Air Traffic Incident Report

An air traffic incident report shall be submitted, for incidents specifically related to the revision of air traffic services involving such occurrences as aircraft proximity (AIRPROX) or other serious difficulty resulting in a hazard to aircraft, caused by, among others, faulty procedures, non- compliance with procedures, or failure of ground facilities.

The degree of risk involved in aircraft proximity should be determined in the incident investigation and classified as:

Risk of collision : the risk classification of an aircraft proximity in which serious risk of collision has existed. Example of this classification such as near-missed which is induced by ACAS RA. Another example when aircraft taking off from parallel runways and their paths are crossing one to each other and are not vertically separated, etc.

Safety not assured : the risk classification of an aircraft proximity in which the safety of the aircraft may have been compromised. Example of this classification such as during transition period from surveillance control to non-surveillance control (due to unserviceable/malfunction) where separation of 5 NM must be changed into non-surveillance separation (based on time or vertical). Another example when there is an aircraft executing emergency descent, etc.

No risk of collision : the risk classification of an aircraft proximity in which no risk of collision has existed. Example of this classification such as level bust that is an aircraft flies at level which is not conform to ATC instruction and vertically separated less than prescribed minima. Another example when the separation between aircraft is less than minima but both aircraft fly away one to each other, etc.

Risk not determined : the risk classification of an aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination. Example of this classification such as unidentified or strayed aircraft entering an area of jurisdiction of an ATC Unit. Another example when the conditions of visibility which prevent the aerodrome control tower from applying visual separation between aircraft, and between aircraft and vehicles operate on the maneuvering area.

Note.— Air traffic incident report form together with instructions for its completion is at attachment 28 on page 273.

Hydraulic problem air Craft Air Traffic Control

The situations which may be occured :

a) difficulties in emplying control equipment, gears, brake system, flaps, etc;

b) executing dumping fuel;

c) high speed landing roll;

d) limited aircraft manoeuver;

e) limited flap setting;

f) filght crew tries to get gear down manually;

g) holding for system checking;

h) possibility of overrun;

i) aircraft blocks the runway.

The actions should be taken are as follow :

a) give a greater separation either vertically or horizontally;

b) ask the flight crew whether the dangerous good on board ;

c) ask the number of persons on board;

d) try to avoid go round;

e) inform the aerodrome conditions, including the length of runway;

f) inform the facilities which may be available;

g) clear obstacles from the runway;

h) prepare the GSE or towing equipment;

i) inform weather conditions;

j) coordinate with the FFS and Security Units;

k) coordinate with SEAHORSE APPROACH CONTROL OFFICE in case of aircraft executing fuel dumping;

l) coordinate with the operator for standbying of aircraft technician.

Electrical problem Air Craft Air Traffic Control

The situations which may be occurred :

a) severe stress in the cockpit;

b) malfunction of aircraft instrument;

c) transponder will be switched off to save energy;

d) discontinuation of two-way communication;

e) limited read backs;

f) the level will be up and down to maintain VMC;

g) flight crew tries to get gear down manually;

h) the possibility of subsequent engine failure.

The actions should be taken are as follow :

a) inform the aerodrome conditions, including the length of runway;

b) inform the facilities which may be available;

c) clear obstacles from the runway;

d) prepare the GSE or towing equipment;

e) inform weather conditions;

f) coordinate with the FFS and Security Units;

g) coordinate with SEAHORSE APPROACH CONTROL OFFICE in case of aircraft executing fuel dumping;

h) coordinate with the operator for standbying of aircraft technician.

Gear problem Air Craft Air Traffic Control

The situations which may be occurred :

a) flight crew need the directive from the technician;

b) aircraft fly pass and/or go round;

c) filght crew tries to get gear down manually;

d) executing fuel dumping;

e) aircraft blocks the runway;

The actions should be taken are as follow :

a) check the runway condition;

b) inform the aerodrome conditions, including the length of runway;

c) inform the facilities which may be available;

d) clear obstacles from the runway;

e) prepare the GSE or towing equipment;

f) inform weather conditions;

g) coordinate with the FFS and Security Units;

h) coordinate with SEAHORSE APPROACH CONTROL OFFICE in case of aircraft executing fuel dumping;

i) coordinate with the operator for standbying of aircraft technician.

