37 Operational Emergency and Abnormal Procedures

Operational Emergency and Abnormal Procedures
Operational emergency and abnormal procedure | 16/12/14
Page : 1
Operational emergency and abnormal situations
Emergency situation ICAO definition

"A condition of being threatened by serious and/or imminent danger and of
requiring immediate assistance.
Such a situation is encountered when aircraft safety is directly concerned. It
includes emergency manoeuvers, fires, smokes, and needs immediate
assistance.
Page : 2
An emergency situation is one in which the safety of the

aircraft or of persons on board for below reason.
An abnormal situation is one in which it is no longer possible to continue the

flight using normal procedures but the safety of the aircraft or persons on board
or on the ground is not in danger.
Emergency or abnormal situations may develop as a result of one or more
factors within or outside an aircraft, for example:
Fire on board of aircraft;
Aircraft component failure or malfunction (e.g. engine failure, landing gear
malfunction or loss of pressurization);
shortage of fuel (or other essential consumable substance);
Flight crew uncertain of position;
Worsening weather;
Pilot incapacitation (e.g. as a result of illness);
Aircraft damage (e.g. as a result of collision, bird strike or extreme weather;
Illegal activity (e.g. bomb-threat, wilful damage or hi-jacking).
Page : 3
The Challenge
Emergency and abnormal situations represent unique challenges in air carrier

operations.
Emergency and abnormal situations:
are often time critical, complex, and/or ambiguous
are high stress, high workload, and a great deal is at stake
require exceptionally high levels of coordination inside and outside of the airplane
Economic and Regulatory Pressures
Emergency and abnormal procedures:
are generally focused on aircraft systems rather than on the situation as a whole
are practiced seldom (twice a year or less) and used rarely
are often highly dependent on fragile cognitive processes
when needed, are crucial and must be performed correctly
Page : 4
Introduction and Overview of Operational emergency

and abnormal procedure.
Emergency and abnormal situations represent unique challenges in air carrier

operations. They are often time critical and complex, and the nature of the
underlying problem is sometimes ambiguous. Almost by definition they involve
high stress and high workload conditions that require exceptionally high levels
of coordination inside and outside of the airplane. Executing emergency and
abnormal procedures depends on cognitive processes that are fragile under
the combination of high workload, time pressure, and stress. Some
procedures are confusing or difficult to complete, and many procedures focus
on responding to malfunctioning aircraft systems rather than guiding crews to
manage the situation as a whole. Although these procedures must be
executed correctly and efficiently when needed in line operations, crews
have infrequent opportunity to practice them.
Page : 5
Introduction and Overview of Operational emergency and

abnormal procedure.
The aviation industry lacks substantive human performance guidelines for

designing, validating, certifying, and training procedures for emergency and
abnormal situations. It is tremendously challenging to design procedures that
are robust in the face of real-world ambiguities, workload demands, and time
constraints and that are well matched to human cognitive processes and
limitations.
Pilot initial and recurrent training currently provides limited opportunity to
practice emergency and abnormal procedures in the context of real-word
demands (e.g., coordinating with ATC, dispatch, maintenance, and cabin
crew; avoiding other traffic; responding to emergencies in deteriorating
weather conditions).
Page : 6
Handling Emergency or Abnormal Situations
Airlines shall provide operations staff and flight crew with an aircraft operating
manual, for each aircraft type operated, containing the normal, abnormal and
emergency procedures relating to the operation of the aircraft. The manual shall
include details of the aircraft systems and of the emergency or abnormal checklist
(EAC) to be used. The design of the manual shall observe Human Factors principles.
(ICAO Annex 6 Part I: Operation of Aircraft, Chapter 6 Para 6.1.3)
Airlines shall establish and maintain a ground and flight training program, approved
by the State of the Operator, which ensures that all flight crew members are
adequately trained to perform their assigned duties.
The training program shall include proper flight crew coordination and training in all
types of emergency or abnormal situations or procedures caused by power plant,
airframe or systems malfunctions, fire or other abnormalities. The training for each
flight crew member,
Page : 7
Handling Emergency or Abnormal Situations
particularly that relating to abnormal or emergency procedures, shall ensure that all
flight crew members know the functions for which they are responsible and the
relation of these functions to the functions of other crew members. The training
program shall be given on a recurrent basis, as determined by the State of the
Operator. (ICAO Annex 6 Part I: Operation of Aircraft, Chapter 9 Para 9.3.1)
In practice, immediate actions in response to certain emergency or abnormal
situations (e.g. fire, engine failure or loss of pressurization) are carried out from
memory; action taken is then confirmed by reference to the EAC, which also contains
subsequent action and considerations.
For ease of use, the Emergency Abnormal Checklist is normally contained in a
separate volume from the Operations Manual, which may be referred to as the Quick
Reference Handbook (QRH).
Page : 8
Emergency or Abnormal Situation, Description
An emergency or abnormal situation may result in it being impossible to continue

