5 PROCEDURES AND SIGNALS USED

• 5.1 Procedure for an Aircraft Requiring SAR Escort
  • 5.1.1 If the pilot of an aircraft, whilst flying over water or a sparsely inhabited area, has any reason to believe that the operating efficiency of the aircraft is impaired, the appropriate ATS unit should be notified so that the RCC is forewarned should the situation deteriorate. If, at this stage or later, the pilot considers it advisable, interception and escort by a SAR aircraft may be requested. Consideration should also be given to activating the aircraft ELT if ditching is likely.
  • 5.1.2 Disparity in speeds and normal altitudes between some aircraft and SAR aircraft may not permit continuous escort in the accepted sense. The SAR aircraft may turn back along the intended track of the aircraft requiring escort before the interception, so that the latter is catching up with the former. It is most important that radiotelephony (RTF) contact is established between the two aircraft as early as possible and maintained throughout the operation.
• 5.2 Procedures for a Pilot Observing a Distress Incident
  • 5.2.1 A pilot observing that either another aircraft or a surface craft is in distress, unless unable or in the circumstances of the case considers it unreasonable or unnecessary, must:
    • (a) keep the craft in distress in sight until no longer necessary or until no longer able to remain in the vicinity of the distressed craft;
    • (b) if position is not known with certainty, take such action as will facilitate the determination of it;
    • (c) report to the RCC or aeronautical station as much of the following information as possible:
      • (i) type of craft in distress, its identification and condition;
      • (ii) its position, expressed in geographical coordinates or in distance and true bearing from a distinctive landmark;
      • (iii) time of observation (in UTC);
      • (iv) number of persons observed;
      • (v) whether persons have been seen to abandon the craft in distress;
      • (vi) number of persons observed to be afloat; and
      • (vii) apparent physical condition of survivors.
    • (d) act as instructed by the RCC.
  • 5.2.2 If the pilot of the first aircraft to reach the place of the incident is unable to establish communication with an aeronautical station, that pilot should take charge of activities of all other aircraft that arrive until handing control over to the aircraft best able to provide communication.
• 5.3 Procedures for a Pilot Intercepting a Distress Message
  • 5.3.1 Whenever a distress message is intercepted on radio by a pilot of an aircraft, other than a search aircraft, the pilot is required to:
    • (a) if possible take a bearing on the transmission;
    • (b) listen out and if no acknowledgement is heard, acknowledge receipt and relay the message to the appropriate aeronautical station by any means available;
    • (c) if necessary, exercise control of communications until the aeronautical station is able to take control;
    • (d) plot the position of the craft in distress if given; and
    • (e) at the pilot's discretion, while awaiting instructions, proceed to the position given in the distress message.
• 5.4 Non-radio Distress and Urgency Signals
  • 5.4.1 In a distress situation, if radio is not available, any of the following distress signals may be used as an alternate means of obtaining assistance:
    • (a) rockets or shells throwing red lights, fired one at a time or at short intervals; and/or
    • (b) a parachute flare showing a red light; and/or
    • (c) activate an emergency locator beacon.
  • 5.4.2 In an urgency situation, if radio is not available, the following urgency signals may be used as an alternative:
    • (a) a succession of green pyrotechnic lights;
    • (b) a succession of green flashes with signal apparatus.
  • 5.4.3 In addition to the above, the following signals used either together or separately, mean that the pilot of an aircraft wishes to notify difficulties which compel it to land without requiring immediate assistance:
    • (a) the repeated switching on and off of the landing lights;
    • (b) the repeated switching on and off of the navigation lights;
    • (c) a succession of white pyrotechnic lights.
  • 5.4.4 If a forced landing has been made, every effort should be made to attract attention using the "Ground­Air visual signal code".
• 5.5 Procedure for Directing a Surface Craft to a Distress Incident
  • 5.5.1 When it is necessary for a pilot to direct a surface craft to the place where an aircraft or surface craft is in distress, the pilot should do so by transmitting precise instructions by any means available. If such precise instructions cannot be transmitted, they should be given by carrying out the following procedure:
    • (a) circle the surface craft at least once;
    • (b) cross the projected course of the surface craft close ahead at low altitude:
      • (i) rocking the aircraft; or
      • (ii) opening and closing the throttle; or
      • (iii) changing the propeller pitch.