Read more Electrical Problem Air Craft

Aircraft Braking system Report Air Traffic Control

The situations which may be occured :

a) flight crew need longer runway for landing;

b) the possibility of overun;

c) tire explosion;

d) aircraft slipped or run-off the runway;

e) aircraft blocks the runway;

The actions should be taken are as follow :

a) check the runway condition;

b) inform the aerodrome conditions;

c) inform the facilities which may be available;

d) clear obstacles from the runway;

e) prepare the GSE or towing equipment;

f) inform weather conditions;

g) coordinate with the FFS and Security Units;

h) coordinate with the operator for standbying of aircraft technician.

Read more Gear problem Air Craft Air Traffic Control

Bird strike Report Air Traffic Control

The situations which may be occurred :

a) canopy or glass of cockpit is broken;

b) engine is inoperative;

c) could create hydrolic or electrical or gear problem;

d) failed to land;

e) return to base;

f) poor or limited visibility.

The actions should be taken are as follow :

a) ask the flight crew whether he is able to control aircraft properly;

b) give the permission to extend downwind, if requested;

c) check the runway condition;

d) inform the aerodrome conditions;

e) inform the facilities which may be available;

f) prepare the GSE or towing equipment;

g) inform weather conditions;

h) coordinate with the FFS and Security Units.

Next Read Aircraft Braking System Report

Smoke in the cockpit

The situations which may be occurred :

a) aborted take-off;

b) evacuation of passengers;

c) blocks the runway;

d) great activities in the cockpit;

e) route deviation;

f) the influency of communication (due to oxygen masker);

g) panic ness of passenger;

h) injury of passenger or flight crew.

The actions should be taken are as follow :

a) ask the flight crew whether the dangerous good on board;

b) avoid giving instruction for orbit, go around and as such;

c) ask the number of persons on board;

d) inform the aerodrome conditions;

e) inform the facilities which may be available;

f) offer the aircraft to land not into the wind;

g) clear the flight path and runway in accordance with the existing procedures;

h) prepare for emergency procedure in accordance with the standard operating procedure (SOP);

i) prepare the GSE or towing equipment;

j) prepare lighting system, particularly which are associated with the landing activities;

k) inform weather conditions;

l) in form Bright star and Tiger fort aerodrome upon the situation) if the aircraft land at Bright star or Tiger fort, record the last position and time the aircraft is in communication with and the condition of such aircraft.

Procedure if Situations Engine Unserviceable Air Traffic Control

The situations which may be occurred during the unservice ability of engine :

a) aborted take-off;

b) creates the pressurization problem;

c) executing fuel dumping;

d) executing emergency landing

e) great activities in the cockpit;

f) deviation from SID;

g) executing steep descent;

h) route deviation;

i) blocks the runway;

The Actions Should be Taken are as Follow :

1.   ask the flight crew whether the dangerous good on board; b) number of persons on board;
2.   inform the aerodrome conditions;
3.   inform the facilities which may be available;
4.   clear the flight path and runway in accordance with the existing procedures;
5.   prepare for emergency procedure in accordance with the standard operating procedure (SOP);
6.   prepare the GSE or towing equipment;
7.   inform weather conditions;
8.   in form Brightstar and Tigerfort upon the situation;
9.   if the aircraft land at Brightstar or Tigerfort, record the last position and time the aircraft is in communication with and the condition of such aircraft.

Handling Of Abnormal Situations Air Traffic Control

Engine on Fire

The situations which may be occurred during engine on fire :

a) aborted take-off due to the absence of engine power;

b) engine shut-down or damage (either single or multi);

c) smoke or fire in the cockpit;

d) engine cut-off by automatic fire extinguisher;

e) creating cabin pressurization, loss of altitude or need to land at the nearest aerodrome;

f) executing emergency landing;

g) blocks the runway;

h) great activities in the cockpit;

i) passenger evacuation may be necessary;

j) panic ness of passenger;

k) land at other aerodrome.

The Actions Should be Taken are as Follow :

a) ask the flight crew whether the dangerous good on board;

b) number of persons on board;

c) inform the aerodrome conditions;

d) avoid instructing aircraft for orbit, go around etc.;

e) offer land not into the wind;

f) inform the facilities which may be available;

g) clear the flight path and runway in accordance with the existing procedures;

h) prepare for emergency procedure in accordance with the standard operating procedure (SOP);

i) prepare ground support equipment or GSE (towing equipment);

j) inform weather conditions;

k) prepare lighting facilities (particularly runway and approach light)

l) inform Brightstar and Tigerfort aerodrome;

m) coordinate with Fire Fighting Station (FFS);

n) if the aircraft land at Brightstar or Tigerfort, record the last position and time the aircraft is in communication with and the condition of such aircraft;

o) report to operator/designated representative;

p) report to Security Authority.

