircraft. (Annex 10, VolII, 5.2.2.7.1.3.2)

6.3.3 When an aircraft is unable to establishcommunication due to airborne equipment failureit shall, when so equipped, select the appropriateSSR code to indicate radio failure. (Annex 10, Vol II,5.2.2.7.1.3.3)

6.4 TRANSPONDER PROCEDURES —RADIO COMMUNICATION FAILURE

6.4.1 The pilot of an aircraft losing two-waycommunications shall set the transponder to ModeA Code 7600. (Doc 8168, Vol I, Part III, Section 3,Chapter 1, 1.5)

NOTE: A controller who observes an SSR responseindicating selection of the communications failurecode will determine the extent of the failure byinstructing the pilot to SQUAWK IDENT or to changecode. If it is determined that the aircraft receiver isfunctioning, further control of the aircraft will be con-tinued using code changes or IDENT transmission toacknowledge receipt of clearances. Different proce-dures may be applied to Mode S equipped aircraft inareas of Mode S coverage.

7 INTERCEPTION7.1 GENERALNOTE: The word “interception” in this context doesnot include intercept and escort service provided, onrequest, to an aircraft in distress, in accordance withthe Search and Rescue Manual (Annex 2, 3.8).

7.1.1 Interception of civil aircraft shall be gov-erned by appropriate regulations and administrativedirectives issued by contracting States in compliancewith the Convention on International Civil Aviation,and in particular Article 3(d) under which contractingStates undertake, when issuing regulations for theirState aircraft, to have due regard for the safety of nav-igation of civil aircraft. Accordingly, in drafting appro-priate regulations and administrative directives dueregard shall be had to the provisions contained in theAIR TRAFFIC CONTROL — International Civil Avia-tion Organization Rules of the Air, and the followingparagraphs. (Annex 2, 3.8.1)

7.2 ACTION BY INTERCEPTEDAIRCRAFT

7.2.1 An aircraft which is intercepted by anotheraircraft shall immediately:

a. follow the instructions given by the intercept-ing aircraft, interpreting and responding to visualsignals in accordance with the specifications inparagraph 7.4;

b. notify, if possible, the appropriate air traffic ser-vices unit;

c. attempt to establish radiocommunication withthe intercepting aircraft or with the appropriateintercept control unit, by making a general callon the emergency frequency 121.5 MHz, giving

the identity of the intercepted aircraft and thenature of the flight; and if no contact has beenestablished and if practicable, repeating this callon the emergency frequency 243.0 MHz;

d. if equipped with SSR transponder, select ModeA, Code 7700, unless otherwise instructed bythe appropriate air traffic services unit.

(Annex 2, Appendix 2, 2.1)

7.2.2 If any instructions received by radio fromany sources conflict with those given by the intercept-ing aircraft by visual signals, the intercepted aircraftshall request immediate clarification while continuingto comply with the visual instructions given by theintercepting aircraft. (Annex 2, Appendix 2, 2.2)

7.2.3 If any instructions received by radio fromany sources conflict with those given by the inter-cepting aircraft by radio, the intercepted aircraft shallrequest immediate clarification while continuing tocomply with the radio instructions given by the inter-cepting aircraft. (Annex 2, Appendix 2, 2.3)

7.3 RADIOCOMMUNICATION DURINGINTERCEPTION

7.3.1 If radio contact is established during inter-ception but communication in a common languageis not possible, attempts shall be made to conveyinstructions, acknowledgement of instructions andessential information by using the phrases and pro-nunciations in paragraph 7.5 and transmitting eachphrase twice. (Annex 2, Appendix 2, 3)

q$z




7.4 SIGNALS FOR USE IN THE EVENTOF INTERCEPTION

7.4.1 Signals Initiated by InterceptingAircraft and Responses by InterceptedAircraft (Annex 2, Appendix 1, 2.1)

SERIES INTERCEPTINGAircraft Signals

MEANING INTERCEPTEDAircraft Responds

MEANING

1 DAY or NIGHT — Rocking aircraftand flashing navigational lightsat irregular intervals (and landinglights in the case of a helicopter)from a position slightly aboveand ahead of, and normally tothe left of, the intercepted aircraft(or to the right if the interceptedaircraft is a helicopter) and, afteracknowledgement, a slow levelturn, normally to the left, (or to theright in the case of a helicopter)onto the desired heading.

NOTE:

a. Meteorological conditionsor terrain may requirethe intercepting aircraft toreverse the positions anddirection of turn given abovein series 1.

b. If the intercepted aircraft isnot able to keep pace withthe intercepting aircraft, thelatter is expected to fly aseries of racetrack patternsand to rock the aircrafteach time it passes theintercepted aircraft.

You have beenintercepted.

Follow me.

DAY or NIGHT — Rockingaircraft, flashing navigationallights at irregular intervalsand following.

NOTE: Additional actionrequired to be taken byintercepted aircraft isprescribed in paragraph7.2.

Understood,will comply.

2 DAY or NIGHT — An abruptbreakaway maneuver from theintercepted aircraft consisting ofa climbing turn of 90 degrees ormore without crossing the line offlight of the intercepted aircraft.

You mayproceed.

DAY or NIGHT — Rockingthe aircraft.


3 DAY or NIGHT — Loweringlanding gear (if fitted), showingsteady landing lights andoverflying runway in use or, if theintercepted aircraft is a helicopter,overflying the helicopter landingarea. In the case of helicopters,the intercepting helicopter makesa landing approach, coming tohover near to the landing area.

Land at thisaerodrome.

DAY or NIGHT — Loweringlanding gear, (if fitted),showing steady landinglights and following theintercepting aircraft and, if,after overflying the runwayin use or helicopter landingarea, landing is consideredsafe, proceeding to land.





7.4.2 Signals Initiated by Intercepted Aircraftand Responses by InterceptingAircraft (Annex 2 Appendix 1, 2.2)

SERIES INTERCEPTEDAircraft Signals

MEANING INTERCEPTINGAircraft Responds

MEANING

DAY or NIGHT — If it isdesired that the interceptedaircraft follow the interceptingaircraft to an alternateaerodrome, the interceptingaircraft raises its landinggear (if fitted) and uses theSeries 1 signals prescribedfor intercepting aircraft.

Understood,follow me.

