EMERGENCY

JONKOPING TMA

Jonkoping

INBOUND CLEARANCE RECEIVED AND ACKNOWLEDGED

Clearance limit for the inbound clearance is normally the runway-in-use. In this case the aircraft shall, maintaining the level last received and acknowledged, fly the specified route to Jonkoping Locator ‘OA’ (runway 19) or Locator ‘OJ’ (runway 01). If the clearance limit for the inbound clearance is other than the runway-in-use the aircraft shall, maintaining the level last received and acknowledged, fly the specified route to this limit and then proceed direct to Jonkoping Locator ‘OA’ or Locator ‘OJ’. If an EAT has been received and acknowledged the descent shall not be commenced until that time.

After arrival over Jonkoping Locator ‘OA’ or Locator ‘OJ’ descent, if required, shall be made in the holding pattern in question. Thereafter a normal instrument approach procedure shall be completed.

NO INBOUND CLEARANCE RECEIVED AND/OR ACKNOWLEDGED

The aircraft shall, maintaining the level last received and acknowledged, fly via the relevant TMA entry point direct to Jonkoping Locator ‘OA’. In the holding pattern Oscar Alfa descent to 2800ft MSL shall be made. Thereafter a normal instrument approach procedure to runway 01 or 19 shall be completed.

KARLSTAD TMA

Karlstad

INBOUND CLEARANCE RECEIVED AND ACKNOWLEDGED

Clearance limit for the inbound clearance issued by ACC is normally the runway-in-use. When this is the case the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to Karlstad Locator ‘SKS’ (runway 03) or Locator ‘NKS’ (runway 21).

If the clearance limit for the inbound clearance issued by ACC is other than the runway-in-use, the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to this limit and then proceed direct to Karlstad Locator ‘SKS’ (runway 03) or Locator ‘NKS’ (runway 21).

If an EAT has been received and acknowledged, join holding on arrival at the clearance limit mentioned above. On EAT, leave holding.

Aircraft executing a radar approach shall, maintaining the level last received and acknowledged, proceed direct to Karlstad Locator ‘SKS’ (runway 03) or Locator ‘NKS’ (runway 21).

On arrival overhead Karlstad Locator ‘SKS’ or Locator ‘NKS’ descent, if required, shall be made in the standard holding pattern. Thereafter a normal instrument approach procedure shall be completed.

NO INBOUND CLEARANCE RECEIVED AND/OR ACKNOWLEDGED

The aircraft shall, maintaining the level last received and acknowledged, proceed via the relevant TMA entry point direct to Karlstad VOR ’KSD’ and thereafter direct to Karlstad Locator ‘SKS’ or Locator ‘NKS’. On arrival overhead Karlstad Locator ‘SKS’ or Locator ‘NKS’ descent, if required, shall be made in the holding pattern in question. Thereafter a normal instrument approach procedure shall be completed.

LULEA TMA

Lulea

INBOUND CLEARANCE RECEIVED AND ACKNOWLEDGED

Clearance limit for the inbound clearance issued by ACC is normally the runway-in-use. When this is the case the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to Lulea Locator ‘OL’ (runway 14) or Lulea VORDME ’SLU’ (runway 32). If the clearance limit for the inbound clearance issued by ACC is another than the runway-in-use, the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to this limit and then proceed direct to Lulea Locator ‘OL’ or Lulea VORDME ’SLU’. If an expected approach time has been received and acknowledged, the descent shall not be commenced until that time. Aircraft executing a radar approach shall, maintaining the level last received and acknowledged, proceed direct to Lulea Locator ‘OL’ (runway 14) or Lulea VORDME ’SLU’ (runway 32). After arrival over Lulea Locator ‘OL’ or Lulea VORDME ’SLU’ descent, if required, shall be made in the holding pattern in question. After that a normal instrument approach procedure shall be carried out.

