Policy on Use of Aeroplane’s External Lights

Policy on Use of Aeroplane’s External Lights

Navigation Lights

Navigation lights shall be switched ON during all operational phases.

Anti-Collision (Beacon) Lights

They shall be used as follows:
• Beacon OFF: Aeroplane parked and engines OFF.
• Beacon ON: All other operational phases:

Strobe Lights

They shall be used for all airborne phases of a flight, irrespective of daytime, unless becoming annoying (e.g. due to meteorological conditions). Strobe lights shall be switched ON when entering (or crossing) the runway and switched OFF when vacating the runway.

Taxi Lights

Taxi lights shall be used for all taxi manoeuvres when aeroplane is moving. Taxi lights shall be switched OFF when aeroplane is not moving. During parking switch taxi lights OFF before aeroplane is aligned with the marshaller.

Landing Lights

Landing and runway turn-off lights shall be used for takeoff and initial climb as well as for approach and landing in order to make the aeroplane more conspicuous to other aeroplane and to ATC, and to reduce the risk of bird collision. For take-off, the landing and runway turn-off lights shall be switched on when starting the take-off roll in order to signal that take-off is imminent to other aeroplane involved in ground operations. During climb, landing lights should not be switched OFF before passing 10.000 ft (FL 100). During descent the landing lights should be switched ON when passing 10.000 ft (FL 100).

Communication with Air Traffic Control Units

Listening Watch

Flight crew shall maintain a radio listening watch (or SELCAL watch), as applicable to the area of operation.

The radio listening watch shall include:
• Continuous monitoring of the guard frequency (121.500 MHz);
• Monitoring of the appropriate frequency in airspace without ATC coverage in accordance with In-flight Broadcast Procedures as published in the OM Part C.

Phraseology

All communication with Air Traffic Control (ATC) shall be conducted using standard ICAO English phraseology as defined in OM Part C.

Use of Call Sign

The flight crew shall use »The Company« and then the flight number as a company call sign. If and when there is difficulty in understanding the call sign by the ATC (»SIERRA-WHISKEY-MIKE«) then the flight number should be used.

ATC Clearances

Flights requiring an ATC clearance shall not commence take-off without such clearance. All ATC clearances, altimeter settings and runway in use must be read back including the full call-sign.

Standard phraseology must be used. Wording must be clear, precise and unmistakable.

The Commander shall ensure that:
• Clearances received are safe with respect to terrain clearance during climb/descent and en-route;
• Compliance with the provisions of an ATC clearance will not violate other regulations (e.g. night curfew).

All ATC clearances shall be understood and agreed upon by both flight crew members and accepted if crew is able to comply with ATC instructions.

If flight crew is not completely satisfied with ATC instructions they shall request another clearance after declaring »UNABLE TO COMPLY«. On ground during taxi, ATC clearance shall be requested in an area with minimum workload.

Recording of ATC Clearances

Initial ATS flight plan clearance and any subsequent ATS flight plan re-clearance (i.e. airway clearances) shall be recorded on OFP. Recording of any other ATC instruction is on PNF discretion taking into account current workload and operational priorities.

Company Language

All communication should be conducted in English language when on duty, on the flight deck during line operations, between the flight crew and cabin crew during line operations and during flight crew training and evaluation activities. Refer also to OM Part B.

Use of Urgent and Distress Messages

URGENCY: A condition concerning the safety of an aeroplane or other vehicle, or some person on board or within sight which does not require immediate assistance. The appropriate phraseology is the word PANPAN repeated three times.

DISTRESS: A condition of being threatened by serious and/or imminent danger and requiring immediate assistance. The appropriate phraseology is the word MAYDAY repeated three times. In an emergency, the initial message should comply with the standard ICAO phraseology to alert the controller to the level of urgency and trigger an appropriate response.

Depending on the criticality and nature of the prevailing condition, urgency »PANPAN - PANPAN - PANPAN« call or distress »MAYDAY - MAYDAY - MAYDAY« call shall be used. Then, to explain the situation, simple and short messages should be used highlighting the operational implications of the prevailing condition.

In case of abnormal conditions priority for landing may be requested from ATC to avoid any holding due to traffic. If ATC does not comply with the request the Commander shall decide, depending on the situation, whether an emergency declaration is required.

Urgent and Distress messages consist of as many as possible of the following elements spoken distinctly and, if possible in the following order:
1) Code word (3x);
2) Name of the station addressed (time and circumstances permitting);
3) The identification of the aircraft;
4) The nature of the distress condition;
5) Intention of the crew;
6) Present position, level (i.e. flight level, altitude) and heading.

Example of a distress call:
1) »MAYDAY – MAYDAY – MAYDAY«
2) »PHNOM PENH TOWER«
3) »The Company 315«
4) »ENGINE FIRE«
5) »REQUEST IMMEDIATE RETURN AND LANDING AT BANGKOK«
6) »CLIMBING 2000 FT ON RUNWAY HEADING«

Distress messages have priority over all other transmissions, and urgency messages have priority over all transmissions except distress messages. A distress or urgency call should normally be made on the frequency in use at the time. The frequency 121.500 MHz, which has been designated as the international aeronautical emergency frequency, may also be used.

When an aircraft is no longer in distress, it shall transmit a message cancelling the distress condition.