the flight to destination as planned, resulting in one or more of the following
outcomes:
Loss of altitude;
Diversion to a nearby aerodrome;
Forced landing.
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Drift Down Depresurization Procedure
Page : 10
Driftdown Definition and Description
Drift Down is a maximum thrust/minimum rate descent initiated by the flight

crew following an engine failure in the latter stages of climb or during cruise.
The optimum cruising altitude for an aircraft with all engines operating normally is
primarily dependent upon aircraft mass and the temperature deviation from ISA. In
almost all cases, the optimum cruising altitude will exceed the one engine
inoperative absolute ceiling of the aircraft concerned. An engine failure occurring at,
or in the latter stages of climb to, the optimum cruising altitude will therefore
necessitate a descent. In most cases, a Drift Down procedure will be utilized.
The Drift Down procedure entails setting maximum continuous power/thrust on the
operating engine(s), disconnecting the auto throttle / auto thrust system where
applicable, countering any adverse yaw using rudder and rudder trim and completing
the appropriate drills and/or checklists for the failure. At the appropriate speed, a
descent to the Drift Down altitude is initiated while maintaining maximum continuous
power/thrust.
Page : 11
Depressurization profile and terrain clearance
In case of a loss of cabin pressure the aircraft has to descent in order to reach an
altitude where the external pressure is high enough. This descent is performed
stage to stage. Cruise phases and emergency descents alternate. Certain flight
levels have to be reached within a certain time period. The assignment of these
flight levels to time periods results in the so-called depressurization profile.
The depressurization profile may vary from aircraft to aircraft, depending on
the oxygen system used.
Page : 12
Depressurization defination and Description
Sudden and rapid depressurization of the aircraft cabin as a result of structural

failure, pressurization system failure, or deliberate act of the crew.
Air pressure reduces with increase in altitude and therefore the amount of oxygen in
any given volume of air also reduces with increase in altitude. Furthermore, the
reduction in pressure impedes the ability of oxygen to pass across lung tissues and
into the human bloodstream. The condition whereby the concentration of useful
oxygen in the bloodstream is reduced because of a decrease in atmospheric pressure
is known as Hypoxia.
The degree to which an individuals performance is affected by lack of oxygen varies
depending on the altitude of the aircraft, and on personal factors such as the general
health of the person and whether he/she is a smoker. Below 10,000 ft, the reduced
levels of oxygen have little effect on most crew and passengers but the higher the
aircraft is, the greater the impact of lack of oxygen.
Page : 13
Loss of pressurisation is a serious emergency in an aircraft flying at the

