PART B / CD–OPS–001
CHAPTER - 2
EMERGENCY PROCEDURES / Issue-IV / Rev.0 / 01 NOV 2015
2.0THE NORMAL, ABNORMAL AND EMERGENCY PROCEDURES CHECKLISTS
2.1NORMAL PROCEDURES AND DUTIES
The normal procedures and duties assigned to the crew, the appropriate checklists, the system for use of the checklists and a statement covering the necessary coordination procedures between flight and cabin crew.
The FCOM of the aircraft contains the normal, non-normal and emergency procedures.
The manual of standard operating procedure laid down the company operating policy with respect to handling a situation and the elements of crew coordination.
All crew of Alliance Air (cockpit & cabin crew) are subjected to training on human factors and CRM where in the crew coordination is covered extensively.
2.1.1PRE-FLIGHT
- CRJ 700: Refer AFM 04-02-1
- ATR 42-320 : Refer FCOM Page 2.03.02,2.03.05
- ATR 72-600:Refer FCOM Page 2.03.02,2.03.05
2.1.2PRE-DEPARTURE
- CRJ 700 :Refer AFM 04-02-5
- ATR 42-320 :Refer FCOM 2.03.06, 2.03.07, 2.03.08
- ATR 72-600 :Refer FCOM 2.03.06, 2.03.07, 2.03.08
2.1.3ALTIMETER SETTING AND CHECKING
During cockpit preparation, set altimeter to QNH and crosscheck. During climb at transition altitude, set altimeter to QNE (1013.2 Hpa) During descent at transition level, set altimeter to QNH and crosscheck
2.1.4TAXY, TAKE-OFF AND CLIMB
- CRJ 700:Taxi, Takeoff, climb- Refer AFM 04-02-7
- ATR 42-320: Refer FCOM 2.03.09, 2.03.10,2.03.11,2.03.12 and 2.02.10 Page 1, 2 & 3.
- ATR 72-600 :Refer FCOM 2.03.12, 2.03.13, 2.03.14,2.03.15
2.1.5NOISE CHARACTERISTICS
CRJ700 – Meets the requirement of
a)AWM 5/6 2nd edition change 516-07
b)FAR 36, Amendment 36-22 ; and
c)ICAO Annexure 16, Volume 1, Chapter 4
Certified Noise Levels
Flyover82.7EPndB
Lateral89.4EPndB
Approach 92.6EPndB
ATR42-320 – Meets the requirement of ICAO Annexure 16, Chapter 3, Volume 1 with no weight restriction
Certified Noise Levels
Take-Off83.0 EPndB
Side Line83.9 EPndB
Approach96.7EPndB
ATR 72-600 – Meets the requirement of ICAO Annexure 16, Chapter 3, Volume 1 with no weight restriction
Certified Noise Levels
Take-Off80.2EPndB
Side Line82.5EPndB
Approach92.2EPndB
2.1.6CRUISE AND DESCENT
- CRJ 700: Refer AFM 04-02-7
- ATR 42-320:Refer FCOM 2.03.13, 2.03.14
- ATR 72-600 : Refer FCOM 2.03.15, 2.03.16
2.1.7APPROACH, LANDING PREPARATION AND BRIEFING
- CRJ 700: Refer FCOM 04-11-1
- ATR 42-320: Refer FCOM 2.03.15
- ATR 72-600 :Refer FCOM 2.03.17, 2.03.18
2.1.8VFR APPROACH
- CRJ 700:Refer FCOM 04-11-9
- ATR 42-320:Refer FCOM 2.02.10 Page 7 & 8
- ATR 72-600 :Refer FCOM 2.02.10 Page 6, 7 & 8
2.1.9IFR APPROACH
- CRJ 700: Refer FCOM 04-11-6
- ATR 42-320:Refer FCOM 2.02.10 Page 9
- ATR 72-600 : Refer FCOM 2.02.10
2.1.10VISUAL APPROACH
- CRJ 700: Refer FCOM 04-11-14
- ATR 42-320:Refer FCOM 2.02.10 Page 7 & 8
- ATR 72-600 :Refer FCOM 2.02.10 Page 6
2.1.11MISSED APPROACH
- CRJ 700: Refer FCOM 04-11-17
- ATR 42-320: Refer FCOM 2.03.17
- ATR 72-600 :Refer FCOM 2.03.20
2.1.12NORMAL LANDING
- CRJ 700:Refer FCOM 04-11-20
- ATR 42-320:Refer FCOM 2.03.18
- ATR 72-600 :Refer FCOM 2.03.19
2.1.13POST LANDING
- CRJ 700:Refer FCOM 04-12-1
- ATR 42-320:Refer FCOM 2.03.19, 2.03.20 and 2.03.21
- ATR 72-600 :Refer FCOM 2.03.21
2.2 EMERGENCY PROCEDURES AND DUTIES
- CRJ 700 : Ref FCOM Chapter 5
- ATR 42-320: Ref FCOM Vol. 2 Chapter 4
- ATR 72-600 :Ref FCOM Vol. 2 Chapter 4
2.2.1CREW INCAPACITATION
Refer the aircraft specific SEP Manual
2.2.2FIRE AND SMOKE DRILLS
