Engine fire/failure on take-off (EFATO)
If an aircraft suffers an engine fire or failure before V1 speed, they may elect to stop the aircraft on the runway. After V1, they will take the problem into the air. Initially, there will be a very high workload in the cockpit. The crew may make use of an initial "standby" call. The aircraft may not follow the departure clearance - It may continue straight ahead or follow its own emergency turn procedures. The aircraft is likely to have a slow rate of climb. Make the aircraft aware of his position in relation to the airport and inform them of runways available for landing.
The aircraft may wish to enter a visual circuit - They should be given clearance to do so. They may wish to be vectored for an instrument or visual approach.
While the aircraft sorts itself out, you should coordinate with the approach controller and inform them of the emergency. They may specify instuctions to give the emergency before handing him them to him. If the aircraft is entering the visual circuit, inform the approach controller but keep the aircraft on your frequency. The aircraft should only be switched over if vectoring is required.
If a departing aircraft suffers an RT failure whilst still on your frequency, you should try to ascertain if the aircraft can hear you or not: "BAW123, if you read the transmission, squawk ident"
Aircraft on SID's will follow the sid. At the end of the sid, they will maintain speed and level for 7 minutes, then continue in accordance with their flightplan. Aircraft on any other departure will continue as cleared, maintaining their speed and level for 7 minutes, then continue in accordance with their flightplan. You should transmit blind to the aircraft: "BAW123, I expect you to follow the departure route as cleared.Once completed, maintain speed and level for 7 minutes, then continue as cleared. If able, Contact London Control on 127.425" - Repeat the instruction. Be aware that the aircraft is unpredictable and may turn back towards the airfield and land.
Aircraft who suffer an RT failure on final approach may elect to land or carry out a missed approach. Transmit a blind landing clearance just incase the aircraft is able to receive but not transmit. If the aircraft elects to go around, they should follow the missed approach RT failure procedures. You should transmit the procedures blind to the pilot, just in case the aircraft is able to receive but not transmit. Be aware that they may not follow the procedures and may enter a visual circuit to land.
You should inform the approach or area (whichever is applicable) of the RT failure so that they can initiate RT fail procedures.
If for whatever reason the take-off clearance for an aircraft has to be cancelled, specific phraseology must be used.
Aircraft who have been given clearance but have not started rolling, should be instructed:
"BAW123, hold position, cancel take-off. I say again, cancel take-off. Acknowledge."
Aircraft who have been given clearance and have started rolling, should be instructed:
"BAW123, Stop immediately. I say again, BAW123, stop immediately. Acknowledge."
If the runway is blocked, approach control should be informed as soon as possible so that they can break aircraft off the final approach. If you have control of any aircraft, they should be instructed to go around - The go around should then be coordinated with approach control.
Sterilisation traffic is defined as any aircraft that cannot execute a missed approach or execution of a missed approach would exacerbate the situation.
Examples of sterilisation traffic: Aircraft that would not have enough power to execute a missed approach such as:
When an aircraft has deemed to be sterilisation traffic, the landing runway they will be using must be free of movements from the time the inbound has passed 20 miles from touchdown.