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SAR - 4.0 AIRCRAFT EMERGENCY ASSISTANCE

4.1 Declaring an Emergency

An emergency condition is classified in accordance with the degree of danger or hazard being experienced, as follows:

Distress: A condition of being threatened by serious and/or imminent danger and requiring immediate assistance.

Urgency: A condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, which does not require immediate assistance.

The radiotelephone distress signal MAYDAY and the radiotelephone urgency signal PAN PAN must be used at the commencement of the first distress and urgency communication, respectively, and, if considered necessary, at the commencement of any subsequent communication.

4.2 Action by the Pilot During Emergency Conditions

Pilots should:

a) precede the distress or urgency message by the appropriate radiotelephone distress signal, preferably spoken 3 times;

b) transmit on the air-to-ground frequency in use at the time;

c) Include in the distress or urgency message as many as possible of the following elements:

(i) the name of the station addressed (time and circumstances permitting),

(ii) the identification of the aircraft,

(iii) the nature of the distress or urgency condition,

(iv) the intention of the person in command, and

(v) the present position, altitude or flight level, and heading.

NOTES 1: The above procedures do not preclude the possibility of the following courses of action:

  • the pilot making use of any available frequency, or of broadcasting the message;
  • the pilot using any means at his/her disposal to attract attention and make known
    his/her conditions;
  • any person taking any means at his/her disposal to assist the emergency aircraft.

2: The station addressed will normally be that station communicating with the aircraft.

International emergency frequencies are 121.5 and 243.0 MHz. In Canada, 126.7 MHz should, whenever practicable, be continuously monitored in uncontrolled airspace. When aircraft are equipped with dual VHF equipment, it is strongly suggested that frequency 121.5 MHz be monitored at all times.

3: 121.5 MHz may also be used to establish communications when the aircraft is not equipped with the published frequencies or when equipment failure precludes the use of normal channels. See COM 5.11 for communicating with ATS on 121.5 MHz.

 

4.3 VHF Direction-Finding Assistance

The VHF direction-finding (VDF) system is covered in COM 3.10. VDF operating instructions are outlined in  RAC 1.6.

4.4 Transponder Alerting

If unable to establish communication immediately with an ATC unit, a pilot wishing to alert ATC to an emergency situation should adjust the transponder to reply on Mode A/3, Code 7700. Thereafter, communication with ATC should be established as soon as possible.

In the event of a communication failure, the transponder should be adjusted to reply on Mode A/3, Code 7600, to alert ATC to the situation. This action does not relieve the pilot of the requirement to comply with CAR 602.137, Two-way Radiocommunication Failure in IFR Flight.

In the event of unlawful interference (hijack), the transponder should be adjusted to reply to Mode A/3, Code 7500, to alert ATC to the situation (see RAC 1.9.8).

4.5 Radar Alerting Manoeuvres

RAC 1.5.7 describes the radar assistance that is available through Canadian Forces facilities; however, when lost or in distress and unable to make radio contact, a pilot should attempt to alert all available radar systems as follows:

  1. squawk transponder code 7700 (emergency code);
  2. monitor emergency frequencies;
  3. fly two triangular patterns as depicted, resume course and repeat at five-minute intervals.

Radar Alerting Manoeuvres

Since the greater the altitude of the aircraft, the better its chance of being detected, low-flying aircraft should attempt to climb. Also, if flying in limited visibility or at night, landing lights and navigation lights should be turned on to make it easier to be sighted.

Once radar contact is established, and if it is possible to do so, a rescue aircraft will be dispatched to intercept. Upon successful interception, the intercepter and distressed aircraft should attempt radio contact. If this is not possible, use the visual interception signals (see SAR 4.7). If, in a particular case, it is not possible for the Canadian Forces to send out an intercepting aircraft, flying of the triangular pattern will serve to position the distressed aircraft and thus narrow any search area.

Figure 4.1 – Canadian Radar Coverage Provided by NAV CANADA and DND

Canadian Radar Coverage Provided by NAV CANADA and DND

NOTE: The opportunity for an aircraft to be detected by radar, increases with altitude.

The map shows the area of radar coverage in Canada provided by both DND and NAV CANADA installations. Pilots should be aware that if they are flying in an area outside of radar coverage, flying a triangular pattern for alerting purposes would not be a valid manoeuvre.