Refer the aircraft specific SEP Manual
2.2.3LIGHTNING STRIKES
•Increase the light intensity to maximum
•Check the functioning of communication equipment for any damage to the antennas
•Check the functioning of weather radar for any damage to the antenna dome
2.2.4DISTRESS COMMUNICATIONS AND ALERTING ATC TO EMERGENCIES
An aircraft is in a distress condition when it is threatened by grave and imminent danger and requires immediate assistance
•Set transponder to code 7700 to indicate state of emergency
•Set transponder to code 7500 to indicate unlawful interference
•Transmit emergency massage on frequencies as mentioned below
VHF- 121.5MHz
HF- 2182KHz & 8364KHz
2.2.4.1 DISTRESS AND URGENCY RADIO TELEPHONY COMMUNICATIONS PROCEDURES
The following categories of messages shall be handled by the aeronautical mobile service in the given order of priority
Category of MessagesRadiotelephony Signal
Distress messages and distress trafficMAYDAY
Urgency messagesPANPAN
2.2.4.2 DISTRESS MESSAGE
If an aircraft is in an emergency situation, declare an emergency immediately to ATC on the frequency in use/emergency frequency. ATC must also be given the following information:
-Aircraft identification.
-Position and altitude.
-Nature of emergency. Action being taken or planned.
-Any additional information available for an efficient rescue or relief.
-Number of passengers on board.
-Dangerous goods and their location.
-For over water flights provide heading, airspeed, altitude, ground speed and track.
2.2.4.3 OTHER AIRCRAFT IN DISTRESS
When other aircraft have indicated that they are in distress, deviate from course only when in a position to render immediate aid. Assist in relay of distress message. Avoid interfering with emergency communication. If requested by ATC to proceed to the position of the distressed aircraft, avoid unnecessary congregation resulting in the possibility of a mid air collision. In this case aircraft are prohibited from descending below 1,000 ft. AGL over flat terrain or 2,000 ft. AGL in mountainous terrain in day VFR.
2.2.4.4 INTERCEPTING DISTRESSED AIRCRAFT
If you are in a position to assist another distressed aircraft by rendezvousing with it, the following procedure may be used.
-Dead reckoning.
-Load the distressed aircraft's position or intended position at the time of intercept into the INS, FMGS,GPS as applicable/appropriate as a new way point and navigate the distressed aircraft to that location.
-The Flight Despatch/CENTOPS should also assist the distressed aircraft.
2.2.5ENGINE FAILURE
- CRJ 700 Ref QRH
- ATR 42-320 : Ref FCOM 2.05.02 Pagel
- ATR 72-600 : Ref FCOM 2.05.02 Page 12
2.2.6SYSTEM FAILURES
When one engine become inoperative in flight due to mechanical failure or as a precautionary measure, a landing shall be made at the nearest suitable airport in POINT OF TIME where a safe landing can be effected.
In case of engine fire/fire warning, land AS SOON AS POSSIBLE at the nearest suitable airport.
When an engine fails or is stopped in flight, the Commander shall immediately notify ATC. ATC shall also be kept fully informed regarding the progress of the flight.
If a Commander selects an airport other than the nearest suitable airport in point of time, he shall on completion of the flight, submit a 'Use of Emergency Authority' report giving his reasons for determining that the selection of an airport other than the nearest in point of time was the safe course of action.
