時(shí)間：2011-04-18 00:50來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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a. An emergency can be either a distress or urgency condition as defined in the Pilot/Controller Glossary. Pilots do not hesitate to declare an emergency when they are faced with distress conditions such as fire, mechanical failure, or structural damage. However, some are reluctant to report an urgency condition when they encounter situations which may not be immediately perilous, but are potentially catastrophic. An aircraft is in at least an urgency condition the moment the pilot becomes doubtful about position, fuel endurance, weather, or any other condition that could adversely affect flight safety. This is the time to ask for help, not after the situation has developed into a distress condition. b. Pilots who become apprehensive for their safety for any reason should request assistance immediately. Ready and willing help is available in the form of radio, radar, direction finding stations and other aircraft. Delay has caused accidents and cost lives. Safety is not a luxury! Take action! General 6.1.1 Section 2. Emergency Services Available to Pilots 6.2.1. Radar Service for VFR Aircraft in Difficulty a.Radar equipped ATC facilities can provide radar assistance and navigation service (vectors) to VFR aircraft in difficulty when the pilot can talk with the controller, and the aircraft is within radar coverage. Pilots should clearly understand that authorization to proceed in accordance with such radar navigational assistance does not constitute authorization for the pilot to violate CFRs. In effect, assistance is provided on the basis that navigational guidance information is advisory in nature, and the responsibility for flying the aircraft safely remains with the pilot. b.Experience has shown that many pilots who are not qualified for instrument flight cannot maintain control of their aircraft when they encounter clouds or other reduced visibility conditions. In many cases, the controller will not know whether flight into instrument conditions will result from ATC instruc-tions. To avoid possible hazards resulting from being vectored into IFR conditions, a pilot in difficulty should keep the controller advised of the current weather conditions being encountered and the weather along the course ahead and observe the following: 1.If a course of action is available which will permit flight and a safe landing in VFR weather conditions, noninstrument rated pilots should choose the VFR condition rather than requesting a vector or approach that will take them into IFR weather conditions; or 2.If continued flight in VFR conditions is not possible, the noninstrument rated pilot should so advise the controller and indicating the lack of an instrument rating, declare a distress condition; or 3.If the pilot is instrument rated and current, and the aircraft is instrument equipped, the pilot should so indicate by requesting an IFR flight clearance. Assistance will then be provided on the basis that the aircraft can operate safely in IFR weather conditions. 6.2.2. Transponder Emergency Operation a.When a distress or urgency condition is encountered, the pilot of an aircraft with a coded radar beacon transponder, who desires to alert a ground radar facility, should squawk Mode 3/A, Code 7700/Emergency and Mode C altitude report-ing and then immediately establish communications with the ATC facility. b.Radar facilities are equipped so that Code 7700 normally triggers an alarm or special indicator at all control positions. Pilots should understand that they might not be within a radar coverage area. Therefore, they should continue squawking Code 7700 and establish radio communications as soon as possible. 6.2.3. Direction Finding Instrument Approach Procedure a.Direction Finder (DF) equipment has long been used to locate lost aircraft and to guide aircraft to areas of good weather or to airports. Now at most DF equipped airports, DF instrument approaches may be given to aircraft in a distress or urgency condition. b.Experience has shown that most emergencies requiring DF assistance involve pilots with little flight experience. With this in mind, DF approach procedures provide maximum flight stability in the approach by using small turns, and wings-level descents. The DF specialist will give the pilot headings to fly and tell the pilot when to begin descent. c.DF IAPs are for emergency use only and will not be used in IFR weather conditions unless the pilot has declared a distress or urgency condition. d.To become familiar with the procedures and other benefits of DF, pilots are urged to request practice DF guidance and approaches in VFR weather conditions. DF specialists welcome the practice and will honor such requests, workload permitting. Emergency Services Available to Pilots 6.2.1 6.2.4. Intercept and Escort a.The concept of airborne intercept and escort is based on the Search and Rescue (SAR) aircraft establishing visual and/or electronic contact with an aircraft in difficulty, providing in-flight assistance, and escorting it to a safe landing. If bailout, crash landing or ditching becomes necessary, SAR operations can be conducted without delay. For most incidents, particularly those occurring at night and/or during instrument flight conditions, the availability of intercept and escort services will depend on the proximity of SAR units with suitable aircraft on alert for immediate dispatch. In limited circumstances, other aircraft flying in the vicinity of an aircraft in difficulty can provide these services. b.If specifically requested by a pilot in difficulty or if a distress condition is declared, SAR coordinators will take steps to intercept and escort an aircraft. Steps may be initiated for intercept and escort if an urgency condition is declared and unusual circumstances make such action advisable. c.It is the pilot’s prerogative to refuse intercept and escort services. Escort services will normally be provided to the nearest adequate airport. Should the pilot receiving escort services continue onto another location after reaching a safe airport, or decide not to divert to the nearest safe airport, the escort aircraft is not obligated to continue and further escort is discretionary. The decision will depend on the circumstances of the individual incident. |
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