 

4.6 Emergency Radio Frequency Capability

Where an aircraft is required by the laws of Canada to install two-way VHF radio communication equipment, no person shall operate that aircraft unless the radio communication equipment is capable of providing communication on VHF aeronautical emergency frequency 121.5 MHz.

A person operating an aircraft within a sparsely settled area, or a Canadian aircraft over water at a horizontal distance of more than 50 NM from the nearest shoreline, should monitor continuously the VHF aeronautical emergency frequency 121.5 MHz unless:

  1. that person is carrying out communications on other VHF aeronautical frequencies; or
  2. aircraft electronic equipment limitations or essential cockpit duties do not permit simultaneous monitoring of the two VHF aeronautical frequencies.

4.7 Interception Procedures (CAR 602.144)

(1) No person shall give an interception signal or an instruction to land except

  1. a peace officer, an officer of a police authority or an officer of the Canadian Forces acting within the scope of their duties; or
  2. a person authorized to do so by the Minister pursuant to subsection (2).

(2) The Minister may authorize a person to give an interception signal or an instruction to land if such authorization is in the public interest and is not likely to affect aviation safety.

(3) The pilot-in-command of an aircraft who receives an instruction to land from a person referred to in subsection (1) shall, subject to any direction received from an air traffic control unit, comply with the instruction.

(4) The pilot-in-command of an intercepting aircraft and the pilot-in command of an intercepted aircraft shall comply with the rules of interception set out in the Canada Flight Supplement and repeated below.

SCHEDULE I

PROCEDURES TO BE FOLLOWED IN THE EVENT OF INTERCEPTION

The pilot-in-command of an aircraft intercepted by another aircraft shall immediately:

  1. follow the radio and visual instructions given by the intercepting aircraft, interpreting and responding to visual Signals in accordance with Schedule II;
  2. if possible, advise the appropriate air traffic services unit of the interception;
  3. attempt to establish radio communication with the intercepting aircraft by making a general call on aeronautical emergency frequency 121.5 MHz and, if practicable, on emergency frequency 243.0 MHz, giving the identity and position of the aircraft and the nature of the flight; and
  4. if equipped with a transponder, select Mode A Code 7700 unless otherwise instructed by the appropriate air traffic services unit.

Where any instructions received by radio from any source conflict with visual Signals received from the intercepting aircraft, the operator of the intercepted aircraft shall request immediate clarification from the intercepting aircraft or the appropriate air traffic services unit controlling the intercepting aircraft, while continuing to comply with the visual instructions received from the intercepting aircraft.

Where any instructions received by radio from any source conflict with those received by radio from the intercepting aircraft, the pilot-in-command of the intercepted aircraft shall request immediate clarification while continuing to comply with the radio instructions received from the intercepting aircraft.

 

SCHEDULE II

VISUAL SIGNALS FOR USE IN THE EVENT OF INTERCEPTION
Signals Initiated by Intercepting Aircraft and Response by Intercepted Aircraft

Series Intercepted Aircraft Signal Meaning Intercepting Aircraft Response Meaning
1. DAY-Rocking wings from a position in front and, normally, to the left of the intercepted aircraft, and after acknowledgement, a slow level turn, normally to the left, on to the
desired heading.

NIGHT-Same, and in addition, flashing navigational lights at irregular intervals.

DAY or NIGHT- Meteorological conditions or terrain may require the intercepting aircraft to take up a position in front and to the right of the intercepted aircraft, and to make the subsequent turn to the right.

If the intercepted aircraft is not able to keep pace with the intercepting aircraft, the latter is expected to fly a series of racetrack patterns and to rock its wings each time it passes the intercepted aircraft.

DAY or NIGHT-Flares dispensed in immediate vicinity. 		You have been intercepted. Follow me. AEROPLANES:
DAY-Rocking wings and following.

NIGHT-Same, and in addition, flashing navigational lights at irregular intervals.

HELICOPTERS:
DAY or NIGHT-Rocking aircraft, flashing navigational lights at irregular intervals, and following. Same as above. 		Understood; will comply.
2. DAY or NIGHT-An abrupt breakaway manoeuvre from the intercepted aircraft, consisting of a climbing turn of 90 degrees or more, without crossing the line of flight of the intercepted aircraft. You may proceed. AEROPLANES:
DAY or NIGHT-Rocking wings.

