ATC Handling of Low-Fuel American Flight

"Jim Macklin" writes:

From a pilot's seat for many years, at such little airports
as DFW, ATL, DEN,STL, ORD, etc.

If being a pilot makes one qualified to speak as a controller, does simulating
flight make one qualified to talk about flight in real life?

Many hours in the cab and TRACON as a visitor, watching
airports "turn around."

I've watched doctors working. Can I be a doctor now?

Being given ATC priority during my emergencies and seeing
other pilots get priority handling.

Doctors have occasionally treated my illnesses. Can I be a doctor now?

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"Jim Macklin" writes:

And if the time required to move that traffic is longer than
the time required for the aircraft in distress to fly
downwind and land, which is the "best" solution?

The PIC chooses a solution. It's not a committee decision.

It is not a question of what the FAR allows, but which was
the quicker solution?

No. It's a question of which solution the PIC selects. That solution is the
one that will be carried out.

If ATC asked a 707 to fly 100 knots
for spacing behind a CE172 with an emergency, does that
change the laws of flight?

No, but ATC knows better than that. Indeed, ATC would never put the aircraft
in a position that might require this.

If each aircraft needed 30 seconds to
get a clearance and two or three minutes to actually clear
the area ...

That is never the case. Instructions can be given and read back in a few
seconds, and aircraft can turn or change altitude in a few more seconds.

The word to keep in mind is PRACTICABLE.

If that's the word you wish to keep in mind, then it might be wise to avoid
imagining farfetched scenarios that never exist in reality. Aircraft are not
oil tankers, and they can move very quickly if needed. And very often no
movement is needed.

The PIC may deviate from any clearance in an emergency ...

The PIC doesn't need a clearance in an emergency.

... but everybody else still has to follow the rules.

Other aircraft don't need clearances, they only need instructions. A
clearance is something an aircraft requests and receives; instructions are
something that ATC gives spontaneously. Aircraft in the vicinity of a flight
with an emergency are not suddenly going to start asking for clearances.

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"Jim Macklin" writes:

Then tell me. In case you don't know... 8,000 plus hours,
FAR 135, several type ratings, grass strips and big
airports, sometimes on the same day.

I don't see any controller time there.

Remember this the next time you criticize people who fly simulators. Have you
ever simulated ATC?

Have declared emergency on several occasions. Have visited ATC
facilities. Have flown into, usually single-pilot, ATL, DFW, ORD, and
other similar.

I still don't see any controller time there.

I know that once you have a steady stream of
arrivals, they can't be suddenly stopped.

They can easily be diverted or held. But sometimes neither is necessary. If
someone is running out of fuel, for example, you need only put him number one
for his runway; it isn't necessary to move anyone else except to put him in
front. Once he lands, he can roll out of the way like anyone else. If for
some reason he cannot do that, following aircraft can still go around.

FAR priority does not alter the laws of space, time or physics.

Those laws are not an obstacle in real life, as a general rule.

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"Jim Macklin" writes:

The FAA could run this in
their simulator at OKC academy or probably at DFW ...

I thought simulators didn't count.

How much time did you spend in their simulator trying this out?

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"Jim Macklin" writes:

If you were the pilot with the low fuel and had declared an
emergency, would you want a downwind straight in or an
expedited downwind and base/final if both took the same
time?

Not enough information given here, but as a general rule, I would want
whatever is simple and will put me on the ground safely the soonest.

What if the straight in takes 30 seconds longer while
traffic clear your flight path?

It won't take any longer.

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PIC does not mean you're God, god or have a green light for every action. It does mean you're responsible, accountable, and will get all possible assistance.

The tapes from a TV station do not interest me, I've wasted too much time over the years seeing some talking head. Repeating rumors and TV gossip or 91.3 does not help the god-like image either.
2-1-1. ATC SERVICE

The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic. In addition to its primary function, the ATC system has the capability to provide (with certain limitations) additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. It is recognized that these services cannot be provided in cases in which the provision of services is precluded by the above factors. Consistent with the aforementioned conditions, controllers shall provide additional service procedures to the extent permitted by higher priority duties and other circumstances. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits. Provide air traffic control service in accordance with the procedures and minima in this order except when:

a. A deviation is necessary to conform with ICAO Documents, National Rules of the Air, or special agreements where the U.S. provides air traffic control service in airspace outside the U.S. and its possessions or:

NOTE-
Pilots are required to abide by CFRs or other applicable regulations regardless of the application of any procedure or minima in this order.

b. Other procedures/minima are prescribed in a letter of agreement, FAA directive, or a military document, or:

NOTE-
These procedures may include altitude reservations, air refueling, fighter interceptor operations, law enforcement, etc.