4 DAY or NIGHT — Raising landinggear (if fitted) and flashing landinglights while passing over runwayin use or helicopter landing area ata height exceeding 300m (1000’)but not exceeding 600m (2000’)(in the case of a helicopter, ata height exceeding 50m (170’)but not exceeding 100m (330’)above the aerodrome level, andcontinuing to circle runway inuse or helicopter landing area.If unable to flash landing lights,flash any other lights available.

Aerodrome youhave designatedis inadequate.

If it is decided to releasethe intercepted aircraft, theintercepting aircraft uses theSeries 2 signals prescribedfor intercepting aircraft.

Understood,you mayproceed.

5 DAY or NIGHT — Regularswitching on and off of allavailable lights but in such amanner as to be distinct fromflashing lights.

Cannot comply. DAY or NIGHT — Use Series2 signals prescribed forintercepting aircraft.

Understood.

6 DAY or NIGHT — Irregularflashing of all available lights.

In distress. DAY or NIGHT — Use Series2 signals prescribed forintercepting aircraft.

Understood.

7.5 INTERCEPTION PHRASEOLOGIES(Annex 2, Appendix 2, Table 2.1)

Phrases for use by INTERCEPTING Aircraft Phrases for use by INTERCEPTED AircraftPhrase Pronunciation1 Meaning Phrase Pronunciation1 Meaning

CALL SIGN KOL SA-IN What is your callsign?

CALL SIGN (callsign)2

KOL SA-IN (callsign)

My call sign is(call sign)

FOLLOW FOL-LO Follow me WILCO VILL-KO Understood willcomply

DESCEND DEE-SEND Descend forlanding

CAN NOT KANN NOTT Unable to comply

YOU LAND YOU LAAND Land at thisaerodrome

REPEAT REE-PEET Repeat yourinstruction

PROCEED PRO-SEED You may proceed AM LOST AM LOSST Positionunknown

MAYDAY MAYDAY I am in distress

HIJACK3 HI-JACK I have beenhijacked

LAND (placename)

LAAND (placename)

I request to landat (place name)

DESCEND DEE-SEND I require descent1 In the Pronunciation column, syllables to be emphasized are bold / underlined.2 The call sign required to be given is that used in radiotelephony communications with air traffic servicesunits and corresponding to the aircraft identification in the flight plan.3 Circumstances may not always permit, nor make desirable, the use of the phrase “HIJACK”.




8 SEARCH AND RESCUE8.1 COMMUNICATION FREQUENCIES8.1.1 Where there is a requirement for the useof high frequencies for search and rescue scene ofaction coordination purposes, the frequencies 3023kHz and 5680 kHz shall be employed. (Annex 10, VolV, 2.2.1)

NOTE: Where civil commercial aircraft take part insearch and rescue operations, they will normallycommunicate on the appropriate enroute channelswith the flight information center associated with therescue co-ordination center concerned.

8.2 PROCEDURES FOR A PILOT-IN-COMMAND INTERCEPTING ADISTRESS TRANSMISSION

8.2.1 Whenever a distress transmission is inter-cepted by a pilot-in-command of an aircraft, the pilotshall, if feasible:

a. acknowledge the distress transmission;

b. record the position of the craft in distress if given;

c. take a bearing on the transmission;

d. inform the appropriate rescue coordination cen-tre or air traffic services unit of the distress trans-mission, giving all available information; and

e. at the pilot’s discretion, while awaiting instruc-tions, proceed to the position given in the trans-mission.

(Annex 12, 5.7)

8.3 PROCEDURES FOR APILOT-IN-COMMAND AT THESCENE OF AN ACCIDENT

8.3.1 When a pilot-in-command observes thateither another aircraft or a surface craft is in distress,the pilot shall, if possible and unless consideredunreasonable or unnecessary:

a. keep the craft in distress in sight until compelledto leave the scene or advised by the rescuecoordination centre that it is no longer neces-sary;

b. determine the position of the craft in distress;

c. as appropriate, report to the rescue coordinationcentre or air traffic services unit as much of thefollowing information as possible.

– type of craft in distress, its identification andcondition;

– its position, expressed in geographicalco-ordinates or in distance and true bearingfrom a distinctive landmark or from a radionavigation aid;

– time of observation expressed in hours andminutes UTC;

– number of persons observed;

– whether persons have been seen to abandonthe craft in distress;

– on-scene weather conditions;

– apparent physical condition of survivors;

– apparent best ground access route to the dis-tress site; and

d. act as instructed by the rescue co-ordinationcenter or the air traffic services unit.

(Annex 12, 5.6.2)

8.3.2 If the first aircraft to reach the scene ofan accident is not a search and rescue aircraft it shalltake charge of on-scene activities of all other aircraftsubsequently arriving until the first search and res-cue aircraft reaches the scene of the accident. If,in the meantime, such aircraft is unable to establishcommunication with the appropriate rescue co-ordi-nation center or air traffic services unit, it shall, bymutual agreement, hand over to an aircraft capableof establishing and maintaining such communicationsuntil the arrival of the first search and rescue aircraft.(Annex 12, 5.6.2.1)

8.3.3 When it is necessary for an aircraft todirect a surface craft to the place where an aircraftor surface craft is in distress, the aircraft shall do soby transmitting precise instructions by any meansat its disposal. If no radio communication can beestablished the aircraft shall use the appropriatevisual signal in paragraph 8.4. (Annex 12, 5.6.5)

8.3.4 When it is necessary for an aircraft toconvey information to survivors or surface rescueunits, and two-way communication is not available, itshall, if practicable, drop communication equipmentthat would enable direct contact to be established,or convey the information by dropping a hard copymessage. (Annex 12, 5.6.3)

8.3.5 When a ground signal has been displayed,the aircraft shall indicate whether the signal has beenunderstood or not by the means described in 8.3.4or, if this is not practicable, by use of the appropriatevisual signal in paragraph 8.4. (Annex 12, 5.6.4)

8.4 SEARCH AND RESCUE SIGNALS

8.4.1 General8.4.1.1 The air-to-surface and surface-to-airvisual signals in this section shall, when used, havethe meaning indicated therein. They shall be usedonly for the purpose indicated and no other signalslikely to be confused with them shall be used. (Annex12, 5.8.1)

8.4.1.2 Upon observing any of the signalsgiven in this section, aircraft shall take such actionas may be required by the interpretation of the signalgiven. (Annex 12, 5.8.2)

8.4.2 Signals with Surface CraftNOTE: The following replies may be made by surfacecraft to the signal in 8.4.2.1:

– For acknowledging receipt of signals:a. the hoisting of the “Code pennant” (vertical

red and white stripes) close up (meaningunderstood);

b. the flashing of a succession of “T’s” by signallamp in the Morse code;

c. the changing of heading to follow the aircraft.

