Declaring an emergency

Emergency-emergence(y). This is the sudden manifestation from somewhere unknown of some previously unknown phenomenon (from the Greekphainesthai, to "shine forth"). This is the reappearance of the eternal dragon, from its eternal cavern, from its now-disrupted slumber. This is the underworld, with its monsters rising from the depths. How do we prepare for an emergency, when we do not know what has emerged, or from where? How do we prepare for catastrophe, when we do not know what to expect, or how to act? We turn from our minds, so to speak-too slow, too ponderous-to our bodies. Our bodies react much faster than our minds.

Source: Peterson, p. 268

The following signals, used either together or separately, mean that grave and imminent danger threatens, and immediate assistance is requested:

1. a signal made by radiotelegraphy or by any other signalling method consisting of the group SOS (...———... in the Morse Code);
2. a radiotelephony distress signal consisting of the spoken word MAYDAY;
3. a distress message sent via data link which transmits the intent of the word MAYDAY;
4. rockets or shells throwing red lights, fired one at a time at short intervals;
5. a parachute flare showing a red light.

Source: ICAO Annex 2, App 1, ¶1.1

The following signals, used either together or separately, mean that an aircraft has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some person on board or within sight:

1. a signal made by radiotelegraphy or by any other signalling method consisting of the group XXX;
2. a radiotelephony urgency signal consisting of the spoken words PAN, PAN;
3. an urgency message sent via data link which transmits the intent of the words PAN, PAN.

Source: ICAO Annex 2, App 1, ¶1.2.2

• EMERGENCY− A distress or an urgency condition.

Source: Pilot/Controller Glossary

• An emergency can be either a DISTRESS or URGENCY condition, as defined in the Pilot/Controller Glossary.

NOTE − A pilot who encounters a DISTRESS condition may declare an emergency by beginning the initial communication with the word MAYDAY, preferably repeated three times. For an URGENCY condition, the word PAN-PAN may be used in the same manner.

• If the words MAYDAY or PAN-PAN are not used, and there is doubt that a situation constitutes an emergency or potential emergency, handle it as though it is an emergency.
• Consider an aircraft emergency exists and inform the appropriate control facility when . . . an emergency is declared by any of the following:
• The pilot.
• Facility personnel.
• Officials responsible for the operation of the aircraft.

Source: Air Traffic Organization Policy, ¶5-1-1.

Start assistance as soon as enough information has been obtained upon which to act. Information requirements will vary, depending on the existing situation. Minimum required information for inflight emergencies is:

1. Aircraft identification and type.
2. Nature of the emergency.
3. Pilot’s desires.

Source: FAA Order J7110.65V, §2, ¶10-2-1.a.1.

After initiating action, obtain the following items or any other pertinent information from the pilot or aircraft operator, as necessary:

1. Aircraft altitude.
2. Fuel remaining in time.
3. Pilot reported weather.
4. Pilot capability for IFR flight.
5. Time and place of last known position.
6. Heading since last known position.
7. Airspeed.
8. Navigation equipment capability.
9. NAVAID signals received.
10. Visible landmarks.
11. Aircraft color.
12. Number of people on board.
13. Point of departure and destination.
14. Emergency equipment on board.

Source: FAA Order J7110.65V, §2, ¶10-2-1.b.

Although 121.5 MHz and 243.0 MHz are emergency frequencies, it might be best to keep the aircraft on the initial contact frequency. Change frequencies only when there is a valid reason.

Source: FAA Order J7110.65V, §2, ¶10-2-2

Consider the following factors when recommending an emergency airport:

1. Remaining fuel in relation to airport distances.
2. Weather conditions.

NOTE−Depending on the nature of the emergency, certain weather phenomena may deserve weighted consideration when recommending an airport; e.g., a pilot may elect to fly farther to land at an airport with VFR instead of IFR conditions.

3. Airport conditions.
4. NAVAID status.

Source: FAA Order J7110.65V, §2, ¶10-2-15.a.

1. The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.
2. In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.
3. Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator.

Source: 14 CFR 91.3

1. Advise ATC of your minimum fuel status when your fuel supply has reached a state where, upon reaching destination, you cannot accept any undue delay.
2. Be aware this is not an emergency situation, but merely an advisory that indicates an emergency situation is possible should any undue delay occur.
3. On initial contact the term “minimum fuel” should be used after stating call sign.

EXAMPLE−Salt Lake Approach, United 621, “minimum fuel.”

4. Be aware a minimum fuel advisory does not imply a need for traffic priority.

Source: Aeronautical Information Manual, ¶ 5-5-15

1. The pilot−in−command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft. In an emergency requiring immediate action, the pilot−in−command may deviate from any rule in 14 CFR Part 91, Subpart A, General, and Subpart B, Flight Rules, to the extent required to meet that emergency.
2. If the emergency authority of 14 CFR Section 91.3(b) is used to deviate from the provisions of an ATC clearance, the pilot−in−command must notify ATC as soon as possible and obtain an amended clearance.