REFERENCE-
FAAO 7110.65, Procedural Letters of Agreement, Para 1-1-9.

c. A deviation is necessary to assist an aircraft when an emergency has been declared.

REFERENCE-
FAAO 7110.65, Safety Alert, Para 2-1-6.
FAAO 7110.65, Emergencies, Chapter 10
FAAO 7110.65, Merging Target Procedures, Para 5-1-8.

2-1-2. DUTY PRIORITY

a. Give first priority to separating aircraft and issuing safety alerts as required in this order. Good judgment shall be used in prioritizing all other provisions of this order based on the requirements of the situation at hand.

REFERENCE-
FAAO 7110.65, Safety Alert, Para 2-1-6.

NOTE-
Because there are many variables involved, it is virtually impossible to develop a standard list of duty priorities that would apply uniformly to every conceivable situation. Each set of circumstances must be evaluated on its own merit, and when more than one action is required, controllers shall exercise their best judgment based on the facts and circumstances known to them. That action which is most critical from a safety standpoint is performed first.

b. Provide additional services to the extent possible, contingent only upon higher priority duties and other factors including limitations of radar, volume of traffic, frequency congestion, and workload.

2-1-3. PROCEDURAL PREFERENCE

a. Use automation procedures in preference to nonautomation procedures when workload, communications, and equipment capabilities permit.

b. Use radar separation in preference to nonradar separation when it will be to an operational advantage and workload, communications, and equipment permit.

c. Use nonradar separation in preference to radar separation when the situation dictates that an operational advantage will be gained.

NOTE-
One situation may be where vertical separation would preclude excessive vectoring.

2-1-4. OPERATIONAL PRIORITY

Provide air traffic control service to aircraft on a "first come, first served" basis as circumstances permit, except the following:

NOTE-
It is solely the pilot's prerogative to cancel an IFR flight plan. However, a pilot's retention of an IFR flight plan does not afford priority over VFR aircraft. For example, this does not preclude the requirement for the pilot of an arriving IFR aircraft to adjust his/her flight path, as necessary, to enter a traffic pattern in sequence with arriving VFR aircraft.

a. An aircraft in distress has the right of way over all other air traffic.

REFERENCE-
14 CFR Section 91.113(c).

b. Provide priority to civilian air ambulance flights "LIFEGUARD." Air carrier/taxi usage of the "LIFEGUARD" call sign, indicates that operational priority is requested. When verbally requested, provide priority to military air evacuation flights (AIR EVAC, MED EVAC) and scheduled air carrier/air taxi flights. Assist the pilots of air ambulance/evacuation aircraft to avoid areas of significant weather and turbulent conditions. When requested by a pilot, provide notifications to expedite ground handling of patients, vital organs, or urgently needed medical materials.

NOTE-
It is recognized that heavy traffic flow may affect the controller's ability to provide priority handling. However, without compromising safety, good judgment shall be used in each situation to facilitate the most expeditious movement of a lifeguard aircraft.

c. Provide maximum assistance to SAR aircraft performing a SAR mission.

REFERENCE-
FAAO 7110.65, Providing Assistance, Para 10-1-3.

d. Expedite the movement of presidential aircraft and entourage and any rescue support aircraft as well as related control messages when traffic conditions and communications facilities permit.

NOTE-
As used herein the terms presidential aircraft and entourage include aircraft and entourage of the President, Vice President, or other public figures when designated by the White House.

REFERENCE-
FAAO 7110.65, Aircraft Identification, Para 2-4-20.
FAAO 7110.65, Departure Clearances, Para 4-3-2.
FAAO 7210.3, Advance Coordination, Para 5-1-1.

e. Provide special handling, as required to expedite Flight Check aircraft.

NOTE-
It is recognized that unexpected wind conditions, weather, or heavy traffic flows may affect controller's ability to provide priority or special handling at the specific time requested.

REFERENCE-
FAAO 7110.65, Flight Check Aircraft, Para 9-1-3.

f. Expedite movement of NIGHT WATCH aircraft when NAOC (pronounced NA-YOCK) is indicated in the remarks section of the flight plan or in air/ground communications.

NOTE-
The term "NAOC" will not be a part of the call sign but may be used when the aircraft is airborne to indicate a request for special handling.

REFERENCE-
FAAO 7610.4, Applications, Para 12-1-1.

g. Provide expeditious handling for any civil or military aircraft using the code name "FLYNET."

REFERENCE-
FAAO 7110.65, FLYNET, Para 9-2-6.
FAAO 7610.4, "FLYNET" Flights, Nuclear Emergency Teams,
Para 12-4-1.

h. Provide expeditious handling of aircraft using the code name "Garden Plot" only when CARF notifies you that such priority is authorized. Refer any questions regarding flight procedures to CARF for resolution.