NO INBOUND CLEARANCE RECEIVED AND/OR ACKNOWLEDGED

The aircraft shall, maintaining the level last received and acknowledged, proceed via the relevant TMA entry point direct to Trundon NDB ’TRU’. In the holding pattern Trundon NDB ’TRU’ descent to 3000ft MSL shall be made. After that a normal instrument approach to runway 14 or 32 shall be carried out.

MALMO TMA

Malmo (Sturup)

NO INBOUND CLEARANCE RECEIVED AND/OR ACKNOWLEDGED

The aircraft shall, maintaining the level last received and acknowledged, proceed via the relevant TMA entry point direct to Alma VOR ’ALM’. After passing Alma VOR ’ALM’ proceed to Sturup VOR ’SUP’ for and instrument approach. If last received and acknowledged altitude is higher than FL70 descent shall be made in Alma VOR ’ALM’ holding. After passing Alma VOR ’ALM’ towards Sturup VOR ’SUP’ descent from FL70 or level last received and acknowledged if lower, to an altitude for initial approach.

MISSED APPROACH

Climb straight ahead to 2500ft MSL, then turn left to Sturup VOR ’SUP’ for a new instrument approach.

OSTGOTA TMA

Ostgota

INBOUND CLEARANCE RECEIVED AND ACKNOWLEDGED

Maintain the level last received and acknowledged. Follow the specified route to the clearance limit specified in the inbound clearance, then proceed direct to the relevant facility as mentioned below:

–destination Linkoping (Saab): Locator ‘OL’ (runway 29) or Locator ‘SC’ (runway 11);

–destination Norrkoping (Kungsangen): Locator ‘ON’ (runway 27) or Locator ‘KN’ (runway 09);

–destination Stockholm (Skavsta): NDB ‘PEO’ (runway 26) or Locator ‘NW’ (runway 08).

In the event of communication failure during a radar approach maintain the level last received and acknowledged or the applicable minimum sector altitude whichever is higher and proceed direct to the relevant facility as mentioned above.

After arrival over that facility descend in the holding pattern as mentioned on the respective approach chart. Then carry out a normal instrument approach procedure to the runway-in-use.

NO INBOUND CLEARANCE RECEIVED AND/OR ACKNOWLEDGED

Maintain the level last received and acknowledged. Proceed via the relevant TMA entry point direct to the relevant facility mentioned below:

–destination Linkoping (Saab): Locator ‘OL’;

–destination Norrkoping (Kungsangen): Locator ‘ON’;

–destination Stockholm (Skavsta): Locator ‘PEO’.

After arrival over that facility descend in the holding pattern as mentioned on the respective approach chart to 2500ft MSL. Then carry out a normal instrument approach procedure to

–runway 11 or 29 at Linkoping (Saab), or

–runway 09 or 27 at Norrkoping (Kungsangen) respectively.

–runway 08 or 26 at Stockholm (Skavsta) respectively.

STOCKHOLM TMA

Destination Stockholm (Arlanda)

Maintain the altitude last received and acknowledged. Proceed via the relevant TMA entry point direct to Tebby VOR ‘TEB’. In the Tebby VOR ‘TEB’ holding descend to 2500ft MSL. Carry out a normal instrument approach to the most suitable runway, which normally is the runway received via ATIS or by inbound clearance. In other cases it is up to the pilot-in-command.

Stockholm (Bromma)

INBOUND CLEARANCE RECEIVED AND ACKNOWLEDGED

Normally, Bromma Locator ‘NB’ (rwy12) or Locator ‘OU’ (rwy 30) will be clearance limit for the inbound clearance issued by ACC. In this case maintain the

level last received and acknowledged and follow the specified route to Bromma Locator ‘NB’ (rwy 12) or Locator ‘OU’ (rwy 30).

After arrival over Bromma Locator ‘NB’ or Locator ‘OU’ descend as required in a published holding pattern. Then carry out a normal instrument approach to the runway-in-use.