    • (c) then heading in the direction in which the surface craft is to be directed and
    • (d) repeat these procedures until the surface craft acknowledges.
  • 5.5.2 Because of the high noise levels on board surface craft the sound of changes in throttle settings and propeller pitch may be less effective than rocking the aircraft, and are regarded as an alternative means of attracting attention.
  • 5.5.3 Current maritime signalling procedures are:
    • (a) for acknowledging receipt of signals:
      • (i) hoisting of the "Code pennant" (vertical red and white stripes) close up (meaning understood);
      • (ii) flashing a succession of morse code "T"s (T -) by signal lamp;
      • (iii) changing of heading.
    • (b) for indicating inability to comply:
      • (i) hoisting of the international flag "N" (blue/white checks, 16 squares);
      • (ii) flashing a succession of morse code "N"s (N -S) by signal lamp.
• 5.6 Procedure to Signify that Assistance from a Surface Craft is no Longer Required
  • 5.6.1 When assistance of a surface craft is no longer required an aircraft should cross the wake of the surface craft close astern at low altitude:
    • (a) rocking the aircraft; or
    • (b) opening and closing the throttle; or
    • (c) changing the propeller pitch.
  • 5.6.2 As noted previously, because of the high noise levels on board surface craft, rocking the aircraft may be more effective than changing throttle settings or propeller pitch in attracting attention.
• 5.7 Long-distance Telephone Calls -- Emergencies
  • 5.7.1 Within New Zealand, telephone calls in cases of extreme emergency should be made using the "111" system. In cases where a telephone company or Defence telephone operator is involved, the priority "FLASH" may be used. This priority is only to be used in cases of extreme operational urgency when safety of life is involved e.g. aircraft in distress, aircraft crash, forest fire, etc.
• 5.8 Ground-Air Emergency Visual Signalling Code
  • 5.8.1 The standard ground-to-air visual emergency signalling code and the standard visual signalling code for communication from ground search parties to search aircraft are detailed in Table GEN 3.6-2.
  • 5.8.2 Symbols should be formed by using strips of fabric, parachute material, pieces of wood, stones or any other available material, taking the following into account:
    • (a) Make symbols not less than 2.5 m high (larger if possible) and exactly as depicted.
    • (b) Provide maximum colour contrast.
    • (c) When ground is covered with snow, signals can be made by digging, shovelling, or trampling the snow. From the air the symbols will appear to be black.
  • 5.8.3 Endeavour to attract attention by other available means such as:
    • (a) radio, signal light, flares, heliograph, smoke or flames;
    • (b) a signal consisting of a square flag with above or below it a ball or anything resembling a ball;
    • (c) the two flag signal corresponding to the letters NC of the international Code of Signals
      • N -- blue/white checks, 16 squares;
      • C -- blue/white/red/white/blue horizontal bars; and
    • (d) sea marker dye.
• 5.9 Aid to Aircraft in Detecting Distressed Small Craft
  • 5.9.1 To aid aircraft in detecting small craft in distress, such craft are advised to carry a 1.8 m x 1.2 m, or larger, fluorescent sheet for use in an emergency. These sheets should be coloured orange/red and bear a black letter "V" not less than 750 mm high. Although use of these sheets is not yet accepted internationally, the letter "V" in the international code has the meaning "I require assistance". Therefore, pilots observing such a signal displayed in a prominent position on a small craft should interpret it as a distress signal and act accordingly.
• 5.10 Acknowledgement by Search Aircraft
  • 5.10.1 The following signals by aircraft mean that the ground signals have been understood:
    • (a) during the hours of daylight -- rocking the aircraft;
    • (b) during the hours of darkness -- flashing on and off twice the aircraft landing lights, or, if not so equipped, switching on and off twice the navigation lights.
  • 5.10.2 Lack of the above signal means that the ground signal is not understood.