HELICOPTERS:
DAY or NIGHT-Rocking aircraft. 		Understood; will comply.
3. DAY-Circling aerodrome, lowering landing gear, and overflying runway in direction of landing or, if the intercepted aircraft is a helicopter, overflying the helicopter landing area.

NIGHT-Same, and in addition, showing steady landing lights. 		Land at this aerodrome. AEROPLANES:
DAY-Lowering landing gear, following the intercepting aircraft, and if, after overflying the runway, landing is considered safe, proceeding to land.

NIGHT-Same, and in addition, showing steady landing lights
(if carried).

HELICOPTERS:
DAY or NIGHT- Following the intercepting aircraft and proceeding to land, showing a steady landing light (if carried). 		Understood; will comply.

Signals Initiated by Intercepted Aircraft and Response by Intercepting Aircraft

Series Intercepted Aircraft Signal Meaning Intercepting Aircraft Response Meaning
1. AEROPLANES:
DAY - Raising landing gear while passing over landing runway at a height exceeding 300 m (1,000 feet) but not exceeding 600 m (2,000 feet) above AAE, and continuing to circle the aerodrome. 		Aerodrome you have designated is inadequate. DAY or NIGHT - If it is desired that the intercepted aircraft follow the intercepting aircraft to an alternate aerodrome, the intercepting aircraft raises its landing gear and uses the Series 1 signals prescribed for intercepting aircraft. Understood, follow me.
NIGHT - Flashing landing lights while passing over landing runway at a height exceeding 300 m (1,000 feet) but not exceeding 600 m (2,000 feet) AAE, and continuing to circle the aerodrome. If unable to flash landing lights, flash any other lights available. If it is decided to release the intercepted aircraft, the intercepting aircraft uses the Series 2 signals prescribed for intercepting aircraft. Understood, you may proceed.
2. AEROPLANES:
DAY or NIGHT - Regular switching on and off of all available lights but in such a manner as to be distinct from
flashing lights. 		Cannot comply. DAY or NIGHT - An abrupt breakaway manoeuvre from the intercepted aircraft consisting of a climbing turn of 90° or more without crossing the line of flight of the intercepted aircraft. Understood.
3. AEROPLANES:
DAY or NIGHT - Irregular flashing of all available lights. HELICOPTERS: DAY or NIGHT - Irregular flashing of all available lights. 		In distress. DAY or NIGHT - An abrupt breakaway manoeuvre from the intercepted aircraft consisting of a climbing turn of 90° or more without crossing the line of flight of the intercepted aircraft. Understood.
 

4.8 Downed Aircraft Procedures

4.8.1 Ground-to-Air Signals

Even if no ELT or distress signal has been received, a visual search will commence at the time indicated in the flight plan or flight itinerary. The search will typically extend up to 15 NM on either side of the flight-planned route, starting from the aircraft’s last known position and concluding just beyond its destination. In mountainous regions, the search area will be defined to best suit the terrain and route of flight.

Some searches may last at least 24 hr before rescue is accomplished. Make the accident site as conspicuous as possible. Searchers will be looking for anything out of the ordinary, and their eyes will be drawn to any unnatural feature on the ground. The aircraft has the best chance of being spotted if large portions of its wings and tail are painted in vivid colours. Keep the aircraft cleared of snow.

As soon as possible after landing, and with due concern for spilled fuel or vapours, build a campfire. Collect a large pile of green material (e.g. tree boughs, fresh leaves, grasses) to quickly place on the fire, should an aircraft be seen or heard. Three signal fires forming a triangle is the standard distress signal, but even one large smoky fire should attract the attention of searchers.

One of the best high-visibility items now available on the market is a cloth panel of brilliant fluorescent colour, often referred to as a “conspicuity panel.” It is staked to the ground during the day and used as a highly effective ground signal. It can also be used as a lean-to shelter and can supply some warmth as a blanket. Other means of attracting attention are reflecting sunlight using signal mirrors or shiny pieces of metal during daylight; or using flashlights, headlamps, strobes, or even camera flashes during hours of darkness.

The following symbols are to be used to communicate with aircraft when an emergency exists. Symbols 1 to 5 are internationally accepted; 6 to 9 are for use in Canada only.