If the clearance limit issued by ACC is other than Bromma Locator ‘NB’ (rwy12) or Locator ‘OU’ (rwy 30) maintain the level last received and acknowledged and follow the specified route to the clearance limit. After arrival over the significant point used as clearance limit descend to 2500ft MSL in the published holding pattern, then proceed direct to Bromma Locator ‘NB’ (rwy 12) or Locator ‘OU’ (rwy 30) and carry out a normal instrument approach to the runway-in-use. If an EAT has been received and acknowledged commence the above descent to 2500ft MSL at the EAT.

Aircraft being vectored by radar shall, maintaining the level last received and acknowledged, proceed direct to Bromma Locator ‘NB’ (rwy 12) or Locator ‘OU’ (rwy 30), then descend as required and carry out a normal instrument approach to the runway-in-use.

NO INBOUND CLEARANCE RECEIVED AND/OR ACKNOWLEDGED

Maintain the level last received and acknowledged and proceed via the relevant TMA entry point direct to Corner NDB ‘COR’ (exceptions: from Hammar VOR ‘HMR’ proceed via Nortel VOR ‘NTL’ to Nacka NDB ‘NAK’ to Corner NDB ‘COR’; from XILAN proceed via Nacka NDB ‘NAK’ to Corner NDB ‘COR’).

After arrival over Corner NDB ‘COR’ descend to 2500ft MSL in the published holding pattern, then proceed direct to Bromma Locator ‘NB’ (runway 12) or Locator ‘OU’ (runway 30) and carry out a normal instrument approach to runway 12 or 30, respectively.

SUNDSVALL TMA

Sundsvall

INBOUND CLEARANCE RECEIVED AND ACKNOWLEDGED

Clearance limit for the inbound clearance issued by ACC is normally the runway-in-use. In this case the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to Sundsvall VORDME ‘SUN’. If the clearance limit for the inbound clearance issued by ACC is other than the runway-in-use the aircraft shall, maintaining the level last received and acknowledged, fly the specified route to this limit and then proceed direct to Sundsvall VORDME ‘SUN’.

If an EAT has been received and acknowledged the descent shall not be commenced until that time.

GENERAL

In general, the Emergency, Unlawful Interference, Communication Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

BASLE-MULHOUSE TMA

Basle-Mulhouse

Arrival Procedure

If possible call TWR (+33) 3 89902641/7831

In VMC: Continue the flight in VMC. Land at the nearest suitable aerodrome. Notify the arrival time to the appropriate ATS unit, using the most rapid means.

In IMC: Follow or join the STAR and proceed to ALTIK holding pattern. Arrive over (ALTIK) IAF:

–at the last assigned and acknowledged level, if this level is available in the holding pattern;

–or otherwise at the cruising level if the latter is lower than FL 110;

–or otherwise at the highest level in the holding pattern (FL 110).

Maintain this level in the holding pattern until:

–the EAT, if acknowledged;

–otherwise the arrival time in the holding pattern plus 8 minutes.

Then descend in the holding pattern until 6000ft QNH or FL090 if QNH unknown. Leave the ALTIK IAF at this level and perform the approach procedure which seems being the most appropriate according to known parameters, until landing (ILS 15 + DME preferred).

Radio communication failure during missed approach

In VMC: Perform a visual circuit and proceed to final approach.

accordance with the minimum safety altitude, continue to climb up to 7000ft until exit point of SID (or to the TMA boundary if no SID has not been given) then join up cruising level according to FPL in force.

BERN (BELP) TMA

Bern (Belp)

Arrival Procedure

Proceed via STAR to Schupberg NDB ‘SHU’/BIRKI. Aircraft on November Arrival proceed after LARDO direct to BIRKI. At last received or acknowledged EAT or, if no EAT has been received or acknowledged, at flight plan ETA, descend in the ‘SHU’/BIRKI holding pattern to 4000ft. Carry out a standard instrument approach to RWY 14, followed by a circling approach to RWY 32, if needed.