– For indicating inability to comply:a. the hoisting of the international flag “N” (a

blue and white checkered square);




b. the flashing of a succession of “N’s” in theMorse code.

8.4.2.1 The following maneuvers performed insequence by an aircraft mean that the aircraft wishesto direct a surface craft towards an aircraft or a sur-face craft in distress:

a. circling the surface craft at least once;

b. crossing the projected course of the surfacecraft close ahead at low altitude and:

1. rocking the wings; or

2. opening and closing the throttle; or

3. changing the propeller pitch.

NOTE: Due to high noise level on-boardsurface craft, the sound signals in (2) and(3) may be less effective than the visualsignal in (1) and are regarded as alternativemeans of attracting attention.

c. heading in the direction in which the surface craftis to be directed.

Repetition of such maneuvers has the same mean-ing. (Annex 12, Appendix A, 1.1)

8.4.2.2 The following maneuver by an aircraftmeans that the assistance of the surface craft towhich the signal is directed is no longer required:

– crossing the wake of the surface craft close asternat a low altitude and:

a. rocking the wings; or

b. opening and closing the throttle; or

c. changing the propeller pitch.

(Annex 12, Appendix A, 1.2)

NOTE: See Note following 8.4.2.1b.

8.4.3 Ground-Air Visual Signal Code8.4.3.1 Symbols shall be at least 2.5m (8’)long and shall be made as conspicuous as possible.(Annex 12, Appendix A, 2.3)

NOTE:

a. Symbols may be formed by any means suchas: strips of fabric, parachute material, pieces ofwood, stones or such like material; marking thesurface by tramping, or staining with oil, etc.

b. Attention to the signals may be attracted byother means such as radio, flares, smoke,reflected light, etc.

8.4.3.2 Ground-air Visual Signal CodeFor Use By Survivors (Annex12, Appendix A, 2.1)

No. MESSAGE CODE SYMBOL1 Require assistance V

2 Require medicalassistance

X

3 No or Negative N4 Yes or Affirmative Y

5 Proceeding in thisdirection ↑

8.4.3.3 Ground-air Visual Signal CodeFor Use By Rescue Units (Annex12, Appendix A, 2.2)

No. MESSAGE CODE SYMBOL

1 Operationcompleted

LLL

2 We have found allpersonnel

LL

3 We have found onlysome personnel

++

4We are not able tocontinue. Returningto base

XX

5

Have divided intotwo groups. Eachproceeding indirection indicated

1222702914000

6Information receivedthat aircraft is in thisdirection

→ →

7 Nothing found. Willcontinue to search

NN

8.4.3.4 Air-to-ground Signals8.4.3.4.1 The following signals by aircraftmean that the ground signals have been understood:

a. during the hours of daylight:

– by rocking the aircraft’s wings;

b. during the hours of darkness:

– flashing on and off twice the aircraft’s landinglights or, if not so equipped, by switching onand off twice its navigation lights. (Annex 12,Appendix A, 3.1)

8.4.3.4.2 Lack of the above signal indicatesthat the ground signal is not understood. (Annex 12,Appendix A, 3.2)


7 APR 06 BELIZE-1EMERGENCY

© JEPPESEN SANDERSON, INC. 1994, 2006. ALL RIGHTS RESERVED.

ICAO DIFFERENCES OR STATE SPECIAL PROCEDURESICAO DIFFERENCES OR STATE SPECIAL PROCEDURESGENERAL

In general, the Emergency, Unlawful Interference,Communications Failure and Interception proce-dures are in conformity with ICAO Standards, Rec-ommended Practices and Procedures.

EMERGENCY

SPECIAL PROCEDURES FOR IN-FLIGHTCONTINGENCIES

The following procedures are provided for guidanceonly. Although all possible contingencies cannot becovered, they provide for cases of inability to main-tain the assigned level due to weather, aircraft per-formance and pressurization failure. They are appli-cable primarily when rapid descent, turn-back, orboth, are required. The pilot’s judgement shall deter-mine the sequence of actions taken, having regardto the specific circumstances.

If an aircraft is unable to continue flight in accor-dance with its ATC clearance, a revised clearanceshall, whenever possible, be obtained prior to initiat-ing any action, using the radiotelephony distress orurgency call as appropriate.

If prior clearance cannot be obtained, an ATC clear-ance shall be obtained at the earliest possible timeand, in the meantime, the aircraft shall broadcast itsposition (including the ATS route designator) and in-tentions, on frequency 121.5 MHz at suitable inter-vals until ATC clearance is received.

SEARCH AND RESCUE

ICAO Standards, Recommended Practices and Pro-cedures are not presently established in Belize. SARfacilities are limited and may not be immediatelyavailable.

24 SEP 04 COLOMBIA-1EMERGENCY

© JEPPESEN SANDERSON, INC., 1994, 2004. ALL RIGHTS RESERVED.

ICAO DIFFERENCES OR STATE SPECIAL PROCEDURESGENERAL

In general, the Emergency, Unlawful Interference,Communications Failure, Interception and Searchand Rescue procedures are in conformity with ICAOStandards, Recommended Practices and Proce-dures.

EMERGENCY

BOMB THREATS

When a bomb threat is received, and if time permits,an evaluation of the situation will be made and analarm classified as — CONDITION GREEN or CON-DITION RED will be issued.

CONDITION GREEN — The estimated risk is low,as the threat is considered to be a prank. Normallythe aircrew will not be informed of alarms classifiedCondition Green.

CONDITION RED — The immediate implementa-tion of alarm procedures for a bomb on board an air-craft. In this case the code used is “BRAVO WHIS-KEY” in lieu of Bomb Alarm on communicationchannels to avoid inappropriate revelations.

UNLAWFUL INTERFERENCE

Messages and signals to be used in the event of Un-lawful Interference (hijacking).

a. The flight is being hijacked — TRANSPONDERCODE 7500;

b. The present situation is desperate — TRAN-SPONDER CODE 7700;

c. A desperate situation requiring action — theflaps remain down after landing.

d. No intervention required — Retract the flaps af-ter landing.