Source: Aeronautical Information Manual, ¶ 6-1-1, Pilot Responsibility and Authority

1. An emergency can be either a distress or urgency condition as defined in the Pilot/Controller Glossary. Pilots do not hesitate to declare an emergency when they are faced with distress conditions such as fire, mechanical failure, or structural damage. However, some are reluctant to report an urgency condition when they encounter situations which may not be immediately perilous, but are potentially catastrophic. An aircraft is in at least an urgency condition the moment the pilot becomes doubtful about position, fuel endurance weather, or any other condition that could adversely affect flight safety. This is the time to ask for help, not after the situation has developed into a distress condition.
2. Pilots who become apprehensive for their safety for any reason should request assistance immediately. Ready and willing help is available in the form of radio, radar, direction finding stations and other aircraft. Delay has caused accidents and cost lives. Safety is not a luxury! Take action!

Source: Aeronautical Information Manual, ¶ 6-1-2, Emergency Condition- Request Assistance Immediately

• EMERGENCY− A distress or an urgency condition.
• MINIMUM FUEL− Indicates that an aircraft’s fuel supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur.
• If the remaining usable fuel supply suggests the need for traffic priority to ensure a safe landing, you should declare an emergency due to low fuel and report fuel remaining in minutes.

Source: Pilot/Controller Glossary

• If an aircraft declares a state of "minimum fuel," inform any facility to whom control jurisdiction is transferred of the minimum fuel problem and be alert for any occurrence which might delay the aircraft en route.

NOTE − Use of the term "minimum fuel" indicates recognition by a pilot that the fuel supply has reached a state whereupon reaching destination, any undue delay cannot be accepted. This is not an emergency situation but merely an advisory that indicates an emergency situation is possible should any undue delay occur. A minimum fuel advisory does not imply a need for traffic priority. Common sense and good judgment will determine the extent of assistance to be given in minimum fuel situations. If, at any time, the remaining usable fuel supply suggests the need for traffic priority to ensure a safe landing, the pilot should declare an emergency and report fuel remaining in minutes.

Source: Air Traffic Organization Policy, ¶5-2-14.

• There were two reasons why a fighter pilot hated to declare an emergency. First, it triggered a complex and very public chain of events at the field: all other incoming flights were held up, including many of one's comrades who were probably low of fuel; the fire trucks came trundling out to the runway like yellow toys (as seen from way up there), the better to illustrate one's hapless state; and the bureaucracy began to crank up the paper monster for the investigation that always followed. And second, to declare an emergency, one first had to reach that conclusion in his own mind, which to the young pilot was the same as saying, "A minute ago I still had it — now I need your help!" To have a bunch of fighter pilots up in the air thinking this way used to drive flight controllers crazy. They would see a ship beginning to drift off the radar, and they couldn't rouse the pilot on the microphone for anything other than a few meaningless mumbles, and they would know he was probably out there with engine failure at a low altitude, trying to reignite by lowering his auxiliary righ, which had a little propeller that was supposed to spin in the slipstream like a child's pinwheel.
• "Whiskey Kilo Two Eight, do you want to declare an emergency?"
• This would rouse him! — to say: "Negative, negative, Whiskey Kilo Two Eight is not declaring an emergency."
• Kaboom. Believers in the right stuff would rather crash and burn.

Source: Wolf, p. 32

Investigators have disclosed that a diverted Air Canada Boeing 787-9's crew had to declare a Mayday four times over a low-fuel situation before being given approach clearance to Hyderabad.

The aircraft had originally been bound for Mumbai but was shuttled between alternate airports owing to capacity problems.

Transportation Safety Board of Canada states in a bulletin that it is "in contact" with India's accident investigation authority over the 19 September incident.

The aircraft (C-FGEI), which departed Toronto on 18 September, had been operating AC46 to Mumbai with 177 passengers and 14 crew members.

But Mumbai air traffic controllers cancelled the approach after a runway excursion involving another aircraft. The bulletin does not specifically identify this incident, but a SpiceJet Boeing 737-800 suffered an excursion shortly before the 787's arrival.

The Canadian bulletin says the 787 entered a hold for 1h but its crew then opted to divert to their alternate.

It does not identify the alternate but states that air traffic control informed the crew that they could not be accommodated owing to reaching maximum capacity.

The crew then chose to divert a second time to Hyderabad, after consulting with the carrier's operations centre, only to be informed by air traffic control en route that Hyderabad had already reached maximum capacity and could not handle the flight.

According to the bulletin Air Canada informed investigators that air traffic control "continued trying to divert the flight or attempted to place it in another hold", adding that the crew had to declare a Mayday over the aircraft's low-fuel situation four times before being cleared for a straight-in approach to Hyderabad's runway 09L.

Flight AC46, which has a scheduled duration of around 14h 30min, had been operating for around 17h at the time of arrival. The aircraft landed safely.