Departure Procedure

NON-LOCAL FLIGHTS

Cross RAMOK/MONIN/AMRID climbing to/at the last assigned and acknowledged flight level but not below the Minimum Crossing Altitude, then continue climb to flight plan level.

NOTE: Leave last assigned and acknowledged FL or altitude not earlier than three minutes after airborne.

LOCAL FLIGHTS

Proceed to Schupberg NDB ‘SHU’/BIRKI. Cross Bern NDB ‘BER’/BIRKI/Schupberg NDB ‘SHU’ climbing to/at the last assigned and acknowledged flight level but not below the Minimum Crossing Altitude. At last received or acknowledged EAT or, if no EAT has been received or acknowledged, at flight plan ETA, descend in the ‘SHU’/BIRKI holding pattern to 4000ft. Carry out a standard instrument approach to RWY 14, followed by a circling approach to RWY 32, if needed.

GENEVA TMA

Geneva

Arrival Procedure

In IMC: Carry out published missed approach procedure and commence a second approach. If the second attempt for landing fails, perform an omnidirectional departure, climbing to the minimum enroute safety altitude, and proceed to the TMA exit boundary corresponding to the diversion route for the alternate aerodrome specified in the FPL.

NOTE: At any time from the beginning of the radio communication failure, if necessary, the pilot may start the published procedure and leave the TMA Westbound, attempting to fly VMC.

Leaving Procedure

Intercept and follow R-263 VORDME ‘BLM’ at 4300ft to TMA boundary and try to reach VMC.

Departure Procedure

If possible call TWR (+33) 3 89902641/7831 In VMC: Return for landing on the aerodrome.

In IMC: Follow SID and last assigned FL until exit point of SID (or to the TMA boundary if no SID has been given) and continue to climb according to the flight plan in force. If the last assigned FL is not in

In the event radio communication failure occurs

a.when proceeding on a non-RNAV STAR except FRIBOURG 1S ARRIVAL

–proceed to Geneva VORDME ‘GVA’ at last assigned and acknowledged flight level;

–at last received and acknowledged EAT, or in the absence of an EAT, at FPL ETA, descend to FL100 in the ‘GVA’ holding pattern;

–proceed either to ‘SPR’ or ‘PAS’ according to the runway-in-use;

–maintain FL100 until passing ‘SPR’ or ‘PAS’;

–descend to initial approach altitude and carry out a standard instrument approach procedure.

b.when cleared via FRIBOURG 1S ARRIVAL proceed to BELKA via PINOT according to the minimum flight altitude and carry out a standard instrument approach procedure.

c.when proceeding on RNAV STARs

–proceed to the holding pattern at last assigned and acknowledged flight level;

–at last received and acknowledged EAT, or in the absence of an EAT, at FPL ETA, descend to the minimum holding level;

–leave the holding pattern and continue on RNAV STAR;

–descend to initial approach altitude and carry out a standard instrument approach procedure.

d.aircraft equipped with onboard telephone, dial +41 22 798 7600 and mention last frequency used.

Departure Procedure

Climb to last assigned and acknowledged FL or altitude, but not below Minimum Crossing Altitude, then continue climb to flight plan level.

NOTE: Leave last assigned and acknowledged FL or altitude earliest three minutes after airborne.

For aircraft equipped with onboard telephone, dial +41 22 798 7600 and mention last frequency used.

GRENCHEN TMA

Grenchen

Arrival Procedure

Proceed to WIL holding at last assigned and acknowledged level. At the last received and acknowledged EAT or, in absence of an EAT, at FLP ETA, descend to the minimum holding altitude. Leave the holding and continue on standard STAR. Cross BINGI at 6000ft. Carry out a standard instrument approach according to IAC.

Departure Procedure

Set transponder on code 7600

Climb to the last assigned and acknowledged flight level but not below Minimum Crossing Altitude, then continue climb to flight plan level.

NOTE: Leave last assigned and acknowledged FL or altitude earliest three minutes after airborne.

LES EPLATURES TMA

Les Eplatures

Arrival Procedure

Set transponder on code 7600.

