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The accident investigation kit should
include a cellphone/satphone,
camera, tape recorder, GPS, largescale
map, magnifying glass,
compass, tape measure/ruler, plenty
of pens and paper (for witness
statements and diagrams) first aid kit
(to include tweezers), ruler, a packet
each of latex and leather gloves, dust
masks, tie tags, surveyor flags and
tape, labels, torches, fluid sample
bottles, and anything else for the
circumstances (duct tape, restricted
access signs, etc).
If you get there before the AAIB,
take notes, keep detached and don’t
disturb anything, unless it’s going to
blow up or catch fire, which would
destroy any evidence, including
documentation, that needs to be
preserved. For photographs, you will
need overall scenes, and pictures of
gauges, etc. Include anything (such
as the ruler in the accident kit) that
will indicate scale properly. As for
statements, don’t put words in
witnesses’ mouths; just take down
what they say.
All documentation relating to the
aircraft or pilot should be
immediately impounded.
Signals for SAR
You can communicate with SAR
aircraft visually by making signals on
the ground (the two below are only a
selection of the full range available -
see the AIP). They should be at least
8 feet high (or as large as possible)
with as large a contrast as possible
being obtained between the materials
used and the background.
Need Assistance V
Need Medical Help X
Air Traffic Services
ATC's mission in life is to prevent
collisions and expedite traffic. They also
make every effort to help with
rescues and provide information.
The information is disseminated
through various offices, including
Air Law 209
area control centres, terminal control
units, control towers, etc.
Here are the services provided:
· Aerodrome Control Service, from
towers to aircraft and vehicles.
The callsign is Tower or Ground,
as appropriate.
· Area Control Service, from Area
Control Centres (ACCs) for flights
in control areas. Their callsign is
Control.
· Approach Control Service, for
arriving and departing flights.
Their callsign is Approach. It
might also be Radar, or Talkdown
for PAR.
· Terminal Control Service, from IFR
units (ACCs) or Terminal Control
Units (TCUs) for IFR and VFR
flights in specified control areas.
· Terminal Radar Service, an extra
from IFR units to VFR aircraft
in Class C airspace.
· Radar Advisory Service, for
information and advisory
avoiding action from conflicting
traffic. It can be requested at
any time, but is usually used in
IMC, so you should not accept
vectors if they take you there
and you are not qualified. This
can be time wasting, especially if
it's a clear day and you're
continually given vectors
downwind that take ages to
catch up on; although you are
not obliged to accept the advice,
you must inform the controllers,
as you must if you change
heading or altitude.
Once advice is refused, you
become responsible for traffic
separation, although you are
always responsible for obstacle
avoidance and obtaining
clearances. This can also be
expensive, as you become
subject to Eurocharges, 100% in
UK (but only 25% in France).
· Radar Information Service, for
informing pilots of the bearing,
distance and level of conflicting
traffic. Controllers do not offer
avoiding action, and updates are
only done at the pilot's request
if there is a definite hazard. The
responsibility for separation is
that of the pilot. RIS is normally
only available within 30 nm of
an Approach radar head.
· Alerting Service, for aircraft using
ATC, on a flight plan or
otherwise, or which are the
subject of unlawful interference
(officially, the service notifies
appropriate organisations about
aircraft needing search and
rescue, and to assist as required
- the alert phase is where
apprehension exists as to the
safety of an aircraft or its
occupants). Usually done by a
Rescue Coordination Centre (RCC).
· Flight Information Service, to
supply pilots with information
about hazardous conditions,
especially that which might not
have been available on takeoff
or have developed since then.
The callsign is Information.
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