Read more Procedure if Situations Engine Unserviceable

Change of Radiotelephony call Sign for Aircraft

AERODROME CONTROL TOWER may instruct an aircraft to change its type of RTF call sign, in the interests of safety, when similarity between two or more aircraft RTF call sign is such that confusion is likely to occur.

Any such change to the type of call sign shall be temporary and shall be applicable only within the vicinity of SHE aerodrome.

To avoid confusion, AERODROME CONTROL TOWER should, if appropriate, identify the aircraft which will be instructed to change its call sign by referring to its position and/or level.

When AERODROME CONTROL TOWER changes the type of call sign of an aircraft, AERODROME CONTROL TOWER shall ensure that the aircraft reverts to the call sign indicated by the flight plan when the aircraft is transferred to SEAHORSE APPROACH CONTROL OFFICE, except when the call sign change has been coordinated between the two ATC units concerned.

AERODROME CONTROL TOWER shall advise the aircraft concerned when it is to revert to the call sign indicated by the flight plan.

Read Handling Of Abnormal Situations Air Traffic Control

Unauthorized Use of AERODROME CONTROL TOWER Frequency

Instances of false and deceptive transmissions on AERODROME CONTROL TOWER frequencies which may impair the safety of aircraft can occasionally occur. In the event of such occurrences, AERODROME CONTROL TOWER concerned should:

a) correct any false or deceptive instructions or clearances which have been transmitted;

b) advise all aircraft on the affected frequency(ies) that false and deceptive instructions or clearances are being transmitted;

c) instruct all aircraft on the affected frequency(ies) to verify instructions and clearances before taking action to comply;

d) if practical, instruct aircraft to change to another frequency; and

e) if possible, advise all aircraft affected when the false and deceptive instructions or clearances are no longer being transmitted.

Flight crews shall challenge or verify with AERODROME CONTROL TOWER any instruction or clearance issued to them which they suspect may be false or deceptive.

When the transmission of false or deceptive instructions and clearances is detected, the appropriate authority shall take all necessary action to have the transmitter located and the transmission terminated.

Blocked Frequency Aircraft Transmitter Air Traffic Control

In the event that the control frequency is inadvertently blocked by an aircraft transmitter, the following additional steps should be taken:

a) attempt to identify the aircraft concerned;

b) if the aircraft blocking the frequency is identified, attempts should be made to establish communication with that aircraft, e.g. on the emergency frequency 121.5 MHz, through the aircraft operator’s company frequency if applicable, on any VHF frequency designated for air-to-air use by flight crews or any other communication means or, if the aircraft is on the ground, by direct contact;

c) if communication is established with the aircraft concerned, the flight crew shall be instructed to take immediate action to stop inadvertent transmissions on the affected control frequency.

ATC contingencies

General

ATC contingencies related to communications, i.e. circumstances preventing a controller from communicating with aircraft under control, may be caused by either a failure of ground radio equipment, a failure of airborne equipment, or by the control frequency being inadvertently blocked by an aircraft transmitter. The duration of such events may be for prolonged periods and appropriate action to ensure that the safety of aircraft is not affected should therefore be taken immediately.

Ground Radio Failure

In the event of complete failure of the ground radio equipment used for ATC, the controller shall:

a) where aircraft are required to keep a listening watch on the emergency frequency 121.5 MHz, attempt to establish radio communications on that frequency;

b) without delay inform SEAHORSE APPROACH CONTROL OFFICE, as applicable, of the failure;

c) if practicable, request their assistance, in respect of aircraft which may establish communications with SEAHORSE APPROACH CONTROL OFFICE, in establishing separation between and maintaining control of such aircraft.

Read more Blocked Frequency Aircraft Transmitter Air Traffic Control

Fuel dumping

General

An aircraft in an emergency or other urgent situation may need to dump fuel so as to reduce to maximum landing mass in order to effect a safe landing.

When an aircraft operating within the vicinity of SHE aerodrome, needs to dump fuel, the flight crew shall advise AERODROME CONTROL TOWER. AERODROME CONTROL TOWER then request further instruction from SEAHORSE APPROACH CONTROL OFFICE for route to be flown, level to maintain etc.