NEAREST SUITABLE AIRPORT
The nearest suitable airport is that airport which, in the judgment of the Commander, will provide the widest total margin of flight and post-flight safety for the passengers and crew. He should take into consideration the severity of the emergency, aircraft condition, weather conditions, airfield conditions, fuel remaining, hostile political condition and the availability of fire, medical and other services pertinent to the emergency. Convenience to the Company and passengers may be considered only as the lowest priority and only if there is clearly no compromise to safety. Generally, the nearest airport in point of time should be given first consideration.
2.2.7DIVERSION IN CASE OF SERIOUS TECHNICAL FAILURE
2.2.7.1MECHANICAL FAILURE IN FLIGHT
In the event of any mechanical failure or malfunction which may involve the safety of flight the Commander shall proceed to land at the nearest suitable airport in point of time where a safe landing can be made.
2.2.7.2SERIOUS EMERGENCIES INFLIGHT
These situations occurring inflight may result in an accident
-Any report of fire in the aircraft
-Smoke
-Flight control problems
-Structural failure
-Imminent landing with gear up or partial gear, imminent ditching
-Inoperative navigation equipment, if it has resulted in the flight crew being unable to definitely establish their position.
-Loss of contact with the flight.
2.2.7.3EMERGENCY AND PRECAUTIONARY LANDING
In the case of any system loss or malfunction, a thoughtful evaluation of all factors concerning the condition of the aircraft and surrounding environment will enable the Commander to decide whether the safety of the aircraft or its occupants is in question. The following guidelines are published to assist the Pilot-in- Command in decision making
2.2.7.4EMERGENCY LANDING GUIDANCE
In an emergency situation that requires immediate decision and action, the Commander may take any action that he considers necessary under the circumstances. In such a case, he may deviate from the prescribed rules, operational procedures and methods, etc., to the extent required in the interest of safety. Some emergency situations require immediate decision and action, but this must still be based on mature, professional judgment. Declaring an emergency is not an action to be taken lightly. The following situations would normally be considered emergencies: Engine fire/failure or shutdown, failure of a primary or a secondary flight control system which may affect the safe handling of the aircraft, indication of uncontrollable or continuous smoke/fire in the cockpit or cabin, or which may be affecting any aircraft system, a low fuel condition, and if at any time the Commander is in doubt about the safety of the aircraft.
2.2.7.5 PRECAUTIONARY LANDING GUIDANCE
As a general guide, precautionary procedure should be used unless aircraft or personnel are considered to be at risk.
Situations that are not normally regarded as so serious as to justify the declaring of an emergency may require a precautionary non-scheduled landing. This includes :-
A malfunction indication when all other items are verified as normal and theaircraft is not judged to be in danger.
Any malfunction that does not affect the safety of the aircraft and which, in the Commander's opinion, requires a return for maintenance action/inspection before the flight is continued to destination.
In case of inflight medical emergency, the cabin and cockpit crew must immediately determine if a diversion be made to preserve the life of the passenger. If a qualified doctor is available on board, his advice must be sought.
2.2.7.6EMERGENCY LANDING PROCEDURE
As soon as the Commander has declared an EMERGENCY the following actions shall be implemented.
a)ATC should be given, as soon as possible, a full description of the situation,including flight number, position, nature of emergency, Pilot's intentions, assistance required, fuel on board, number of persons on board and type and location of dangerous goods on board. In case of fire which is not under control, the speed and track of the aircraft should be given to ATC by the Commander.
b)Request crash, fire & rescue vehicles to be positioned beside the landing runway.
2.2.7.7 PRECAUTIONARY LANDING PROCEDURE
Situations which require a return to the departure airport or an unscheduled landing may not require that the Commander declare an emergency. When it is determined that a precautionary landing is desirable, the Commander should advise ATC of the nature of the problem intentions and request for priority landing in case required .
2.2.8AVAD WARNING
Critical AVAD (Audio Voice Alerting Device) Warnings are associated with GPWS, ACAS and Landing Gear unsafe / not down locked. The pilot will respond to all AVAD warnings as genuine unless it has been positively ascertained that the warning is not genuine.
Response to AVAD warnings are given in the relevant emergency / abnormal procedures section in the type specific FCOM/QRH and these procedures shall be followed.
2.2.9WINDSHEAR
- CRJ 700 : Ref FCOM
- ATR 42-320 : Ref FCOM 2.02.08 Page22
- ATR 72-600 : Ref FCOM 2.02.08 Page22
- Refer Cabin Attendant Manual.
