Response to Urgency or Distress Call
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Response to Urgency or Distress Call
Dear Atc Colleagues,
During my last simulator assessment I was asked to explain the difference with which ATC will react to an Urgency or Distress call and much to my embarrassment I could not remember! It was then explained to me that for an Urgency call only the fire services at the airport will be put on standby and for a Distress the local area fire/police etc will be called out. I am sure that my explanation is very simplistic but any clarification on this and any references to any pertinent documents would be greatly appreciated.
Best Regards,
Office Pest
During my last simulator assessment I was asked to explain the difference with which ATC will react to an Urgency or Distress call and much to my embarrassment I could not remember! It was then explained to me that for an Urgency call only the fire services at the airport will be put on standby and for a Distress the local area fire/police etc will be called out. I am sure that my explanation is very simplistic but any clarification on this and any references to any pertinent documents would be greatly appreciated.
Best Regards,
Office Pest
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There is nothing set down, it depends on the situation eg 747 with 2 engines out if the pilot calls Pan or mayday the response from me would be the same e.g airport and local fire teams and police etc. Where if only one engine was out only the airport firemen would be called out. it also depends on the controller that's on some will go for the higher response some the lower.
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Whilst this might be a simplistic 'rule of thumb', I'm afraid that there is no simple and correct answer. The response to either type of call will depend on a wide range of factors including, for example, the controller's perception of the severity of the problem, the local instructions for ATC, the emergency procedures (if you're at an airport) and the resources that are available to be called on.
In practice, an emergency call (whether on Mayday or Pan) will be assessed by the controller and the appropriate level of response called. The controller typically has about six levels of emergency that can be declared, and will be guided, firstly, by local instructions, secondly by knowledge and training, and finally by professional judgement. This can mean that the same call can result in different levels of emergency service response depending upon other factors. As an example, a precautionary engine shutdown in daylight on a nice day without any other problem indicated may not get the same response as the same problem on a wet and windy night.
More and more, however, the judgement element is being removed from the equation with local instructions specifying, in detail, what level of emergency should be declared for every conceivable emergency aircraft might have. This perhaps leads your checker to imagine that there is a fixed response to every problem reported by a pilot.
One last thing that I should point out is that this is a UK-orientated answer and that maybe other places work a little bit differently.
In practice, an emergency call (whether on Mayday or Pan) will be assessed by the controller and the appropriate level of response called. The controller typically has about six levels of emergency that can be declared, and will be guided, firstly, by local instructions, secondly by knowledge and training, and finally by professional judgement. This can mean that the same call can result in different levels of emergency service response depending upon other factors. As an example, a precautionary engine shutdown in daylight on a nice day without any other problem indicated may not get the same response as the same problem on a wet and windy night.
More and more, however, the judgement element is being removed from the equation with local instructions specifying, in detail, what level of emergency should be declared for every conceivable emergency aircraft might have. This perhaps leads your checker to imagine that there is a fixed response to every problem reported by a pilot.
One last thing that I should point out is that this is a UK-orientated answer and that maybe other places work a little bit differently.
Last edited by Spitoon; 12th Dec 2009 at 17:45. Reason: Spilling
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An aircraft taxiing can catch fire and call a mayday - not something for off-field agencies to get involved with I think. It's a gut call - depends on the degree of aprehension you hold and the position of the aircraft.
I echo what Spitoon has said.
Cheers,
NFR.
I echo what Spitoon has said.
Cheers,
NFR.
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<<An aircraft taxiing can catch fire and call a mayday - not something for off-field agencies to get involved with I think. >>
No, precisely the opposite. If there is a fire, ALL agencies become involved as it either is or could be a major emergency.
No, precisely the opposite. If there is a fire, ALL agencies become involved as it either is or could be a major emergency.
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Office Pest, something that hasn't really come across so far on the thread is the difference between the state (Urgency/Distress) and response (ATC calling out emergency services etc).
Of the former, there are three I guess:
Mayday/Distress
Pan/Urgency
...and what might be called 'none of the above/ops normal'.
This is used by ATC to determine, and by flight crews to demand, a certain level of priority.
ATC react to a situation by declaring an emergency category, which might be one of;
Full Emergency
Local Standby
Aircraft Ground Incident
Aircraft Accident
Act of Agression
....there are more than that, but that gives you a flavour. Also, each cateogry might well be sub-divided depending on the situation.
So, a 777 might suffer an engine failure, and might declare a PAN.
