2 Area of Responsibility
2.1 In general, aeronautical SRR boundary coincides with FIR boundary. The UK SRR comprises the London, Scottish and Shanwick FIRs but to the North and East of the UK, the boundaries with Iceland, Norway, Denmark and Germany have been modified by a series of bilateral agreements. Under these agreements, the SRR boundary no longer follow the FIR boundaries but have been aligned with the median line. The UK SRR boundary co-ordinates are given below and a chart depicting the areas of responsibility is shown after GEN 3.6, paragraph 6.12, Tables 1 and 2.
2.2 UK JRCC. The area of responsibility is enclosed by the lines joining the following points:
610000N 0300000W - 610000N 0040000W - 632833N 0004622W - 632833N 0000000E - 620000N 0000000E
620000N 0012222E - 614410N 0013329E - 612122N 0014718E - 595346N 0020430E - 591722N 0014236E
582546N 0012854E - 575416N 0015748E - 563540N 0023642E - 560510N 0031455E - 555458N 0032055E
555004N 0032355E - 554552N 0032208E - 543715N 0025349E - 542245N 0024543E - 531803N 0030319E
524657N 0031213E - 523715N 0031055E - 522457N 0030325E - 521721N 0025555E - 520557N 0024249E
515857N 0023731E - 514815N 0022849E - 513000N 0020000E - 510700N 0020000E - 510000N 0012800E
504000N 0012800E - 500000N 0001500W - 500000N 0020000W - 485000N 0080000W - 450000N 0080000W
450000N 0300000W - 610000N 0300000W.
with the exception of the Shannon FIR which is bounded by lines joining the following points:
540000N 0150000W - 543400N 0100000W - 544500N 0090000W - 552000N 0081500W - 552500N 0072000W
552000N 0065500W - 542500N 0081000W - 535500N 0053000W - 522000N 0053000W - 510000N 0080000W
510000N 0150000W - 540000N 0150000W.
6 Procedures and Signals Used
6.1 The Rescue Organisation
6.1.1 When D&D has reason to believe that an aircraft is in a state of emergency, it will alert the JRCC who will, in turn, alert SAR units and the Police (D&D may alert the Police directly in extremis if appropriate to do so); the police will notify civilian MRT, fire, ambulance and hospital services. In addition, the JRCC may alert RAF Mountain Rescue Teams, via the MoD. Should the first report of an accident be given to the police by a member of the public, the police will alert fire and other services. The police will also advise the ACC of the rescue action being taken and give full details.
6.1.2 The JRCC will handover responsibility, or primacy, for SAR Coordination to the best placed Maritime Rescue Coordination Centre should an Aviation SAR incident become a Maritime accident. Where an Aviation SAR incident occurs across an SRR boundary, the UK JRCC will liaise with the relevant foreign RCC, confirming the individual RCC responsibilities, and primacy, for the response.
6.1.3 When the location of a civil aircraft which has crashed on land is known, and no air search is necessary, the civil ground organization (normally the police) takes responsibility for dealing with the incident. However, it is essential that both D&D and the JRCC are informed to avoid duplication of effort and for expert consideration of any SAR back-up services which could be required.
6.1.4 In the vicinity of aerodromes it is not possible to define in specific terms where the responsibility of the SAR services begins and that of the aerodrome emergency services ends with respect to potential incidents, so the closest co-operation must be maintained between these two services.
6.1.5 Direct speech circuits exist between the UK JRCC and the (D&D) cell at the 78 Sqn Swanwick Mil (Co-located at NATS Swanwick). Under normal circumstances, the quickest and most reliable means for an aerodrome to alert the JRCC is via D&D cell, but a direct call to the JRCC on any of its listed numbers may at times be more expedient.
6.2 Alerting
6.2.1 The alerting service is available for all aircraft which are known by the air traffic services to be operating within the UK Flight Information Regions (FIRs). The responsibility for initiating action normally rests with the Air Traffic Service Unit (ATSU) which was last in communication with the aircraft in need of SAR assistance or which receives such information from an external source.
6.2.2 If a distress signal and/or message is intercepted by their aircraft, pilots are to inform the appropriate ATSU giving all available information who are in turn to inform D&D. The UK JRCC does not maintain a listening watch on VHF.
6.2.3
Difficult Areas for SAR
6.2.3.1 Although the UK has not formally designated land or sea areas where SAR operations would be difficult, EASA regulations state that all General Aviation (GA) aircraft, should carry appropriate survival equipment, including an Emergency Locator Transmitter (ELT) or Personal Locator Beacon (PLB).