NOTE:1. If a flight without radio contact with ATC

uses transponder code 7700 after usingcode 7500, ATC will assume that the flighthas experienced another in-flight emergencybesides being hijacked, and will implementnecessary procedures for both situations.

2. When in areas where the transponder is notfunctional, the pilot must transmit via VHF orHF, “TRANSPONDER 7500” or “TRAN-SPONDER 7700”. In addition, for communi-cations on company frequencies transpondercodes should be used in lieu of the word “HI-JACKING” to avoid inconvenient revelations.

INTERCEPTION

All aircraft not in conformity with International Regu-lations and existing guidelines are subject to Inter-ception by military aircraft, when said aircraft are notin compliance with civil aviation rules.

Air Defense aircraft will maintain full compliance withregulations and procedures approved by ICAO onthe interception of civilian aircraft. All aircraft opera-tors should be familiar with internationally approved

intercept procedures and the disabling action or con-sequences for not adhering to them.

If an aircraft is parked on an active or inactive run-way and is intercepted by Colombian Air Force air-craft, should proceed as follows:

a. When the Colombian Air Force aircraft passesover the airport twice following the runway bear-ings: at night the aircraft should turn all lights onand the pilot in command should establish imme-diate radio communications with the ColombianAir Force aircraft, by calling:

1. the airport’s controlled frequency

2. the airport uncontrolled frequency is122.9Mz, or

3. using the emergency frequency 121.5Mz; in-dicating the aircraft identification number, thename of the pilot in command, last flight planfiled, current conditions and intentions.

b. If the aircraft has the engines running, the pilot incommand should proceed to shut down the en-gines and stop the aircraft either on the runwayor in the parking area, remaining visible at alltimes.

c. If the communications equipment in your aircraftis out of service for some reason the groundcrew should use the ground to air signals in theManual de Normas, Rutas, y ProcedimientosATS Colombia.

d. The crew should follow the instructions given bythe intercept aircraft and wait for the authoritiesto arrive.

e. If the crew of your aircraft does not follow the in-structions given by the interceptor aircraft, youand your aircraft will suffer the consequences asColombian Air force aircraft may fire upon you.

ATTITUDES ASSUMED BY THE MILITARYAUTHORITY ON INTERCEPTION

Permission — Authorization so that the intercept-ed aircraft continues their flight plan, once the situa-tion has been determined, or once the aircraft hasbeen directed outside the restricted area or prohibit-ed area.

To Yield — Event in which the intercepted aircraftfollows orders which will allow the Colombian AirForce not to fire upon them. Instructions will be givento the intercepted aircraft to go to either an airportthat is close, or to a controlled runway.

Immobilize — The ability to restrict the mobility ofan aircraft after it has landed, until the judicial au-thority is present and informed of all facts and ordersreceived.

Uselessness — The main objective of the Colom-bian Air Force interceptor aircraft is to leave the in-tercepted aircraft unable to operate.

Neutralization — The ability to stop a hostile air-craft from violating the airspace. The neutralizationof an aircraft covers the destruction, the immobiliza-tion of the aircraft in the air or on land. This order isgiven by the Comandante de la Fuerza Area.

COLOMBIA-2 24 SEP 04EMERGENCY


ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

Hostile Aircraft (TH) — The violation of the na-tional air space by an aircraft that presumably is do-ing something illicit or has indicated that it will some-how threaten the vital centers of the nation, thepeople, the resources and/or the armed forces. Thissituation forces the use of force to minimize or avoidthis purpose. In the same way, if an hostile aircraftdisobeys the instructions from the Colombian AirForce aircraft, the interceptor will fire upon the air-craft with the exclusive permission from the Coman-dante de la Fuerza Aerea Colombiana.

Examples are:

a. Foreign aircraft that enter the Colombian airspace without permission.

b. An aircraft that enters a Prohibited Area withoutpermission.

c. An aircraft that is flying under 3000’ in a radius of40NM near a radar station and/or a military unitwithout identification.

d. An aircraft that has been intercepted and dis-obeys the instructions from the interceptor orgoes into an evasive, aggressive or attack posi-tion.

e. An aircraft that has landed at a legal or illegal air-port without the proper authorization from theUnidad Administrativa Especial de la Aeronauti-ca Civil (U.A.E.A.C.)

f. An aircraft that is operating during night hoursfrom illicit airports or without a flight plan.

g. An aircraft that has been intercepted and thecrew immediately starts throwing objects from itthat has ignored the interceptor’s instructions.

h. An aircraft that over flies any military station un-der 3000' without permission.

i. In an emergency situation where the aircraft hasbeen intercepted performing an illicit action (kid-napping) or for technical reasons, the declarationor statement of the events that occurred from theintercepted aircraft’s pilot in command will not beaccepted.

COLOMBIA-2 24 SEP 04EMERGENCY



Hostile Aircraft (TH) — The violation of the na-tional air space by an aircraft that presumably is do-ing something illicit or has indicated that it will some-how threaten the vital centers of the nation, thepeople, the resources and/or the armed forces. Thissituation forces the use of force to minimize or avoidthis purpose. In the same way, if an hostile aircraftdisobeys the instructions from the Colombian AirForce aircraft, the interceptor will fire upon the air-craft with the exclusive permission from the Coman-dante de la Fuerza Aerea Colombiana.

Examples are:

a. Foreign aircraft that enter the Colombian airspace without permission.

b. An aircraft that enters a Prohibited Area withoutpermission.

c. An aircraft that is flying under 3000’ in a radius of40NM near a radar station and/or a military unitwithout identification.

d. An aircraft that has been intercepted and dis-obeys the instructions from the interceptor orgoes into an evasive, aggressive or attack posi-tion.

e. An aircraft that has landed at a legal or illegal air-port without the proper authorization from theUnidad Administrativa Especial de la Aeronauti-ca Civil (U.A.E.A.C.)

f. An aircraft that is operating during night hoursfrom illicit airports or without a flight plan.

g. An aircraft that has been intercepted and thecrew immediately starts throwing objects from itthat has ignored the interceptor’s instructions.

h. An aircraft that over flies any military station un-der 3000' without permission.

i. In an emergency situation where the aircraft hasbeen intercepted performing an illicit action (kid-napping) or for technical reasons, the declarationor statement of the events that occurred from theintercepted aircraft’s pilot in command will not beaccepted.