My ATC procedures mandate that I have to declare a 'Full Emergency' and the AFS meet the aircraft.
A 747 might suffer what is in effect a minor hydraulic failure, and not actually declare anything , but again my ATC procedures mandate I have to declare a 'Full Emergency' again.
Another aircraft might declare a PAN due to a sick passenger, and as ATC I do nothing more than allowing it to 'jump the queue' and land ASAP.
Of the former, there are three I guess:
Mayday/Distress
Pan/Urgency
...and what might be called 'none of the above/ops normal'.
This is used by ATC to determine, and by flight crews to demand, a certain level of priority.
ATC react to a situation by declaring an emergency category, which might be one of;
Full Emergency
Local Standby
Aircraft Ground Incident
Aircraft Accident
Act of Agression
....there are more than that, but that gives you a flavour. Also, each cateogry might well be sub-divided depending on the situation.
So, a 777 might suffer an engine failure, and might declare a PAN.
My ATC procedures mandate that I have to declare a 'Full Emergency' and the AFS meet the aircraft.
A 747 might suffer what is in effect a minor hydraulic failure, and not actually declare anything , but again my ATC procedures mandate I have to declare a 'Full Emergency' again.
Another aircraft might declare a PAN due to a sick passenger, and as ATC I do nothing more than allowing it to 'jump the queue' and land ASAP.
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HD, depends what airfield you are at and what type of aircraft it is. We had a hospital at the field so usually no reason to involve off-field agencies. Not all airfields are major RPT aerodromes, but all have aircraft that get into trouble!
Horses for courses. You can't say 'no' to everyone else's experiences just because yours are different.
Cheers,
NFR.
Horses for courses. You can't say 'no' to everyone else's experiences just because yours are different.
Cheers,
NFR.
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The decision on how high the call-out should go, largely depends on how big the accident will be if it happens. If a problem escalates with a large aircraft, you will want everthing you can get. I heard that a fire and rescue bod can deal with about 4 casualties, before becoming exhausted. The airport vehicles can exhaust their contents in 2 minutes, getting additional water to them quickly could be vital. A total wipeout of a C152 can be easily handled by the airport FRS, but a major incident will need everything you can get from miles around and then some more.
The other imponderable can be the 'Capt. Speaking' no cause for alarm chat, it's not always possible to decide exactly how serious an incident could become. I would rather have dozens of incidents with outside services being sent away unused, than to have a major incident, however unlikely, being helplessly watched by too few rescuers, with empty vehicles.
The other imponderable can be the 'Capt. Speaking' no cause for alarm chat, it's not always possible to decide exactly how serious an incident could become. I would rather have dozens of incidents with outside services being sent away unused, than to have a major incident, however unlikely, being helplessly watched by too few rescuers, with empty vehicles.
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<<An aircraft taxiing can catch fire and call a mayday - not something for off-field agencies to get involved with I think. >>
At the major airports in my area the airport fire services main role is extinguishing the fire. The local authority fire service has the responsibility for rescue of the crew and passengers.
At the major airports in my area the airport fire services main role is extinguishing the fire. The local authority fire service has the responsibility for rescue of the crew and passengers.
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Runway, I think you'll find that the airport fire service is primarily there to rescue people - admittedly, they may have to put a fire out in order to do so.
In theory, the airport fire service is there for firefighting and rescue in the event of an accident until such time as the external services can take over - at which point, the airport fire service then returns to its normal role in order to permit operations at the airport to resume.
In theory, the airport fire service is there for firefighting and rescue in the event of an accident until such time as the external services can take over - at which point, the airport fire service then returns to its normal role in order to permit operations at the airport to resume.
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Possibly a clue to the priorities of the different Fire Services lies in their titles, particularly the order in which the words fire and rescue appear. The title given to airport fire services is Rescue and Fire Fighting Services (RFFS) whilst local fire services either have the title Fire Brigade or Fire and Rescue Service.
As an aerodrome FISO my reaction to a MAYDAY or a PAN would be to categorise the “problem” using a list very similar to Gonzo’s and then follow the procedures laid down for that category of emergency. Some of these procedures involve only the airport RFFS whilst others also involve local emergency services
As an aerodrome FISO my reaction to a MAYDAY or a PAN would be to categorise the “problem” using a list very similar to Gonzo’s and then follow the procedures laid down for that category of emergency. Some of these procedures involve only the airport RFFS whilst others also involve local emergency services