Proceed to LPS. At ETO descend in the LPS holding and carry out a Standard Instrument Approach.

Departure Procedure

Set transponder on code 7600

Climb to the last assigned and acknowledged flight level but not below Minimum Crossing Altitude, then continue climb to flight plan level.

NOTE: Leave last assigned and acknowledged FL or altitude earliest three minutes after airborne.

LUGANO TMA

Lugano

Arrival Procedure

Proceed via STAR to PINIK Int. At the last received or acknowledged EAT or, if no EAT has been received or acknowledged, at the flight plan ETA, descend in the PINIK holding to 6000ft.

Carry out a standard instrument approach to RWY 01, followed by a circling approach to RWY 19, if needed.

Departure Procedure

Cross CANNE/Bergamo VORDME ’BEG’/Saronno VORDME ‘SRN’/Voghera VORDME ‘VOG’/OMETO/ PINIK climbing to/at the last assigned and acknowledged flight level, but not below the Minimum Crossing Altitude, then continue climb to flight plan level.

NOTE: Leave last assigned and acknowledged FL or altitude not earlier than three minutes after airborne.

ST. GALLEN-ALTENRHEIN TMA

St. Gallen-Altenrhein

Arrival Procedure

Proceed via STAR to SITOR Int. At the last received or acknowledged EAT or, if no EAT has been received or acknowledged, at the flight plan ETA, descend in the SITOR holding pattern to 5000ft.

Carry out a standard instrument approach to RWY 10, followed by a circling approach to RWY 28, if needed.

Departure Procedure

Cross ALAGO/AMIKI/BEMKI/ ’KPT’ /SITOR/ ’TRA’ climbing to/at the last assigned and acknowledged flight level, but not below the Minimum Crossing Altitude, then continue climb to flight plan level.

NOTE: Leave last assigned and acknowledged FL or altitude not earlier than three minutes after airborne.

ZURICH TMA

Zurich

Arrival Procedure

Proceed via in-bound routes to GIPOL/AMIKI/RILAX. At last received and acknowledged EAT or (if no EAT has been received or acknowledged) at FPL ETA, descend in GIPOL/AMIKI holding pattern to initial approach altitude, or in RILAX holding pattern to initial approach altitude, or 7000ft, whichever is higher, and carry out a standard instrument approach to a suitable runway.

Departure Procedure

a.Depending on the assigned departure route cross ‘ZUE’, ALBIX, ‘WIL’ climbing to/at the last assigned and acknowledged flight level but not below the Minimum Crossing Altitude, then continue climb to flight plan level.

NOTE: Leave last assigned and acknowledged FL or altitude not earlier than three minutes after airborne.

b.Aircraft on RNAV departure routes shall cross DEGES, GERSA, SONGI, VEBIT climbing to/at last assigned and acknowledged flight level but not below the Minimum Crossing Altitude, then continue climb to flight plan level.

NOTE: Leave last assigned and acknowledged FL or altitude not earlier than three minutes after airborne.

INTERCEPTION PROCEDURES (DIFFERENCES TO ICAO)

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

PROCEDURES IN THE EVENT OF AIR-GROUND COMMUNICATION FAILURE

As soon as it is known that two-way communication has failed, ATC shall maintain separation between the aircraft having the communication failure and other aircraft based on the assumption that the aircraft will operate in accordance with VMC or IMC.

VMC

A controlled flight experiencing communication failure in VMC shall:

a.set transponder to Code 7600;

b.continue fly in VMC;

c.land at the nearest suitable aerodrome, and

d.report its arrival time by the most expeditious means to the appropriate ATS unit.