12 MAR 04 HONDURAS-1EMERGENCY



In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Res-cue procedures are in conformity with ICAO Standards, Recommended Practices and Procedures.

INTERCEPTION

Honduras uses the following visual signals in the event of interception.

Signals Initiated by Intercepting Aircraft and Responses by Intercepted Aircraft

SE-RIES

INTERCEPTING

Aircraft SignalsMEAN-

INGINTERCEPTED

Aircraft RespondsMEANING

1 DAY or NIGHT — Rocking wings and flash-ing navigation lights (landing lights in thecase of helicpters) from a position slightlyabove and ahead of, and normally, to the leftof intercepted aircraft (to the right in the caseof helicopters) and, after acknowledgement,a slow turn to the left (or to the right in thecase of helicopters) to the desired heading.

You havebeen in-tercept-ed.

Followme.

DAY or NIGHT — Rock-ing wings, flashing navi-gational lights at regularintervals and following.

Under-stood, willcomply.

NOTE: Meteorological conditions orterrain may require the interceptingaircraft to reverse the positions anddirections of turn indicated above.

2 DAY or NIGHT — An abrupt breakaway ma-neuver from the intercepted aircraft consist-ing of a climbing turn of 90 degrees or morewithout crossing the line of flight of the inter-cepted aircraft.

You mayproceed.

AIRPLANES:

DAY or NIGHT — Rock-ing wings.

HELICOPTERS:

DAY or NIGHT — Rock-ing the aircraft.


3 DAY or NIGHT— Circling aerodrome, lower-ing landing gear and overflying runway in di-rection of landing or, if the intercepted air-craft is a helicopter, overflying the helicopterlanding area.

Land atthis aero-drome.

AIRPLANES:

DAY or NIGHT— Low-ering landing gear,showing a steady land-ing light, following theintercepting aircraftand, if after overflyingthe runway landing isconsidered safe, pro-ceeding to land.


HONDURAS-2 12 MAR 04EMERGENCY



Signals Initiated by Intercepted Aircraft and Responses by Intercepting Aircraft

END

SE-RIES

INTERCEPTEDAircraft Signals

MEAN-ING

INTERCEPTINGAircraft Responds

MEANING

4 DAY or NIGHT — Raising the landinggear (if gear was lowered) and flashinglanding lights while passing over land-ing runway (area of landing in the caseof helicopters) at a height exceeding300 meters (1,000 feet) but not exceed-ing 600 meters (2,000 feet) (in the caseof helicopters, at a height exceeding 50meters (170 feet) but not exceeding 100meters (330 feet)) above the aerodromelevel, and continuing to circle the aero-drome. If unable to flash landing lights,flash any other lights available.

Aero-dromeyouhave des-ignated isinade-quate.

DAY or NIGHT — If it is de-sired that the intercepted air-craft follow the interceptingaircraft to an alternate aero-drome, the intercepting air-craft raises its landing gearand uses the Series 1 sig-nals prescribed for intercept-ing aircraft.

Under-stood, fol-low me.

If it is decided to release theintercepted aircraft, the in-tercepting aircraft uses theSeries 2 signals prescribedfor intercepting aircraft.

Under-stood, youmay pro-ceed.

5 DAY or NIGHT — Regular switching onand off of all available lights in such amanner as to be distinct from flashinglights.

Cannotcomply.

DAY or NIGHT — Use Se-ries 2 signals prescribed forintercepting aircraft.

Under-stood.

6 DAY or NIGHT — Irregular flashing ofall available lights.

In dis-tress.

DAY or NIGHT — Use Se-ries 2 signals prescribed forintercepting aircraft.

Under-stood.

12 MAR 04 PANAMA-1EMERGENCY



In general, the Emergency, Unlawful Interference,Communications Failure, Interception and Searchand Rescue procedures are in conformity with ICAO

Standards, Recommended Practices and Proce-dures.

INTERCEPTION

The following visual signals are used over the territo-ry and territorial waters of Panama in the event of in-terception.

Signals Initiated by Intercepting Aircraft and Responses by Intercepted Aircraft

SERIESINTERCEPTING

Aircraft SignalsMEANING

INTERCEPTED


1 DAY or NIGHT — Rocking wings andflashing navigational lights at irregularintervals, from a position slightlyabove and ahead of, and normally, tothe left of intercepted aircraft or to theright if the intercepted aircraft is a heli-copter and, after acknowledgement, aslow level turn, normally to the left orto the right in the case of a helicopter.

You havebeen inter-cepted.

Follow me.

AIRPLANES:

DAY or NIGHT — Rock-ing wings, flashing lightsat irregular intervals andfollowing.


NOTE:1. Meteorological conditions

or terrain may require theintercepting aircraft totake up a position slightly

ead of and to the right ofthe intercepted aircraft,and to make the subse-quent turn to the right.

2. If the intercepted aircraftis not able to keep pacewith the intercepting air-craft, the latter is expect-ed to fly a series ofrace-track patterns and torock its wings each time itpasses the interceptedaircraft.

NOTE: Additionalaction requiredto be taken by in-tercepted air-craft is pre-scribed in theEMERGENCYSection, ACTIONBY INTERCEPT-ED AIRCRAFT.

2 DAY or NIGHT — An abrupt break-away maneuver from the interceptedaircraft consisting of a climbing turn of90 degrees or more without crossingthe line of flight of the intercepted air-craft.

You mayproceed.

AIRPLANES:

DAY or NIGHT — Rock-ing wings.


HELICOPTERS:

DAY OR NIGHT— Rock-ing the aircraft

3 DAY or NIGHT — Lowering landinggear (if fitted), showing steady landingflights, and overflying runway in direc-tion of landing or, if the intercepted air-craft is a helicopter, overflying the heli-copter landing area. In the case ofhelicopters, the intercepting helicoptermakes a landing approach, coming toa hover near the landing area.

Land atthis aero-drome.

AIRPLANES:

DAY or NIGHT — Lower-ing landing gear, show-ing staedy landing lightsand following the inter-cepting aircraft and, if af-ter overflying the runwayin use, or helicopterlanding area, landing isconsidered safe, pro-ceeding to land.