6.2.3.2 The following areas within the UK are considered to be difficult from a SAR aspect:
The Scottish Highlands; | The Hebrides, Orkneys and Shetlands; | The Pennine Range; |
The Lake District; | The Yorkshire Moors; | The Welsh Mountains; |
The Peak District of Derbyshire; | Exmoor; | Dartmoor. |
6.2.4 For flight over the North Atlantic (NAT), International GA (IGA) pilots should pay particular attention to the varying requirements of the NAT provider states. Canada, Iceland, Denmark and Greenland have requirements more stringent than those of the UK particularly regarding the carriage of ELTs, survival equipment, communications, aircraft inspections and navigation equipment, fuel reserves and instrument ratings. IGA pilots planning trans-oceanic flight are strongly recommended to read the North Atlantic International General Aviation Operations Manual and to seek advice and guidance from the UK Aeronautical Information Service (see GEN 3.1).
6.3 Communication
6.3.1 Distress and urgency communications within the UK SRR are in accordance with standard international procedures.
6.3.2
Emergency Service
6.3.2.1 An emergency communications and aid service is continuously available on 121.500 MHz. The service covers most of the UK above 3000 FT, but in many areas reception is good below this altitude. In an emergency, pilots who have difficulty in establishing communication on the frequency in use should make use of the service on 121.500 MHz.
6.3.2.2 Executive control is exercised from D&D, callsign 'London Centre', throughout the London and Scottish FIRs/UIRs. Aerodromes capable of providing an emergency service on 121.500 MHz are listed via paragraph 6.5 below.
6.3.2.3 It is not necessary for pilots in emergency to address the initial 'MAYDAY' or 'PAN PAN' call to a specific unit. The D&D Emergency Controller at Swanwick will answer the call irrespective of the location of the transmission. If transponder fitted, in emergency select code 7700 (emergency) or 7600 (radio failure) to assist the Emergency Controller in determining your position and providing a timely response.
6.3.2.4 Pilots should be aware that the airspace west of ATS Route N864 has limited VHF Direction Finding (VDF) coverage and the Emergency Controller’s ability to locate an aircraft using VDF is dependent on the aircraft’s position and altitude. Furthermore, at the D&D, due to the lack of primary radar in the Southwest, non-transponding aircraft will be difficult to locate and will not receive a radar service from the D&D Emergency Controller. Response time to any incident is governed by the amount of assistance received from other ATC units and the Coastguard authorities.
6.4 Emergency Satellite Voice Calls from Aircraft
6.4.1 For aircraft flying in the London, Scottish and Shanwick FIRs/UIRs, in the event that all other means of communication have failed, dedicated satellite voice telephone numbers for the D&D section and for the Shanwick OAC have been programmed into the aeronautical Ground Earth Stations of the Inmarsat Signatories.
6.4.2 The allocated airborne numbers for use via the aircraft satellite voice equipment are as follows:
(a) Shanwick OAC | 423201 | To be used only in emergency situations. This facility is provided in addition to the number for routine ATS messages via Shanwick Radio (425002) and allows direct pilot/controller communication. |
(b) 78, Sqn, Swanwick D&D | 423202 | |
6.4.3 It must be emphasised that these numbers are for emergency use only, when all other airborne means of communication with the appropriate ATSU have failed.
6.4.4 Almost instantaneous aircraft position fixing by auto-triangulation is available H24 on 121.500 MHz over most of central and southeast England above 3000 FT AMSL but down to 2000 FT AMSL in the vicinity of the London airports. Outside the coverage of the auto - triangulation system, position may be fixed by use of surveillance equipment or by investigative measures based upon last known position and when, speed, direction of travel and observable features from the aircraft which may take several minutes and multiple transmissions.
6.4.5 Aircraft operating in the Shanwick OCA are required to maintain a continuous watch on 121.500 MHz (see ENR 2.2 (Shanwick Oceanic Control Area (North Atlantic Region - NAT) paragraph 9). For operations over the sea, out of range of land based emergency communications, pilots, particularly IGA pilots at low altitude, should, if in difficulty, attempt to establish contact with aircraft at higher levels.
6.4.6 When an emergency is ended, it is important that the controlling authority is so informed and that the pilot states his intentions before leaving the frequency in use. This will ensure that SAR actions already underway are cancelled.
