When Plans Don t Go as Planned Thursday, March 24th 8:00 a.m. 9:00 a.m. SESSION MODERATER: Mitch Launius Air Training International International Operators Conference San Diego, CA March 21 24, 2016
Emergency & Unusual Situations Thursday, March 24th 8:00 a.m. 9:00 a.m. PRESENTED BY: Michael Martinez Oakland Oceanic International Airspace and Procedures Support Specialist International Operators Conference San Diego, CA March 21 24, 2016
FAAO JO 7110.65W Emergencies & Unusual Situations 10 1 1. EMERGENCY DETERMINATIONS Two conditions Distress or Urgency as defined in the Pilot/Controller Glossary. In a Distress condition the pilot should declare an emergency by beginning with the word Mayday, preferably repeated three times. For an Urgency condition, use the word Pan-Pan. If the words Mayday or Pan-Pan the controller can handle it as though it were an emergency. Infinite variety of possible emergency situations, specific procedures cannot be prescribed. When the controller believes an emergency exists or is imminent, select and pursue a course of action which appears to be most appropriate under the circumstances and which most nearly conforms to the instructions of the 7110.65
FAAO JO 7110.65W Emergencies & Unusual Situations 10 1 2. OBTAINING INFORMATION Obtain enough information to handle the emergency intelligently. Base your decision as to what type of assistance is needed on information and requests received from the pilot because he/she is authorized by 14 CFR Part 91 to determine a course of action. 10 1 3. PROVIDING ASSISTANCE Provide maximum assistance to aircraft in distress. 10 2 1. INFORMATION REQUIREMENTS 1. Aircraft identification and type. 2. Nature of the emergency. 3. Pilot s desires. 4
Oceanic Controller Work Station Messages Communication ATOP Advanced Technologies & Oceanic Procedures
Emergencies & Unusual Situations Aircraft ID (ACID) Pilot s desires Return to PHNL and request paramedics at the gate. Nature of Emergency Unconscious passenger Green line indicates ATC has cleared the aircraft direct PHNL Hawaii
Emergencies & Unusual Situations UAL44 Lost Pressurization request descent to FL160 and return to PHNL Aircraft in conflict with UAL44 descending and returning to PHNL
Emergencies & Unusual Situations
Unable to issue decent clearance, traffic is AAL1214 approx 3min behind you at FL330 and AAL298 approx 5min behind you at FL320, say intentions. Roger offsetting 15nm right of route and descending to FL160
Emergencies & Unusual Situations ATC advises aircraft in conflict (AAL1214 & AAL298) about the emergency aircraft s descent.
UAL44 reports level FL160 ATC issues the clearance back to PHNL. Cleared to PHNL via direct, Maintain F160. ATCR when able forward current lat long and ETA to PHNL.
Emergencies & Unusual Situations Once the aircraft has reported level or at an altitude clear of traffic, ATC will clear that aircraft direct to PHNL.
Emergencies & Unusual Situations
Emergencies & Unusual Situations http://faacharts.faa.gov/productdetails.asp
Emergencies & Unusual Situations Weather
Weather SIGMET O1
Weather Read Out Message Issuing the clearance would put N553AC in conflict with two aircraft. N553AC requests a deviation 40nm left of course. The controller creates the message and Probes the clearance.
Weather UAL88 What are the options? Dev to the right Climb or descend aircraft then issue deviation. All aircraft in conflict are highlighted in red. (Zoomed in UAL88 is off screen)
Weather Cleared to deviate 50nm left of course report back on route. Unable deviation to the right of course due to traffic. ATCA Unable, due to traffic, deviation left of course is available at FL360 or FL330 say request. Unable due to traffic say intentions. What if the deviation to the left is required to avoid weather and there is no other option?
Weather Deviations Pilot shall take the following actions: Route center line track Deviations >10 NM Level change EAST (000-179 magnetic) WEST (180-359 magnetic) LEFT RIGHT LEFT RIGHT Establish communication with and alert nearby aircraft by broadcasting at suitable intervals: Flight ID, Altitude, Position and intentions, frequency in use 121.5 Watch for conflicting traffic visually and through an Airborne Collision Avoidance System (ACAS) Deviations (less than) > 10NM aircraft should remain at the level assigned by ATC. NORDO prior to the deviation continue to try and get a hold of ATC Returning to Track DESCEND 300 ft CLIMB 300 ft CLIMB 300 ft DESCEND 300 ft The pilot shall take these actions when it is absolutely necessary in the interests of safety to do so. Be at assigned altitude within approximately 10nm
What level change if any should N553AC do if for safety they need to deviate?
Question? What level change if any should N553AC do if for safety they need to deviate? 1. Descend 300 feet 2. Climb 300 feet 22
ANSWER 1. Descend 300 feet 23
S.L.O.P. STRATEGIC LATERAL OFFSET PROCEDURE (SLOP) Use SLOP under normal oceanic operations to mitigate wake turbulence and collision risk. Can be applied while navigating any ATS route or any published PACOTS tracks. Throughout the Oakland Oceanic FIR. Lateral offsets are to be made to the RIGHT of route or track Relation to a route or track, there are three positions that an aircraft may fly: Centerline, 1 nautical mile (NM) or 2 NM right. Offsets greater than 2 NM RIGHT of centerline require an ATC clearance. Aircraft without automatic offset programming capability must fly the centerline
Emergencies & Unusual Situations Title 14 Part 91.3 Responsibility and authority of the pilot in command. (a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. (b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.
When Plans Don t Go as Planned Michael Martinez Chris Duffek Oakland Oceanic Captain, G650/G550 International Airspace and Procedures JPMorgan Chase & Co. Support Specialist john.c.duffek@jpmorgan.com 510-745-3320 Michael.Martinez@faa.gov