ATC Contingencies

Radio communications contingencies

Interception of Civil Aircraft

As soon as AERODROME CONTROL TOWER learns that an aircraft is being intercepted in the vicinity of SHE aerodrome, it shall take such of the following steps as are appropriate in the circumstances:

a) attempt to establish two-way communication with the intercepted aircraft via any means available, including the emergency frequency 121.5 MHz, unless such communication already exists;

b) inform the pilot of the intercepted aircraft of the interception;

c) establish contact with the intercept control unit maintaining two-way communication with the intercepting aircraft and provide it with available information concerning the aircraft;

d) relay messages between the intercepting aircraft or the intercept control unit and the intercepted aircraft, as necessary;

e) in close coordination with the intercept control unit take all necessary steps to ensure the safety of the intercepted aircraft; and Fuel dumping

Other in-Flight Contingencies

Strayed or unidentified aircraft

Note 1.— The terms “strayed aircraft” and “unidentified aircraft” in this paragraph have the following meanings:

a. Strayed aircraft : An aircraft which has deviated significantly from its intended track or which reports that it is lost.

b. Unidentified aircraft : An aircraft which has been reported to beoperating in a given area but whose identity has not been established.

Note 2.— An aircraft may be considered, at the same time, as a “strayed aircraft” by one unit and as an “unidentified aircraft” by another unit.

Note 3.— A strayed or unidentified aircraft may be suspected as being the subject of unlawful interference.

1.21.5.1.1. As soon as AERODROME CONTROL TOWER becomes aware of a strayed aircraft, it shall take all necessary steps as outlined in 1.21.5.1.1. a) and b) to assist the aircraft and to safeguard its flight.

Note.— Navigational assistance by an air traffic services unit is particularly important if the unit becomes aware of an aircraft straying, or about to stray, into an area where there is a risk of interception or other hazard to its safety.

a) If the aircraft’s position is not known, AERODROME CONTROL TOWER shall:

1) attempt to establish two-way communication with the aircraft, unless such communication already exists;

2) use all available means to determine its position;

3) inform other ATS units into whose area the aircraft may have strayed or may stray, taking into account all the factors which may have affected the navigation of the aircraft in the circumstances;

4) inform, in accordance with locally agreed procedures, appropriate military units and provide them with pertinent flight plan and other data concerning the strayed aircraft;

5) request from the units referred to in 3) and 4) and from other aircraft in flight every assistance in establishing communication with the aircraft and determining its position.

Note.— The requirements in 4) and 5) apply also to ATS units informed in accordance with 3).

b) When the aircraft’s position is established, AERODROME CONTROL TOWER shall:

1) advise the aircraft of its position and corrective action to be taken; and

2) provide, as necessary, other ATS units and appropriate military units with relevant information concerning the strayed aircraft and any advice given to that aircraft.

As soon as AERODROME CONTROL TOWER becomes aware of an unidentified aircraft in the vicinity of SHE aerodrome, it shall endeavor to establish the identity of the aircraft whenever this is necessary for the provision of air traffic services or required by the appropriate military authorities in accordance with locally agreed procedures. To this end, the air traffic services unit shall take such of the following steps as are appropriate in the circumstances:

a) attempt to establish two-way communication with the aircraft;

b) inquire of other air traffic services units within the BTF CTA about the flight and request their assistance in establishing two-way communication with the aircraft;

c) inquire of BTF FIC about the flight and request their assistance in establishing two-way  communication with the aircraft;

d) attempt to obtain information from other aircraft in the area.

AERODROME CONTROL TOWER shall, as necessary, inform the appropriate military unit as soon as the identity of the aircraft has been established.

Note.— Requirements for coordination between military authorities and air traffic services are specified in CASR Part 170 paragraph 170.017.

Should AERODROME CONTROL TOWER consider that a strayed or unidentified aircraft may be the subject of unlawful interference, the appropriate authority designated by the State shall immediately be informed, in accordance with locally agreed procedures.

Procedure If the Aircraft has not Reported Within Thirty Minutes After Air Traffic Control

a) the estimated time of arrival furnished by the pilot;

b) the estimated time of arrival calculated by AERODROME CONTROL TOWER; or

c) the last acknowledged expected approach time,

            

whichever is latest, pertinent information concerning the aircraft shall be forwarded to aircraft operators, or their designated representatives, and pilots-in-command of any aircraft concerned and normal control resumed if they so desire. It is the responsibility of the aircraft operators, or their designated representatives, and pilots-in-command of aircraft to determine whether they will resume normal operations or take other action.

Air-ground Communication Failure Procedures

As soon as it is known that two-way communication has failed, action shall be taken to ascertain whether the aircraft is able to receive transmission from the AERODROME CONTROL TOWER unit or not.