No. MESSAGE CORE SYMBOL
1. REQUIRE ASSISTANCE V
2. REQUIRE MEDICAL ASSISTANCE X
3. NO or NEGATIVE N
4. YES or AFFIRMATIVE Y
5. PROCEEDING IN THE DIRECTION arrow
6. ALL IS WELL LL
7. REQUIRE FOOD AND WATER F
8. REQUIRE FUEL AND OIL L
9. NEED REPAIRS W

NOTE: Use strips of fabric or parachutes, pieces of wood, stones or any other available material to make the symbols.

Endeavour to provide as big a colour contrast as possible between the material used for the symbols and the background against which the symbols are exposed.

Symbols should be at least 8 ft in length or longer, if possible. Care should be taken to lay out symbols exactly as depicted to avoid confusion with other symbols.

A space of 10 ft should separate the elements of symbol 6.

4.8.2 Survival

Ability to assist the search can depend on the success of survival efforts. The emergency equipment detailed in CARs 602.61, 602.62 and 602.63 emphasizes being prepared for the geographical location and anticipated seasonal climatic variations.

If the aircraft lands in an uninhabited area, stay near the aircraft; the search is to locate the aircraft. Past experience has demonstrated that persons with a knowledge of survival techniques have saved their own and others’ lives. Similarly, survivors invariably comment that a better knowledge of how to stay alive would have been invaluable.

There are several good books on survival skills widely available from bookstores and through the Internet.

The Emergency section of the CFS contains procedures to follow when sighting a downed aircraft, a ship in distress or when receiving an ELT signal.

 

4.9 Canada Shipping Act, 2001 (2001, C. 26) Extract — Part 5, Sections 130–133

SEARCH AND RESCUE

Designation of rescue coordinators

130. (1) The Minister may designate persons as rescue coordinators to organize search and rescue operations.

Power of rescue coordinators

(2) On being informed that a person, a vessel or an aircraft is in distress or is missing in Canadian waters or on the high seasoff any of the coasts of Canada under circumstances that indicate that they may be in distress, a rescue coordinator may

  1. direct all vessels within an area that the rescue coordinator specifies to report their positions;
  2. direct any vessel to take part in a search for that person, vessel or aircraft or to otherwise render assistance;
  3. give any other directions that the rescue coordinator considers necessary to carry out search and rescue operations for that person, vessel or aircraft; and
  4. use any lands if it is necessary to do so for the purpose of saving the life of a shipwrecked person.

Duty to comply

(3) Every vessel or person on board a vessel in Canadian waters and every vessel or person on board a vessel in any waters that has a master who is a qualified person shall comply with a direction given to it or them under subsection (2).

Answering distress signal

131. (1) Subject to this section, the master of a vessel in Canadian waters and every qualified person who is the master of a vessel in any waters, on receiving a signal from any source that a person, a vessel or an aircraft is in distress, shall proceed with all speed to render assistance and shall, if possible, inform the persons in distress or the sender of the signal.

Distress signal-no assistance

(2) If the master is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to the assistance of a person, a vessel or an aircraft in distress, the master is not required to proceed to their assistance and is to enter the reason in the official log book of the vessel.

Ships requisitioned

(3) The master of any vessel in distress may requisition one or more of any vessels that answer the distress call to render assistance. The master of a requisitioned vessel in Canadian waters and every qualified person who is the master of a requisitioned vessel in any waters shall continue to proceed with all speed to render assistance to the vessel in distress.

Release from obligation

(4) The master of a vessel shall be released from the obligation imposed by subsection (1) when the master learns that another vessel is complying with a requisition referred to in subsection (3).

Further release

(5) The master of a vessel shall be released from an obligation imposed by subsection (1) or (3) if the master is informed by the persons in distress or by the master of another vessel that has reached those persons that assistance is no longer necessary.

Assistance

132. The master of a vessel in Canadian waters and every qualified person who is the master of a vessel in any waters shall render assistance to every person who is found at sea and in danger of being lost.

Aircraft treated as if vessel

133. Sections 130 to 132 apply in respect of aircraft on or over Canadian waters as they apply in respect of vessels in Canadian waters, with any modifications that the circumstances require.

Date modified:
2012-03-29