6.5 Units with Emergency Facilities on 121.500 MHz
6.5.1 In addition to the 24 hour service provided by the London ACC, there are a number of UK aerodromes that can provide a service on 121.500 MHz, including UK civil aerodromes listed in the ICAO European Air Navigation Plan, Volume I Part II (AOP) Table AOP I-1, International Aerodromes Required in the EUR Region. At Brize Norton which is the Military Emergency Diversion Aerodrome (MEDA), a 24 hour communications monitor is maintained on 121.500 MHz. The civil aerodromes listed do not routinely monitor 121.500 MHz, but this frequency can be activated as necessary to provide a clear channel for emergency traffic. This facility can be requested by direct call to the unit concerned on an in-use frequency, or, more usually, by request from an ACC.
6.5.2
Aircraft Not Equipped with Radio
6.5.2.1 A pilot of an aircraft not equipped with radio is advised to file a Flight Plan if he intends to fly more than 10 NM from the coast or over sparsely populated or mountainous areas as this will assist rescue action should the aircraft be reported overdue. Pilots should particularly note that Flight Plans can only be delivered to destinations which are on the AFS or linked to the AFS by the parent station scheme and that search action can only be initiated if an aircraft is reported overdue. This action is performed by the destination aerodrome ATSU, when established, but pilots intending to fly to destinations which are not on the AFS or linked to them by a parent station should advise a responsible person at their destinations of the intended flight and arrange for that person to notify the ATS authorities in the event of non-arrival.
6.6 Flight in Areas in which Search and Rescue Operations are in Progress
6.6.1 To avoid interference with SAR operations and to avoid unnecessary collision hazard, pilots are strongly advised not to fly near an area where SAR operations are known to be in progress. Crews of aircraft involved in the SAR operation may be performing complex manoeuvres, often in poor weather conditions, and may not be able to maintain a good lookout for itinerant aircraft.
6.6.2 Pilots who consider it necessary to fly in a known area of SAR operations should:
Contact the JRCC by telephone before departure;
file a Flight Plan giving times of entering and leaving the area and the height to be flown, ensuring that the JRCC is included among the addressees;
obtain the latest information about weather conditions en-route and in the search area;
monitor the VHF International Distress (121.500 MHz) and the Scene of Search (123.100 MHz) frequencies when in the vicinity, but avoid transmitting on these frequencies.
6.6.3 Under certain circumstances, a Temporary Danger Area (TDA) may be established around the scene of an incident. This will normally be established by NOTAM. If such a measure fails to achieve its objective, Restriction of Flying (Emergency) Regulations may be invoked. These will make it an offence for an aircraft to be flown in the designated area. Such regulations will also be promulgated by NOTAM (see also ENR 1.1.5).
6.7 Action by Survivors
(See also paragraphs 8 and 10)
6.7.1 Basic procedures that can assist SAR operations are set out below.
6.7.1.1 Life Rafts
Survivors should use some or all of the following methods when search aircraft or surface craft are seen or heard:
Fire distress flares or cartridges;
use some object with a bright flat surface as a heliograph;
flash torch or mobile phone;
fly anything in the form of a flag and, if possible, make the international distress signal by flying a ball, or something resembling a ball, above or below it;
use the fluorescent marker to leave a trail in the sea.
6.7.1.2 Crash Landing in Isolated Area
Survivors should use some or all of the following methods to attract attention when aircraft or surface craft are heard or seen:
Visual and ground signals (see paragraphs 6.10 to 6.12 and the Ground to Air Emergency Signalling Code Tables 1 and 2 following paragraph 6.12);
make the aircraft as conspicuous as possible by spreading any parachutes or other material over the wings and fuselage;
smoke or fire. A continuously burning fire is recommended, with material kept ready to hand to cause it to smoke at short notice. A quantity of green branches, leaves, oil or rubber from the aircraft should achieve the desired result. Three fires in the form of a triangle make a good signal especially at night.
6.8 Emergency Locator Transmitters (ELT) and Personal Locator Beacons (PLBs)
6.8.1 The COSPAS/SARSAT (C/S) system uses near-polar orbital satellites, the LEOSAR system, Geostationary satellites, the GEOSAR system, and global orbiting satellites called the MEOSAR system, to detect and localize signals from ELTs, PLBs and EPIRBs. The UK has a Local User Terminal (LUT), currently at Lee-On-Solent, that processes the satellite downlink from all three satellite constellations, and passes ELT, PLB and EPIRB locations to the UK Mission Control Centre (UKMCC) collocated at the JRCC in Fareham. These beacons operate on the 406.0 - 406.1 MHz frequency and detect transmissions across the entire globe. Location accuracy is normally better than 5 KM through the LEOSAR satellites, whereas the Geostationary satellites require position information to be included in the beacon alert transmission, achieved through a GNSS chip contained within the beacon, which can provide position accuracy to greater than 1 KM. The MEOSAR system, when at Full Operational Capability, will achieve greater location accuracy of 5 KM or less, 95% of the time, with near instantaneous alert information. This is due to the unique continuous global coverage. Position resolution (5 KM or better) via the LEOSAR system does not usually exceed 90 minutes. This is due to this system working solely on Doppler and requires at least two satellite passes, for position resolution. If the beacon has a GNSS chip within it, position detection and position information is near instantaneous, via the GEOSAR satellites.