2.2.10EMERGENCY LANDING/DITCHING
- CRJ 700: Ref QRH
- ATR 42-320 : Ref FCOM 2.04.05 Page2 to 6
- ATR 72-600 : Ref FCOM 2.04.05 Page2 to 6
- Refer Cabin Attendant Manual
DITCHING PROCEDURE REVIEW
Communicate on any available frequency your intention.
•PLAN WATER LANDING
-Evaluate sea and wind conditions.
-Determine best ditching heading.
•PREPARE PASSENGER AND CABIN
-Store and secure loose items.
-Brief passengers about location of life jackets, donning and precautions.
-Turn lights up to maximum intensity.
-Locate life rafts and survival equipments.
•PREPARE COCKPIT
-Secure cockpit items
-Keep cockpit door in open position
-Don life jacket
-Secure seat belt and shoulder harness
-Secure flash lights
-Discuss duties and exit route with crew
•DITCHING
-Dump/burn fuel
-Depressurise below 10000
-Set heading bug to ditching heading
-Silence gear warning system
-Set flaps to recommended setting
-Hold minimum speed for wind condition
-Maintain control as long as possible
-Pull fire handles and evacuate
2.2.10.2 WIND SPEED AND DIRECTION
Wind Speed Appearance of Sea
Light Wind ripple of a scaly appearance
5 KtsVery small waves
5-10 Kts Small waves with foam crests & white caps
10-15 Kts Larger waves with more frequent white caps
15-30 Kts Medium size waves with long foam crests
Above 30 Kts Larger waves with white foam blowing.
2.2.10.3 CONDITIONS OF SEA
An understanding of the complex movement of the sea surface is perflaps the most important single factor to be considered during a ditching.
SWELL
This is a movement of the sea resulting from the past wind action, sometimes originating from a considerable distance. A swell may be distorted by nearby land masses or other sea currents but since it is, in effect, the aftermath of past wind disturbances a heavy swell can exist in conditions of zero wind.
WAVES
When the wind is strong enough a secondary system of waves get superimposed on the predominant movement or primary swell.
2.2.10.4 CHOICE OF LANDING DIRECTION
In a calm sea the touch down should be made into wind. A ditching into the face of a big swell will bring with it violent deceleration and must never be attempted. The aim is to land parallel with the swell on a crest picking the direction that is most into the wind. When the wind speed is above 20 Kts the wind becomes increasingly important and it will be difficult or impossible to contain the drift. The problem is best dealt with by selecting an approach and ditching directions as a compromise between the two factors, i.e. head towards the wind and land across the tops of the swell while avoiding the rising faces.
Above 30 Kts the wind is predominant. In a high wind of this kind the swell will be shorter and the sea is likely to be broken into a pronounced secondary system that cannot be ignored. A ditching must then be made into the wind and down the back of a clearly tie lined wave.
2.2.10.5 TECHNIQUE FOR ALIGHTING IN WATER
This is the problem of controlling the variables of heading, speed, rate of sink, touch down area and aircraft attitude at point of entry. In the final stages the aircraft will be at the lowest safe approach speed and in a gentle descent.
DO NOT stall or drop the aircraft into the water from a height. The human frame is not good at absorbing vertical forces and in any case the more deeply an aircraft enters the water on touch down, the greater will be the deceleration.
DO NOT hold the nose too high. The tail will strike the water, force down the nose and cause the aircraft to dive.
DO NOT attempt a ditching at high speed. The aircraft will bounce off the water and the second arrival may be out of control.
DO NOT allow a wing to go down at the moment of ditching. When a wing tip enters water the aircraft is bound to swing possibly in the direction of a rising swell or a large wave.
DO NOT keep the wing down when correcting for drift. Adopt the crabbing technique, yawing into the required direction just before touch down. In any case a little drift is acceptable when alighting in the water.
DO NOT fly into the face of a large wave or rising swell. This is the biggest single hazard during the actual ditching.
2.2.10.6 PREPARATION FOR EMERGENCY EVACUATION
The crew coordination and emergency duties assigned are laid down in the emergency section of the FCOM/QRH and cabin attendant manual (pages 136-138).
The evacuation command will normally be given by the pilot-in-command. However, in the eventuality of total cockpit crew incapacitation the cabin crew in-charge will be required to initiate the evacuation if it is apparent that the pilots are incapacitated and the aircraft and occupants safety is threatened due to fire.
Supernumerary / Additional Crew will be briefed by the Commander and shall follow his instructions
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