PANAMA-2 12 MAR 04EMERGENCY


ICAO DIFFERENCES OR STATE SPECIAL PROCEDURESSignals Initiated by Intercepted Aircraft and Responses by Intercepting Aircraft

END

SERIESINTERCEPTED

Aircraft SignalsMEANING

INTERCEPTING


4 DAY or NIGHT — Raisinglanding gear (if fitted) andflashing landing lights whilepassing over landing runway,or helicopter landing area, ata height exceeding 300m(1,000') but not exceeding600m (2,000') [in the case ofa helicopter, at a height ex-ceeding 50 M(170 ft) but notexceeding 100 M (330 ft)]above the aerodrome level,and continuing to circle therunway in use, or helicopterlanding area. If unable toflash landing lights, flash anyother lights available.

Aerodromeyou havedesignatedis inade-quate.

DAY or NIGHT — If it is de-sired that the intercepted air-craft follow the interceptingaircraft to an alternate aero-drome, the intercepting air-craft raises its landing gearand uses the Series 1 signalsprescribed for interceptingaircraft.

If it is decided to release theintercepted aircraft, the inter-cepting aircraft uses the Se-ries 2 signals prescribed forintercepting aircraft.

Understood,follow me.

Understood,you may pro-ceed.

5 DAY or NIGHT — Regularswitching on and off of allavailable lights in such amanner as to be distinct fromflashing lights.

Cannotcomply.

DAY or NIGHT — Use Series2 signals prescribed for inter-cepting aircraft.

Understood.

6 DAY or NIGHT — Irregularflashing of all available lights.

In distress. DAY or NIGHT — Use Series2 signals prescribed for inter-cepting aircraft.

Understood.

10 DEC 10 EMERGENCY UNITED STATES-1

UNITED STATES - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

GENERALIn general, the Emergency, Unlawful Interference,Communications Failure, Interception and Searchand Rescue procedures are in conformity with theStandards, Recommended Practices and Proce-dures contained in ICAO Annexes and Documents.

EMERGENCYA pilot in any distress or urgency condition shouldclimb, if possible, for improved communications, andbetter radar and direction finding detection. How-ever, it must be understood that unauthorized climbor descent under IFR conditions within controlledairspace is prohibited, except as permitted by FAR91.3(b) (in an emergency the pilot in command maydeviate from any rule to the extent required to meetthat emergency).

If unable to immediately establish communicationswith an air traffic facility/agency, squawk Mode A/3,Code 7700/Emergency and Mode C.

INTERCEPT AND ESCORTIf specifically requested by a pilot in difficulty or if adistress condition is declared, Search and Rescue(SAR) coordinators will take steps to intercept andescort an aircraft. Steps may be initiated for interceptand escort if an urgency condition is declared andunusual circumstances make such action advisable.

It is the pilot’s prerogative to refuse intercept andescort service. Escort services will normally be pro-vided to the nearest adequate airport. Should the pilotreceiving escort services continue on to another loca-tion after reaching a safe airport, or decide not todivert to the nearest safe airport, the escort aircraftis not obligated to continue and further escort is dis-cretionary.

EXPLOSIVES DETECTION (DOGHANDLER TEAMS)At many major airports a program has been estab-lished by the FAA to make available explosives detec-tion dog/handler teams. These teams were estab-lished so that an aircraft in flight that receives a bombthreat can be directed to an airport with a dog handlerteam. The following list contains those locations thatpresently have a team in existence. If you desire thisservice, notify your company or an FAA facility.

If due to weather or other considerations an aircraftwith a suspected hidden explosive problem were toland or intending to land at an airport other than thoselisted, it is recommended to call the FAA’s Washing-ton Operations Center (telephone 202-267-3333) orhave an air traffic facility contact the above centerrequesting assistance.

EXPLOSIVES DETECTION (DOG HANDLER TEAM) LOCATIONS

Atlanta, Georgia

The Hartsfield Intl (KATL)

Houston, Texas

– Intercontinental (KIAH)

Pittsburgh, Pennsylvania

-Intl (KPIT)

Birmingham, Alabama

– Intl (KBHM)

Jacksonville, Florida

– Intl (KJAX)Portland, Oregon

– Intl (KPDX)

Boston, Massachusetts

Logan Intl (KBOS)Kansas City, Missouri

– Intl (KMCI)

Salt Lake City, Utah

– Intl (KSLC)

Buffalo, New York

Greater Intl (KBUF)

Los Angles, California

– Intl (KLAX)

San Francisco, California

– Intl (KSFO)

Charlotte, North Carolina

– Charlotte/Douglas Intl (KCLT)

Memphis, Tennessee

– Intl (KMEM)San Juan, Puerto Rico

– Luis Munoz Marin Intl (TJSJ)

Chicago, Illinois

– O’Hare Intl (KORD)

Miami, Florida

– Intl (KMIA)Seattle, Washington

– Tacoma Intl (KSEA)

Cininnati, Ohio

– Northern Kentucky Intl (KCVG)

Milwaukee, Wisconsin

Gen Mitchell Intl (KMKE)St Louis, Missouri

– Lambert Intl (KSTL)

Dallas Ft Worth, Texas

– Intl (KDFW)New Orleans, Louisiana

– Armstrong New Orleans Intl(KMSY)

Tucson, Arizona

– Intl (KTUS)

Denver, Colorado

– Denver Intl (KDEN)

Orlando, Florida

– Orlando (KMCO)

Tulsa, Oklahoma

– Intl (KTUL)

Detroit, Michigan

– Metro Wayne Co (KDTW)

Phoenix, Arizona

– Sky Harbor Intl (KPHX)

MINIMUM FUEL ADVISORYBe aware that this is not an emergency situation butmerely an advisory that indicates an emergency situ-ation is possible should any undue delay occur.

Advise ATC of “minimum fuel” status when fuel sup-ply has reached a state where, upon reaching desti-nation, any undue delay is not acceptable.

A minimum fuel advisory does not imply a need fortraffic priority. If the remaining usable fuel supply sug-gests the need for traffic priority to ensure a safelanding, declare an emergency, account low fuel, andreport the fuel remaining in minutes.


UNITED STATES-2 EMERGENCY 10 DEC 10


UNLAWFUL INTERFERENCESPECIAL EMERGENCIES (AIR PIRACY)A special emergency is a condition of air piracy, orother hostile act by a person(s) aboard an aircraft,which threatens the safety of the aircraft or its pas-sengers.