normal cruising altitude for most passenger aircraft.
Above 20,000 ft, lack of oxygen leads to loss of intellectual ability followed by
unconsciousness and eventually respiratory and heart failure. Importantly, the Time
of Useful Consciousness reduces with altitude - at 35,000 ft the time of useful
consciousness is less than one minute. See the separate article on Hypoxia for
more detailed information.
The cabins of modern passenger aircraft are pressurised in order to create an
environment which is physiologically suitable for humans (Aircraft Pressurisation
Systems). Maintaining a pressure difference between the outside and the inside of
the aircraft places stress on the structure of the aircraft. The higher the aircraft flies,
the higher the pressure differential that needs to be maintained and the higher the
stress on the aircraft structure. A compromise between structural design and
physiological need is achieved on most aircraft by maintaining a maximum cabin
altitude of 10,000 ft.
Loss of pressurisation is a serious emergency in an aircraft flying at the normal
cruising altitude for most passenger aircraft.
Page : 14
Corridor considered for terrain clearance
Within the check for terrain

clearance the DD/DP
analysis not only considers
the exact flight path but also
a corridor comprising the
flight path as well as an
equidistant area left and
right.
Page : 15
No-Return point and Continuing point
Page : 16
Corridor considered for terrain clearance in case of turn back
For the calculation of the noreturn point it is assumed that

the aircraft turns back to the
departure airport.
Therefore the corridor
considered is broadened within
the range of the turn-back loop of
the aircraft, because the aircraft
deviates from the original flight
path. This expanded corridor
width is called corridor width
for turn-back. It is maintained by
the user (aircraft maintenance
frame).
Page : 17
Calculation of Depressurization profile: Vertical view
Page : 18
SunExpress Operational emergency and abnormal

situations syllbus in OMB Volume 1
Page : 19
SunExpress Operational emergency and abnormal

situations syllbus in OMB Volume 1 Continue
Page : 20
Contents of Operational Manual Part A Chapter 11
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Operational emergency and abnormal situations
Page : 22
Operational manual Part A 11.2.2.1. Mandatory Reporting Events

List
11.2.2.1. Mandatory Reporting Events List

Besides occurrences listed above, SunExpress Safety Management collects safety
reports in order to monitor predefined hazards and related risks. They may be listed,
in general, as:
All accidents, serious incidents, incidents or safety events involving SunExpress
operations, aircraft, equipment, personnel or procedures.
Events which can include human error, individual performance, regulatory aspects
or unsafe practices.
Any event which may provide useful information for the enhancement of safety.
SunExpress Safety Management has also prepared different mandatory reporting
events which can be guidance for different operational personnel.
Page : 23
Operational manual Part A 11.2.2.1.3. Mandatory Reporting List for

Operations Control Center (OCC) Personnel
11.2.2.1.3. Mandatory Reporting List for Operations Control Center (OCC)

Personnel
1. Breakdown in communication between Flight crew and OCC Personnel.
2. Incorrect programming of, or erroneous entries into, equipment used for
navigation or performance calculations, or use of incorrect data.
3. An occurrence not normally considered as reportable where the circumstances
resulted in endangering of the aircraft or its occupants.
4. Provision of significantly incorrect, inadequate or misleading information from any
ground sources, e.g. Air Traffic Control (ATC), Automatic Terminal Information
Service (ATIS), Meteorological Services, navigation databases, maps, charts,
manuals, etc.
5. Any NOTAM, SNOWTAM event may affect the operations,
6. Any overflight permit event,
7. Any wrong payload event in flight plans.
8. Any event which is considered to provide useful information for the enhancement
of safety.
Page : 24
Operational manual Part A

11.2.2.1.1. Mandatory Reporting List for Cockpit Crew
Part 1
Reports are requested in accordance with SHY 65-02 Reporting and Evaluation of
Air Traffic Services related Incidents Regulation, OPS 1, SHT-OPS 1, SHT-OLAY
and Turkish DGCA Laser Regulation. A formal report may also be requested
accordingly (refer to 2.1.1.1 Occurrence Reporting).
1. A near collision with any other aircraft, obstacle, ground vehicle or person(s).
Separation minima infringement (TCAS RA).
2. Provision of significantly incorrect, inadequate or misleading information from any
ground sources, e.g. Air Traffic Control (ATC), Automatic Terminal Information
Service (ATIS), Meteorological Services.
3. Failure of any Air Navigation Service facility.
4. Faulty air traffic procedures or lack of compliance with applicable procedures by
air traffic services or by the flight crew.
5. Runway Incursions.
Page : 25

Part 2
6. Not following ATM (Air Traffic Management) regulations or directives.