6.8.2 Because the C/S system can detect 406 MHz beacon transmissions throughout the entire globe, and because much of the UK SRR covers an area of busy civil and military air traffic where the distress frequencies are routinely monitored, survivors should switch on an ELT without delay.
6.8.3 Valuable SAR assets can be expended searching for the source of inadvertent distress transmissions and thus delay the response to an actual emergency situation; great care should be taken to avoid inadvertent transmissions, especially during maintenance or testing of 406 MHz beacons, which is when the beacon should be placed in self-test mode. Should inadvertent transmissions occur, a report should be made immediately to the nearest MCC to where the beacon is currently located, to cancel an unnecessary SAR response. If the beacon is within the UK, contact should be made to the UKMCC on +44(0)34438-20902.
6.8.4 ELT/PLB coding and registration arrangements are provided at AIC P 053/2018.
6.9 SAR Callsigns
6.9.1 Within the UK SRR, forces engaged in SAR operations normally use callsigns assigned by the JRCC and prefixed by the root word 'RESCUE'. Fixed-wing assets use a 2 figure number, for example 'RESCUE 41'. DfT contracted SAR helicopters use the prefix 'RESCUE' plus a 3 digit numeric, for example 'RESCUE 175’.
6.10 Search and Rescue Signals
6.10.1 The SAR signals to be used are in accordance with international procedures. When signalling to surface craft, visual signals can be more effective than audio signals because of possibly high noise levels on board the surface craft.
6.10.2 Signals to Surface Craft
6.10.2.1 The following manoeuvres performed in sequence by an aircraft mean that the aircraft wishes to direct a surface craft towards an aircraft or a surface craft in distress:.
Circling the surface craft at least once.
Crossing the projected course of the surface craft ahead at low altitudes and:
rocking the wings; or
opening and closing the throttle; or
changing the propeller pitch.
Heading in the direction in which the surface craft is to be directed. Repetition of such manoeuvres has the same meaning.
6.10.2.2 The following manoeuvre by an aircraft means that the assistance of the surface craft to which the signal is directed is no longer required:
Crossing the wake of the surface craft close astern at a low altitude and:
rocking the wings; or
opening and closing the throttle; or
changing the propeller pitch.
6.10.3 The following replies may be made by surface craft to the signals in paragraph 6.10.2.1 (b).
6.10.3.1 To acknowledge receipt of signals:
hoist the 'code pennant' (vertical red and white stripes) close up (meaning understood);
flash a succession of 'T's by signal lamp in the Morse Code;
change heading to follow the aircraft.
6.10.3.2 To indicate inability to comply:
hoist the international flag 'N' (a blue and white chequered square);
flash a succession of 'N’s in the Morse Code.
6.11 Ground-to-Air Emergency Signalling Code
6.11.1 The following guidelines should be employed when using the symbols, as detailed in Tables 1 and 2 shown after GEN 3.6, paragraph 6.12.
6.11.2 The symbols should be at least 2.5 M (8 FT) long and should be made as conspicuous as possible by attempting to provide the maximum colour contrast between the symbols and the background against which they are displayed.
6.11.3 Care should be taken to lay out symbols exactly as depicted to avoid any possible confusion with other symbols.
6.11.4 Symbols may be formed by any means such as: strips of fabric, parachute material, pieces of wood, stones, by trampling, or staining the surface with oil etc. When the surface is snow covered, signals can be made by dragging, shovelling or trampling the snow. The symbols thus formed will appear to be black from the air.
6.11.5 In addition to using these symbols every effort should be made to attract attention to them by means of radio, flares, smoke, reflected light or by other available means.
6.12 Air-to-Ground Signals
6.12.1 The following signals by aircraft mean that the ground signals have been understood.
During the hours of daylight: — rocking the aircraft's wings.
During the hours of darkness: — flashing on and off twice the aircraft's landing lights or, if not so equipped, by switching its navigation lights on and off twice.
6.12.2 Lack of the above signals indicates that the ground signal is not understood.