The pilot of an aircraft reporting a special emergencycondition should:

a. If circumstances permit, apply distress orurgency radiotelephony procedures. Includethe details of the special emergency.

b. If circumstances do not permit the use of pre-scribed distress or urgency procedures, transmiton the airground frequency in use at the time asmany as possible of the following elements spo-ken distinctly and in the following order:

1. Name of the station addressed (time andcircumstances permitting);

2. The identification of the aircraft and presentposition;

3. The nature of the special emergency con-dition and pilot intentions (circumstancespermitting);

4. If unable to provide this information, usecode words and/or transponder setting asfollows:

– Spoken Words — “TRANSPONDERSEVEN FIVE ZERO ZERO”.

– Meaning — “Am being hijacked/forcedto a new destination”;

– Transponder Setting — Mode 3/A, Code7500.

If it is possible to do so without jeopardizing the safetyof the flight, the pilot of a hijacked passenger aircraft,after departing from the cleared routing over whichthe aircraft was operating, will attempt to do one ormore of the following, insofar as circumstances maypermit:

a. Maintain a true airspeed of no more than 400 kt,and preferably an altitude between 10,000’ and25,000’.

b. Fly a course toward the destination which thehijacker has announced.

If these procedures result in either radio contactor an air intercept, the pilot will attempt to complywith any instructions received which may direct himto an appropriate landing field or alter the aircraft’sflight path off its current course, away from protectedairspace.

COMMUNICATIONS FAILUREUnless otherwise authorized by ATC, each pilot whohas two way communications failure when operatingunder IFR shall comply with the following conditions.

If the failure occurs in VFR conditions, or if VFR condi-tions are encountered after the failure, the pilot shallcontinue the flight under VFR and land as soon aspracticable. This procedure also applies while oper-ating in Class “A” airspace.

NOTE: It is not intended that the requirement to “landas soon as practicable” be construed to mean “assoon as possible”. The pilot retains the prerogative ofexercising his/her best judgement and is not requiredto land at an unauthorized airport, at an airport unsuit-able for the type of aircraft flown, or to land only min-utes short of the destination airport.

If the failure occurs in IFR conditions, or if VFR condi-tions cannot be complied with, the pilot shall continuethe flight according to the following requirements.

ROUTE REQUIREMENTSa. By the route assigned in the last ATC clearance

received;

b. If being radar vectored, by the direct route fromthe point of radio failure to the fix, route, or air-way specified in the vector clearance;

c. In the absence of an assigned route, by the routethat ATC has advised may be expected in a fur-ther clearance; or

d. In the absence of an assigned route or a routethat ATC has advised may be expected in a fur-ther clearance, by the route filed in the flightplan.

ALTITUDE REQUIREMENTSAt the highest of the following altitudes or flight levelsfor the route segment being flown:

a. The altitude or flight level assigned in the lastATC clearance received;

b. The minimum altitude (converted, if appropriate,to the minimum flight level) for IFR operations; or

c. The altitude or flight level ATC has advised maybe expected in a further clearance.

NOTE:

1. The intent of the rule is that a pilot who hasexperienced two way radio failure shouldselect the appropriate altitude for the par-ticular route segment being flown andmake the necessary altitude adjustmentsfor subsequent route segments. If the pilotreceived an “expect further clearance”containing a higher altitude to expect at aspecified time or fix, he/ she should main-tain the highest of the following altitudesuntil that time or fix:

(a) His/her last assigned altitude; or

(b) The minimum altitude/flight level forIFR operations.

2. Upon reaching the time/fix specified, thepilot should commence climb to the altitudehe/she was advised to expect. If the radiofailure occurs after the time/fix specified,the altitude to be expected is not applicableand the pilot should maintain an altitudeconsistent with 1.a. or b. above.

3. If the pilot receives an “expect furtherclearance” containing a lower altitude, thepilot should maintain the highest of 1.a.or b. above until that time/fix specified for“Leave Clearance Limit” in the followingparagraphs.


10 DEC 10 EMERGENCY UNITED STATES-3


LEAVE CLEARANCE LIMITWhen the clearance limit is a fix from which anapproach begins, commence descent or descentand approach as close as possible to the “expectfurther clearance” time if one has been received, orif one has not been received, as close as possible tothe estimated time of arrival as calculated from thefiled or amended (with ATC) estimated time enroute.

If the clearance limit is not a fix from which anapproach begins, leave the clearance limit at theexpect further clearance time if one has beenreceived, or if none has been received, upon arrivalover the clearance limit, and proceed to a fix fromwhich an approach begins and commence descentor descent and approach as close as possible to theestimated time of arrival as calculated from the filedor amended (with ATC) time enroute.

SEARCH AND RESCUEVISUAL EMERGENCY SIGNALSNOTE: Visual Emergency Signals are in addition toICAO Ground-Air Visual Codes for use by Survivorsand Rescue Units.

If you are forced down and are able to attract theattention of the pilot of a rescue airplane, the bodysignals illustrated can be used to transmit messagesas the aircraft circles over your location. Stand in theopen when making the signals. Be sure that the back-ground, as seen from the air, is not confusing. Gothrough the motions slowly and repeat each signaluntil you are positive that the pilot understands you.

VISUAL EMERGENCY SIGNALS

1279295671000

1279295671000 1279295671000

NEED MEDICAL ASSIS-TANCE—URGENT

Used only when life is at stake

CAN PROCEED SHORTLY WAITIF PRACTICABLE

One arm horizontal

ALL OK—DO NOT WAIT

Wave one arm overhead

12792956710001279295671000

1279295671000

NEED MECHANICAL HELP ORPARTS—LONG DELAY

Both arms horizontal

DROP MESSAGE

Make throwing motion

DO NOT ATTEMPT TO LANDHERE

Both arms waved across face


UNITED STATES-4 EMERGENCY 10 DEC 10


VISUAL EMERGENCY SIGNALS (continued)

1279295671000

OUR RECEIVER IS OPERATINGCup hands over ears

1279295671000

LAND HEREBoth arms forward horizontally,squatting and point in direction

of landing – Repeat

1279295671000

PICK US UP—AIRCRAFTABANDONED

Both arms vertical

1279295671000 1279295671000

NEGATIVE (NO)White cloth waved horizontally

AFFIRMATIVE (YES)White cloth waved vertically

AIRCRAFT RESPONSE SIGNALS

1279288159000

1279288161000

AFFIRMATIVE (YES)Dip nose of aircraft several times

NEGATIVE (NO)Fishtail aircraft

1279293592000

1279293590000

MESSAGE RECEIVED AND UNDERSTOODBY AIRCRAFT:

Day or moonlight - Rocking wings Night - Greenflashes from signal lamp.