IMC

A controlled flight experiencing communication failure in IMC, or where it does not appear feasible to continue in VMC shall:

a.set transponder to code 7600;

b.maintain for a period of 7 minutes the last assigned speed and level or the minimum flight altitude, if the minimum flight altitude is higher than the assigned level. The period of 7 minutes commences:

1.if operating on a route without compulsory reporting points or if instructions have been received to omit position reports:

–at the time the last assigned level or minimum flight altitude is reached, or

–at the time the transponder is set to Code 7600,

whichever is later, or

2.if operating on a route with compulsory reporting points and no instruction to omit position report has been received:

–at the time the last assigned level or minimum flight altitude is reached, or

–at the previously reported pilot estimate for the compulsory reporting point, or

–at the previously of a failed report of position over a compulsory reporting point,

whichever is later;

NOTE: With regard to changes to level and speed, the filed flight plan, which is the flight plan as filed with an ATS unit by the pilot or a designated representative without any subsequent changes, will be used.

d.if being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude;

NOTE: With regard to the route to be flown or the time to begin descend to the arrival aerodrome, the current flight plan, which is the flight plan, including changes, if any, brought about by subsequent clearances, will be used.

e.proceed according to the current flight plan route to the appropriate designated navigation aid serving the destination airport and, when required to ensure compliance with para f) below, hold over this aid until commencement of descent;

f.commence descent from the navigational aid specified in para e) above at, or as close as possible to, the expected approach time last received and acknowledged or, if no expected approach time has been received and acknowledged, at or as close as possible to, the estimated time of arrival resulting in the current flight plan;

g.complete a normal instrument approach procedure as specified for the designated navigation aid, and

h.land, if possible, within 30 minutes after the estimated time of arrival specified in para f) above or the last acknowledged expected approach time, whichever is later.

NOTE: Pilots are reminded that the aircraft may not be in an area of secondary surveillance radar coverage.

FLIGHTS UNDER RADAR CONTROL

a.Controller shall attempt to establish Communications by requesting the pilot to make turns or use his ATC RBS (RADAR Beacon) as directed. If answering action is observed, the controller shall continue to provide RADAR service, or

b.the pilot shall proceed in accordance with instructions shown under PROCEDURES IN THE EVENT OF AIR-GROUND COMMUNICATION FAILURE. If an aircraft vectored to uncontrolled airspace other than the current flight plan route, the pilot shall return to such route by the most direct course.

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

EMERGENCY

RESCUE AND FIRE FIGHTING SERVICE

Whenever an emergency has been declared at an aerodrome where this service is notified, aircraft may communicate direct with the Fire Service on frequency 121.60MHz. The service must be used only when the aircraft is on the ground and contact maintained with ATC. Airports providing this service are listed below:

AERONAUTICAL EMERGENCY SERVICE

An emergency communications and aid service is continuously available on 121.500 MHz from two Distress and Diversion (D & D) sections, one located in the London Air Traffic Control Centre (Mil) (LATCC Mil) at West Drayton and the other in the Scottish Area Control Centre (ScACC) at Prestwick.

Operational control is exercised, south of 55°N, from the LATCC D & D, callsign ’LONDON CENTRE’ and north of 55°N, from the ScACC at Prestwick, callsign ’SCOTTISH CENTRE’. The service provides coverage over the greater part of the United Kingdom above 3000 ft.

Pilots of aircraft in emergency and using 121.500 MHz should broadcast the initial ’MAYDAY’ or ’PAN PAN’ call; it is not necessary to address the call to any specific Centre or Station. The Air Traffic Controller at West Drayton or Prestwick will answer the call depending on the location of the aircraft, and initiate appropriate action.

If the emergency is ended the pilot should inform the controlling authority of the fact and state his intentions before leaving the frequency. This will ensure that any action to alert diversion aerodromes or other assistance will be cancelled.

COMMUNICATIONS FAILURE

If part of an aircraft’s navigation equipment fails but two-way communication can be still maintained with ATC, the pilot must inform ATC of the failure and report his altitude and approximate position. ATC may, at its discretion, authorize the pilot to continue his flight in or into Controlled Airspace. When radar is available it may be used to provide navigational assistance to the pilot.