7. Loss or breakdown of communication with ATM units.
8. Aerodrome movement areas obstructed by aircraft, vehicles, animals or foreign
objects, resulting in a hazardous or potentially hazardous situation.
9. Errors or inadequacies in marking of obstructions or hazards on aerodrome
movement areas resulting in a hazardous situation.
10. Failure, significant malfunction or unavailability of airfield lighting.
11. Take-off or landing incidents, including precautionary or forced landings. Incidents
such as under-shooting, overrunning or running off the side of runways (Runway
Excursions).
12. Take-offs, attempted take-offs, landings or attempted landings on a closed,
occupied or incorrect runway or airport (Runway incursions).
13. ATC requested rejected take-offs.
14. Bird Strikes or other airport wildlife control related incidents.
Page : 26

Part 3
15. Lightning Strikes or other hazards because of severe weather conditions (Hail
Damages, etc.).
16. Any dangerous goods related accidents or incidents (refer to 2.1.1.1.2
Dangerous Goods Incidents and Accidents).
17. Laser beam disturbances.
18. Declaration of an emergency (Mayday or Pan Pan).
19. Emergency Descent.
20. Pressurization abnormalities or depressurization in flight.
21. Inability to achieve predicted performance during take-off or initial climb.
22. Landing with less than final reserve fuel or inability to transfer fuel or use total
quantity of usable fuel.
23. Loss of control (including partial or temporary loss of control) from any cause.
24. Occurrences close to or above V1 resulting from or producing a hazardous or
potentially hazardous situation (e.g. rejected take-off, tail strike, engine power loss
etc.).
25. Go-around producing a hazardous or potentially hazardous situation (ATC
request, occupied runway, wind shear etc.).
Page : 27

Part 4
26. Unintentional significant deviation from intended altitude (more than 91 m (300
ft)) from any cause.
27. Descent below decision height/altitude or minimum descent height/altitude
without the required visual reference.
28. Exceeding of the limiting parameters for the aircraft configuration.
29. Exceeding of limitations in Operational Manuals and/or Procedures.
30. Diversions or Return to Field occurrences.
31. Loss of position awareness relative to actual position or to other aircraft.
32. Breakdown in communication between flight crew (CRM) or between Flight
crew and other parties (cabin crew, engineering).
33. Hard and/or Heavy landing - a landing deemed to require a 'heavy landing
check'.
34. Incorrect programming of, or erroneous entries into, equipment used for
navigation or performance calculations, or use of incorrect data.
35. Fuel system malfunctions or defects, which had an effect on fuel supply and/or
distribution.
Page : 28

Part 5
36. Aircraft unintentionally departing a paved surface.

37. Collision between an aircraft and any other aircraft, vehicle or other ground
object.
38. Inadvertent and/or incorrect operation of any controls.
39. Inability to achieve the intended aircraft configuration for any flight phase (e.g.
Landing gear and doors, flaps, stabilizers, slats, etc.).
40. A hazard or potential hazard which arises as a consequence of any deliberate
simulation of failure conditions for training, system checks or training purposes.
41. Flame-out, inadvertent shutdown or malfunction of any engine.
42. Operation of any primary warning system associated with maneuvering of the
aircraft e.g. configuration warning, stall warning (stick shaker), over speed warning
etc.
43. GPWS Warnings and Cautions
44. Jet blast incidents resulting in significant damage or serious injury.
45. Fire, explosion, smoke or toxic or noxious fumes, even though fires were
extinguished.
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Part 6
46. The use of any non-standard procedure by the flight crew to deal with an
emergency when:
a. the procedure exists but is not used; or
b. a procedure does not exist; or
c. the procedure exists but is incomplete or inappropriate; or
d. the procedure is incorrect; or
e. the incorrect procedure is used.
47. Any event leading to an emergency evacuation.
48. The use of any emergency equipment or prescribed emergency procedures in
order to deal with a situation.
49. Inability of the crew to control the system, e.g.:
a. un-commanded actions;
b. incorrect and or incomplete response, including limitation of movement or
stiffness;
c. runaway;
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Part 7
50. Loss of any part of the aircraft structure in flight.