If it apparent that there is no response from the pilot to ATC instruction but AERODROME CONTROL TOWER is still able to read any transmission from the pilot, it indicates that the aircraft is experiencing receiver failure. In this situation AERODROME CONTROL TOWER shall take the following actions :

a) clear other aircraft to avoid the route and/or altitude to be flown by aircraft experiencing radio receiver failure, as necessary;

b) when information is received from the aircraft experiencing radio receiver failure that it has passed any altitude/level, recall other aircraft which occupies the altitude/level to return to original route;

c) when information is received from the aircraft experiencing radio receiver failure that it has established visual contact, inform SEAHORSE APPROACH CONTROL OFFICE.

On the contrary, if there is no pilot transmission as well as pilot response to ATC instruction, it indicates that the aircraft is experiencing transmitter failure or total radio failure. In this situation, AERODROME CONTROL TOWER shall clear other aircraft to avoid the route and/or altitude to be flown by aircraft experiencing radio failure.

If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall be maintained between the aircraft having the communication failure and other aircraft by providing flight information.

As soon as it is known that two-way communication has failed, appropriate information describing the action taken by AERODROME CONTROL TOWER, or instructions justified by any emergency situation, shall be transmitted blind for the attention of the aircraft concerned, on the frequencies available on which the aircraft is believed to be listening, including the voice frequencies of available radio navigation or approach aids. Information shall also be given concerning meteorological conditions at suitable aerodromes.

Pertinent information shall be given to other aircraft in the vicinity of the presumed position of the aircraft experiencing the failure.

If circumstances indicate that a controlled flight experiencing a communication failure might proceed to (one of) the alternate aerodrome(s) specified in the filed flight plan, the ATS unit(s) serving

the alternate aerodrome(s) and any other ATS unit(s) that might be affected by a possible diversion shall be informed of the circumstances of the failure and requested to attempt to establish communication with the aircraft at a time when the aircraft could possibly be within communication range.

Bomb or Other Explosive threat or Warning

If you are in communication with an aircraft believed to be in bomb or other explosive threat or warning, take any necessary actions as follow :

a) report to the Supervisor/Senior Officer concerning the situation, then if there is positive indication that the aircraft is in such situation, notify Airport Manager, other ATS authorities, operator, designated security authority ;

b) take or bring the aircraft to the designated isolated parking area in accordance with local instructions;

c) if there is no designated isolated parking area, take or bring the aircraft as far away form other aircraft or installation as possible and, if appropriate, to vacate the runway;

Unlawful interference

If you are in communication with an aircraft believed to be subjected to unlawful interference, take any necessary actions as follow :

a) report to the Supervisor/Senior Officer concerning the situation, then if there is positive indication that the aircraft is in such situation, notify Airport Manager, other ATS authorities, operator, designated security authority ;

b) transmit and continue to transmit, information pertinent to the safe conduct of flight, without reply from the aircraft;

c) monitor and plot the progress of the flight;

d) after landing, bring the aircraft to the designated isolated parking area (IPA);

e) inform other aircraft with the existing situation;

f) inform and continue to keep informed, appropriate ATS units;

g) relay appropriate message associated with unlawful interference, between the aircraft and designated authorities.

Procedures Related To Emergencies, Communication

FAILURE AND CONTINGENCIES

Emergency procedures

When an emergency is declared by an aircraft, AERODROME CONTROL TOWER should take appropriate and relevant action as follows:

a) unless clearly stated by the flight crew or otherwise known, take all necessary steps to ascertain aircraft;

b) identification and type, the type of emergency, the intentions of the flight crew as well as the position and level of the aircraft;

c) decide upon the most appropriate type of assistance which can be rendered;

d) enlist the aid of any other ATS unit or other services which may be able to provide assistance to the aircraft;

e) provide the flight crew with any information requested as well as any additional relevant information, such as details on suitable aerodromes, minimum safe altitudes, weather information;

f) obtain from the operator or the flight crew such of the following information as may be relevant:  umber of persons on board, amount of fuel remaining, possible presence of hazardous materials and the nature thereof; and

g) notify the appropriate ATS units and authorities as specified in local instructions.

Changes of radio frequency should be avoided if possible and should normally be made only when or if an improved service can be provided to the aircraft concerned. Maneuvering instructions to an aircraft experiencing engine failure should be limited to a minimum. When appropriate, other aircraft operating in the vicinity of the aircraft in emergency should be advised of the circumstances.

An aircraft known or believed to be in state of emergency, including being subjected to unlawful interference or in aircraft bomb threat, shall be given priority over other aircraft.