If no authorization to proceed is given by ATC, the pilot should leave, or avoid Controlled Airspace and areas of dense traffic, and either

a.go to an area in which he can continue his flight in VMC, or (if this is not possible)

b.select a suitable area in which to descend through cloud, fly visually to a suitable aerodrome and land as soon as possible.

Before doing so, however he should consult ATC who may be able to give him instructions or advice. He should also take into consideration the latest meteorological information and terrain clearance and should make full use of ground VHF/DF stations. He must at all times keep ATC informed of his intentions.

It should be noted that for many aerodromes the radio communication failure procedures published on the following EMERGENCY pages differ from, or amplify, the basic procedures below.

For the purpose of these procedures ATC will expect and IFR flight following the ATS route structure to adopt the IMC procedure as detailed below. If there is an overriding safety reason, the pilot may adopt the VMC procedure.

The expression Expected Approach Time (EAT) will either mean an EAT given by the appropriate ATC unit or, if the pilot has been given ‘No delay expected’, the ETA over the appropriate designated landing aid serving the destination aerodrome.

Pilots are given an EAT of ‘Delay not determined’ when the destination runways cannot be used for landing and it is not possible to accurately predict when they become available. In some circumstances an EAT of ‘Delay not determined’ will also be given when a preceding flight has elected to remain over the holding facility pending an improvement in weather conditions at the destination. If ‘Delay not determined’ has been given, do not attempt to land at the destination aerodrome, divert to the alternate destination specified in the current flight plan or another suitable airfield.

Essential information may be relayed by ATC using the ACARS/Data Link. Pilots may endeavour to use alternative methods for communicating with ATC such as HF. The Distress and Diversion Cells (D&D) serving the London FIR/UIR and the Scottish FIR/UIR may be contacted by phone by aircraft that have approved installations that can access the UK telephone network. The telephone numbers are as follows:

London D&D Tel: 01489-612406

Scottish D&D Tel: 01292-692380

VISUAL METEOROLOGICAL CONDITIONS

VFR FLIGHT

When VMC can be maintained, the pilot should set transponder on Mode A, Code 7600 with Mode C and land at the nearest suitable aerodrome. Pilots should take into account visual landing aids and keep watch for instructions as may be issued by visual signals from the ground. The pilot should report arrival to appropriate ATC unit as soon as possible. When VMC cannot be maintained, the pilot should adopt the procedures for IMC as detailed below:

IFR FLIGHT

When VMC can be maintained, the pilot should set transponder on Mode A, Code 7600 with Mode C and land at the nearest suitable aerodrome. Pilots should take into account visual landing aids and keep watch for instructions as may be issued by visual signals from the ground. The pilot should report arrival to appropriate ATC unit as soon as possible. If it does not appear feasible to continue the flight in VMC, or it would be inappropriate to follow this procedure, the pilot should adopt the IMC procedures as detailed below:

INSTRUMENT METEOROLOGICAL CONDITIONS

Operate secondary radar transponder on Mode A, Code 7600 with Mode C.

–maintain for a period of 7 minutes, the current speed and last assigned level or minimum safe altitude, if this higher. The period of 7 minutes begins when the transponder is set to 7600 and this should be done as soon as the pilot has detected communications failure.

–If failure occurs when the aircraft is following a notified departure procedure such as a Standard Instrument Departure (SID) and clearance to climb, or rerouting instructions have not been given, the procedure should be flown in accordance with the published lateral track and vertical profile, including any stepped climbs, until the last position, fix or way point, published for the procedure, has been reached. Then, for that part of the period of 7 minutes that may remain, maintain the current speed and last assigned level or minimum safe altitude, if higher.

–Thereafter, adjust the speed and level in accordance with the current flight plan and continue the flight to the appropriate designated landing aid serving the destination aerodrome. Attempt to transmit position reports and altitude/flight level on the appropriate frequency when over routine reporting points. If being radar vectored by an Approach Control Radar Unit (c/s DIRECTOR/RADAR/APPROACH), comply with the loss of communication procedures notified on relevant charts.