51. FOD resulting in damage.
52. Use of narcotics or alcohol by on duty crew members.
53. Unlawful interference with the aircraft including a bomb threat or hijack.
54. Difficulty in controlling intoxicated, violent or unruly passengers (all threat
levels).
55. Discovery of a stowaway (any unregistered passenger/person).
56. Events requiring any emergency use of oxygen by any crew member.
57. Personal fatigue.
58. Incapacitation of any member of the flight crew, including that which occurs
prior to departure if it is considered that it could have resulted in incapacitation
after take-off.
59. Serious illness, Injury or Death of passenger(s).
60. Any incident where any feature or inadequacy of the aircraft design could
have led to an error of use that could contribute to a hazardous or catastrophic
effect.
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Part 8
62. Loss of pilots seat control during flight.

63. An occurrence not normally considered as reportable (for example, furnishing
and cabin equipment, water systems), where the circumstances resulted in
endangering of the aircraft or its occupants.
Besides these occurrences, the events listed below are also requested from
cockpit crew:
64. Failure or defects of passenger address system resulting in loss or inaudible
passenger address system.
65. Any other event which could hazard the aircraft, or affect the safety of the
occupants of the aircraft, or people or property in the vicinity of the aircraft or on
the ground.
66. Any event which is considered to provide useful information for the
enhancement of safety.
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Starting Alarm process for OCC incase of Operational Emergency and abnormal
crisis accrues.
Definition of Crisis
Emergency situations arise from the most varied of reasons and causes.
Fundamental definitions are to be found in ICOA Annex 13 (Aircraft Accident and
Incident Investigation). In addition to these occurrences the following events
also lead to crises and require efficient crisis management:
Page : 33
OCC will start ERAP Alarm according to emergency Directors decision if

below crises items accrues.
Emergency situations arise for the most varied of reasons and causes. The
following situations are examples, which may cause a crisis.
Aircraft accident or incident on ground or in the air, e.g. Damage to persons and/or
property, Emergency landing, Fire
Passenger evacuation
Aircraft hijacking
Bomb threats / attacks
Kidnapping (persons) and/or blackmailing
Medical problems (e.g. infectious diseases on board, food/water poisoning)
Natural disasters (e.g. hurricanes, earthquakes, volcanic eruptions, typhoons)
Political unrest
Sabotage
Page : 34
OCC will start ERAP Alarm according to emergency Directors decision if

below crises items accrues.
Continue
Other objective or subjective threatening situations (i.e. severe turbulence,

rapid decompression that may or may not result in injuries)
Terrorist activities
War / civil war
Accident or incident on ground (in or outside airport area) during ground
transportation of crew or passengers
Any other irregularity that might be reported by the media and might have any
effect on the confidence of our customers and the reputation of SunExpress is
considered as a crisis situation.
Page : 35
SunExpress OCC start Alarm incase of need acording to

Refer to Chapter 1.3.1 Incident/Accident Alarm Plan and Alarm Lists in Apx.1)
Operations Control Center will be alarmed first and has to verify the message.
The dispatcher on duty then alarms one potential Emergency Director according to
Alarm List A.
On decision of the Emergency Director, the dispatcher alarms the Crisis
Management Team, deputies and Directors according to Alarm List B via emergency
message (sms).
To ensure earliest formation of Crisis Management Team, each team member is
expected to confirm his availability immediately to Operations Control Center via sms
(as instructed in emergency message) or inform his/her deputy to confirm
accordingly.
Page : 36
Confirmation sms of Crisis Management Team Member or deputy: OK,

