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Emergencies.

9.  Emergencies can be divided broadly into two categories; those which
preclude the use of R/T and those in which the R/T is still useable. The drills
for each aircraft are different and are contained in Pilot's Notes. However,
with:-

     (a) No R/T. Pilots should fly past the tower at 300 feet on the dead
     side of runway waggling wings if he is still in power. He will receive
     a steady green Aldis light or green Very indicating he is clear to land.
     If he has additional trouble such as a complete electrical failure and is
     unable to decide if his undercarriage is down, if he considers he has
     sufficient fuel he should carry out one full circuit after passing the
     tower before making his final approach to provide time for the tower to
     bring up the crash facilities.

     (b) With R/T. Pilots should be able to pass the precise details of
     their emergency to the tower and request assistance if necessary. In the
     case of an electrical failure, they should switch off their No. 2 box and
     remain on approach channel.

Fuel States.

10.  The uncertain weather and lack of close diversion airfields to R.A.F. Jever
necessitates pilots flying at all times with sufficient fuel to divert
unexpectedly. Those fuel states are:-

     (a) A John Fuel State. This requires all pilots to be either overhead
     Jever or at one of the low level G.C.A. pick-up points with 1200 lbs. This
     fuel state is in use whenever the German Air Force base at Oldenburg is
     being used as the No. 1 Diversion airfield.

     (b) A Whisky Fuel State. This requires all pilots to arrive at the same
     positions with 1700 lbs. and is in use whenever Gutersloh or any other
     airfield within 100 nautical miles from Jever is acting as No. 1 Diversion.
     This includes Sylt, Leeuwarden, Ahlhorn and Twenthe.

11.  The conscientious observance of those fuel states by pilots is vital. The
cumulative result is that the Air Traffic organisation can recover larger
numbers of aircraft in bad weather conditions and if a temporary failure of any
aid occurs, the initiative is still retained by the recovery organisation,
enabling aircraft to be landed safely elsewhere and weather accidents avoided.

Rejoining.

12.  High Level Sorties.

     If cloud is present in the U.T.A. height band (F.L. 200 - 250), pilots
are to hold above 25,000 feet until inside the Jever M.T.M.A. when they can
descend to 20,000 feet for a standard Q.G.H./G.C.A. In V.M.C. they can
descend from any height under clear weather procedure at Appendix A.

13.  Low Level Sorties.  Pilots are to rejoin from low level sorties to the two
fixed points of Marble Arch and Stepney if G.C.A. approaches are mandatory or to
the relative I.Ps. if no form of flying restriction is in progress.  Details of
the restricted flying procedure are at Appendix 'F'.
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