MESSAGE RECEIVED AND NOT UNDERSTOODBY AIRCRAFT:

Day or moonlight - Making a complete right-handcircle Night-Red flashes from signal lamp.

q$z


24 FEB 06 US CAR TERRITORIES-1EMERGENCY


RULES AND PROCEDURESRULES AND PROCEDURESGENERAL

In general, the Emergency, Unlawful Interference,Communications Failure, Interception and Searchand Rescue procedures are in conformity with theStandards, Recommended Practices and Proce-dures contained in ICAO Annexes and Documents.

Flights shall operate in accordance with the provi-sions of Annex 2, and the procedures detailed inICAO Annexes and Documents shall apply exceptover United States Territories, Federal Aviation Reg-ulations control procedures and definitions apply.

UNITED STATES TERRITORIES WITHINTHE CARIBBEAN ICAO REGION.

– Puerto Rico (San Juan FIR)

– Virgin Is (San Juan FIR)

EMERGENCY

SPECIAL PROCEDURES FOR IN-FLIGHTCONTINGENCIES

The following procedures are provided for guidanceonly. Although all possible contingencies cannot becovered, they provide for cases of inability to main-tain the assigned level due to weather, aircraft per-formance and pressurization failure. They are appli-cable primarily when rapid descent, turn-back, orboth, are required. The pilot’s judgement shall deter-mine the sequence of actions taken, having regardto the specific circumstances.

A pilot in any distress or urgency condition shouldclimb, if possible, for improved communications, andbetter radar and direction finding detection. Howev-er, it must be understood that unauthorized climb ordescent under IFR conditions within controlled air-space is prohibited, except as permitted by FAR91.3(b) (in an emergency the pilot-in-command maydeviate from any rule to the extent required to meetthat emergency).

If the emergency authority of 14 CFR Section91.3(b) is used to deviate from the provisions of anair traffic control clearance, the pilot in commandmust notify ATC as soon as possible and obtain anamended clearance.

Intercept and Escort

If specifically requested by a pilot in difficulty or if adistress condition is declared, Search and Rescue(SAR) coordinators will take steps to intercept andescort an aircraft. Steps may be initiated for inter-cept and escort if an urgency condition is declaredand unusual circumstances make such action advis-able.

It is the pilot’s prerogative to refuse intercept and es-cort service. Escort services will normally be provid-ed to the nearest adequate airport. Should the pilotreceiving escort services continue on to another lo-cation after reaching a safe airport, or decide not todivert to the nearest safe airport, the escort aircraftis not obligated to continue and further escort is dis-cretionary.

Explosives Detection (Dog Handler Teams)

A program has been established by the Federal Avi-ation Administration (FAA) to make available an ex-plosives detection dog/handler team at San Juan,Puerto Rico (Luis Munoz Marin Intl). This team wasestablished so that aircraft can be searched if abomb threat is received. If this service is desired, no-tify your company or an FAA facility.

If due to weather or other considerations an aircraftwith a suspected hidden explosive problem were toland or intending to land at an airport other than LuisMunoz Marin Intl, it is recommended to call theFAA’s Washington Operations Center (telephone202-426-3333) or have an air traffic facility contactthe above center requesting assistance.

UNLAWFUL INTERFERENCE

SPECIAL EMERGENCIES (AIR PIRACY)

A special emergency is a condition of air piracy, orother hostile act by person(s) aboard an aircraft,which threatens the safety of the aircraft or its pas-sengers.

The pilot of an aircraft reporting a special emergen-cy condition should:

a. If circumstances permit, apply distress or urgen-cy radio-telephony procedures. Include the de-tails of the special emergency.

b. If circumstances do not permit the use of pre-scribed distress or urgency procedures, transmiton the air-ground frequency in use at the time asmany as possible of the following elements spo-ken distinctly and in the following order:

1. Name of the station addressed (time and cir-cumstances permitting);

2. The identification of the aircraft and presentposition;

3. The nature of the special emergency condi-tion and pilot intentions (circumstances per-mitting);

4. If unable to provide this information, usecode words and/or transponder as follows:

– Spoken Words — “TRANSPONDERSEVEN FIVE ZERO ZERO”. Meaning —“Am being hijacked/forced to a new desti-nation”;

– Transponder Setting — Mode 3/A, Code7500.

If it is possible to do so without jeopardizing the safe-ty of the flight, the pilot of a hijacked passenger air-craft, after departing from the cleared routing overwhich the aircraft was operating, will attempt to doone or more of the following, insofar as circumstanc-es may permit:

a. Maintain a true airspeed of no more than 400 kt,and preferably an altitude between 10,000 ft and25,000 ft.

b. Fly a course toward the destination which the hi-jacker has announced.

US CAR TERRITORIES-2 24 FEB 06EMERGENCY


RULES AND PROCEDURES

If these procedures result in either radio contact oran air intercept, the pilot will attempt to comply withany instructions received which may direct him to anappropriate landing field.

COMMUNICATIONS FAILURE

Unless otherwise authorized by ATC, each pilot whohas two-way communications failure when operatingunder IFR shall comply with the following conditions.

If the failure occurs in IFR conditions, or if VFR con-ditions cannot be complied with, the pilot shall con-tinue the flight according to the following require-ments.

ROUTE REQUIREMENTS

a. By the route assigned in the last ATC clearancereceived;

b. If being radar vectored, by the direct route fromthe point of radio failure to the fix, route, or air-way specified in the vector clearance;

c. In the absence of an assigned route, by the routethat ATC has advised may be expected in a fur-ther clearance; or

d. In the absence of an assigned route or a routethat ATC has advised may be expected in a fur-ther clearance, by the route filed in the flightplan.

ALTITUDE REQUIREMENTS

At the highest of the following altitudes or flight levelsfor the route segment being flown:

a. The altitude or flight level assigned in the lastATC clearance received;

b. The minimum altitude (converted, if appropriate,to the minimum flight level) for IFR operations; or

c. The altitude or flight level ATC has advised maybe expected in a further clearance.

TRANSPONDER OPERATION

If an aircraft with a coded radar beacon transponderexperiences a loss of two-way radio capability, thepilot should adjust the transponder to reply on Mode3/A, Code 7600.

The pilot should understand that the aircraft may notbe in an area of radar coverage.