Surname. Unconfirmed positions will be recalled by Operations Control Center
via phone latest 10 minutes after sending notification SMS.
All confirmations are notified on ERP Form 016 CMT Alarming Log (refer to
Apx.2).
Recalling process will be continued until each Crisis Management Team position
has been confirmed by one representative. The Emergency Director will be
notified on status and CMT Alarming Log will be handed over to Emergency
Director when completed.
Simultaneously the relevant flight data of the affected flight will be printed and will
advice closure, respectively lock of all relevant flight data via LIDO Helpdesk. In
addition, Operations Control Center will assign staff to open the Crisis
Management Center.
Page : 37
SunExpress ERAP OCC Checklist
Page : 38
Page : 39
END OF LESSON
Page : 40

37 Operational Emergency and Abnormal Procedures

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37 Operational Emergency and Abnormal Procedures

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Operational Emergency and Abnormal Procedures

Operational emergency and abnormal procedure | 16/12/14

Operational emergency and abnormal situations

Emergency situation ICAO definition

Operational emergency and abnormal procedure | 16/12/14

An emergency situation is one in which the safety of the

An abnormal situation is one in which it is no longer possible to continue the

Operational emergency and abnormal procedure | 16/12/14

Emergency and abnormal situations represent unique challenges in air carrier

Operational emergency and abnormal procedure | 16/12/14

Introduction and Overview of Operational emergency

Emergency and abnormal situations represent unique challenges in air carrier

Operational emergency and abnormal procedure | 16/12/14

Introduction and Overview of Operational emergency and

The aviation industry lacks substantive human performance guidelines for

Operational emergency and abnormal procedure | 16/12/14

Handling Emergency or Abnormal Situations

Operational emergency and abnormal procedure | 16/12/14

Handling Emergency or Abnormal Situations

Operational emergency and abnormal procedure | 16/12/14

Emergency or Abnormal Situation, Description

An emergency or abnormal situation may result in it being impossible to continue

Operational emergency and abnormal procedure | 16/12/14

Drift Down Depresurization Procedure

Operational emergency and abnormal procedure | 16/12/14

Driftdown Definition and Description

Drift Down is a maximum thrust/minimum rate descent initiated by the flight

Operational emergency and abnormal procedure | 16/12/14

Depressurization profile and terrain clearance

Depressurization defination and Description

Sudden and rapid depressurization of the aircraft cabin as a result of structural

Operational emergency and abnormal procedure | 16/12/14

Loss of pressurisation is a serious emergency in an aircraft flying at the

Corridor considered for terrain clearance

Within the check for terrain

Operational emergency and abnormal procedure | 16/12/14

No-Return point and Continuing point

Operational emergency and abnormal procedure | 16/12/14

Corridor considered for terrain clearance in case of turn back

For the calculation of the noreturn point it is assumed that

Operational emergency and abnormal procedure | 16/12/14

Calculation of Depressurization profile: Vertical view

Operational emergency and abnormal procedure | 16/12/14

SunExpress Operational emergency and abnormal

Operational emergency and abnormal procedure | 16/12/14

SunExpress Operational emergency and abnormal

Operational emergency and abnormal procedure | 16/12/14

Contents of Operational Manual Part A Chapter 11

Operational emergency and abnormal procedure | 16/12/14

Operational emergency and abnormal situations

Operational emergency and abnormal procedure | 16/12/14

Operational manual Part A 11.2.2.1. Mandatory Reporting Events

11.2.2.1. Mandatory Reporting Events List

Operational emergency and abnormal procedure | 16/12/14

Operational manual Part A 11.2.2.1.3. Mandatory Reporting List for

11.2.2.1.3. Mandatory Reporting List for Operations Control Center (OCC)

Operational emergency and abnormal procedure | 16/12/14

Operational manual Part A

Operational emergency and abnormal procedure | 16/12/14

Operational manual Part A

6. Not following ATM (Air Traffic Management) regulations or directives.

Operational emergency and abnormal procedure | 16/12/14

Operational manual Part A

Operational manual Part A