If being radar vectored, or proceeding offset according to RNAV, without having been given a specified limit, pilots are to continue with ATC instructions last acknowledged for 3 minutes only, before returning to their flight planned route. Pilots should ensure that they remain at, or above, the minimum safe altitude.

–Arrange the flight to arrive over the appropriate designated landing aid serving the destination aerodrome as closely as possible to the ETA last acknowledged by ATC. If no such ETA has been acknowledged, the pilot should use an ETA derived from last acknowledged position report and the flight-planned times for the subsequent sections of the flight.

–Arrange the flight to arrive over the appropriate designated landing aid serving the destination aerodrome at the highest notified Minimum Sector Altitude taking account of enroute terrain clearance requirements.

–If following a notified Standard Arrival Route (STAR), after the 7 minute period detailed above has been completed, pilots should arrange descend as close as possible to the published descent planning profile. If no descent profile is published, pilot should arrange descent to be at the minimum published level at the appropriate designated Initial Approach fix.

–On reaching the appropriate designated landing aid serving the destination aerodrome, begin further descent at the last acknowledged EAT. If no EAT has been acknowledged, the descent should be started at the ETA calculated as described before, or as close as possible to this time. If necessary remain in the holding pattern until the minimum holding level published for this facility, has been reached. THE RATE OF DESCENT IN THE HOLDING PATTERN SHOULD NOT BE LESS THAN 500FT/MIN. If ‘Delay not determined’ has been given, do not attempt to land at the destination aerodrome, divert to the alternate destination specified in the current flight plan or another suitable airfield.

–Carry out the notified instrument approach procedure as specified for the designated navigational aid, if possible, land within 30 minutes of the EAT or the calculated ETA. When practicable, pilots should take account of visual landing aids and keep watch for instructions that may be issued by visual signs from the ground.

–If communication failure occurs during an

approach directed by radar, continue visually, or by using an alternative aid. If this is not practical, carry out missed approach procedure and continue to holding facility appropriate to the airfield of intended landing for which an instrument approach is notified and then carry out that procedure.

SPECIAL PROCEDURE FOR LONDON TMA AND CTR

Aircraft inbound to London (Heathrow)

a.In the event radio communication failure occurs before ETA, or before EAT when this has been received and acknowledged, pilot inbound to London (Heathrow) Airport will:

–fly to the appropriate holding point as detailed in the STAR;

–hold until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

–then commence descent for landing in accordance with specified procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

b.If the radio communication failure occurs after aircraft has reported to ATC on reaching holding point, pilot will maintain the last assigned level over the holding point until:

–ATA over holding point plus 10 minutes, or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–EAT, when this has been received and acknowledged;

–then commence descent for landing in accordance with specified procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

c.If radio communication failure occurs during initial approach under radar vectoring, the procedures to be followed are shown on Jeppesen 10-1R chart.

d.If radio communication failure occurs following a missed approach the aircraft will:

–fly to the appropriate missed approach holding point at 3000ft;

–complete at least one holding pattern;

–then commence descent for landing in accordance with specified procedures.

Aircraft inboung to London (Gatwick)

a.In the event of radio communication failure occurs before ETA or EAT when this has been received and acknowledged, the pilot will:

–fly to the appropriate holding point (TIMBA, LUMBA, WILLO, ASTRA or Mayfield VORDME);

–hold at the last acknowledged ETA plus 10 minutes or EAT when this has been given;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

b.If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the pilot will:

–hold at the last assigned level at TIMBA, LUMBA, WILLO, ASTRA or Mayfield VORDME until:

1.ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

2.EAT when this has been received and acknowledged;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

c.If radio communication failure occurs during intermediate or final approach under radar vectoring, the procedures to be followed are shown on Jeppesen 20-1R chart.

d.If radio communication failure occurs following a missed approach the aircraft will:

–fly the appropriate missed approach procedure to Mayfield VORDME;