NOTE-
Garden Plot flights require priority movement and are coordinated by the military with CARF. State authority will contact the Regional Administrator to arrange for priority of National Guard troop movements within a particular state.

i. Provide special handling for USAF aircraft engaged in aerial sampling missions using the code name "SAMP."

REFERENCE-
FAAO 7110.65, SAMP, Para 9-2-16.
FAAO 7210.3, Atmosphere Sampling For Nuclear Contamination,
Para 5-3-4.
FAAO 7610.4, Atmospheric Sampling For Nuclear Contamination,
Para 12-4-3.

j. Provide maximum assistance to expedite the movement of interceptor aircraft on active air defense missions until the unknown aircraft is identified.

k. Expedite movement of Special Air Mission aircraft when SCOOT is indicated in the remarks section of the flight plan or in air/ground communications.

NOTE-
The term "SCOOT" will not be part of the call sign but may be used when the aircraft is airborne to indicate a request for special handling.

REFERENCE-
FAAO 7110.65, Law Enforcement Operations by Civil and Military Organizations, Para 9-2-11.
FAAO 7610.4, Applications, Para 12-7-1.

l. When requested, provide priority handling to TEAL and NOAA mission aircraft.

NOTE-
Priority handling may be requested by the pilot, or via telephone from CARCAH or the 53rd Weather Reconnaissance Squadron (53WRS) operations center personnel, or in the remarks section of the flight plan.

REFERENCE-
FAAO 7110.65, Weather Reconnaissance Flights, Para 9-2-18.

m. IFR aircraft shall have priority over SVFR aircraft.

REFERENCE-
FAAO 7110.65, Chapter 7, Section 5, Special VFR (SVFR).

n. Providing priority and special handling to expedite the movement of OPEN SKIES observation and demonstration flights.

NOTE-
An OPEN SKIES aircraft has priority over all "regular" air traffic. "Regular" is defined as all aircraft traffic other than:
1. Emergencies.
2. Aircraft directly involved in presidential movement.
3. Forces or activities in actual combat.
4. Lifeguard, MED EVAC, AIR EVAC and active SAR missions.

REFERENCE-
FAAO 7110.65 OPEN SKIES Treaty Aircraft, Para 9-2-21.
FAAO 7210.3, OPEN SKIES Treaty Aircraft, Para 5-3-7.
Treaty on OPEN SKIES, Treaty Document, 102-37.

o. Aircraft operating under the North American Route Program (NRP) and in airspace identified in the High Altitude Redesign (HAR) program, are not subject to route limiting restrictions (e.g., published preferred IFR routes, letter of agreement requirements, standard operating procedures).

REFERENCE-
FAAO 7110.65, En Route Data Entries, Para 2-3-2.
FAAO 7110.65, North American Route Program (NRP) Information, Para 2-2-15.
FAAO 7110.65, Route or Altitude Amendments, Para 4-2-5.
FAAO 7210.3, Chapter 17, Section 14, North American Route Program.

p. If able, provide priority handling to diverted flights. Priority handling may be requested via use of "DVRSN" in the remarks section of the flight plan or by the flight being placed on the Diversion Recovery Tool (DRT).

REFERENCE-
FAAO 7210.3, Diversion Recovery, Para 17-4-5.

2-1-5. EXPEDITIOUS COMPLIANCE

a. Use the word "immediately" only when expeditious compliance is required to avoid an imminent situation.

b. Use the word "expedite" only when prompt compliance is required to avoid the development of an imminent situation. If an "expedite" climb or descent clearance is issued by ATC, and subsequently the altitude to maintain is changed or restated without an expedite instruction, the expedite instruction is canceled.

c. In either case, if time permits, include the reason for this action.

2-1-6. SAFETY ALERT

Issue a safety alert to an aircraft if you are aware the aircraft is in a position/altitude which, in your judgment, places it in unsafe proximity to terrain, obstructions, or other aircraft. Once the pilot informs you action is being taken to resolve the situation, you may discontinue the issuance of further alerts. Do not assume that because someone else has responsibility for the aircraft that the unsafe situation has been observed and the safety alert issued; inform the appropriate controller.

NOTE-
1. The issuance of a safety alert is a first priority (see para 2-1-2, Duty Priority) once the controller observes and recognizes a situation of unsafe aircraft proximity to terrain, obstacles, or other aircraft. Conditions, such as workload, traffic volume, the quality/limitations of the radar system, and the available lead time to react are factors in determining whether it is reasonable for the controller to observe and recognize such situations. While a controller cannot see immediately the development of every situation where a safety alert must be issued, the controller must remain vigilant for such situations and issue a safety alert when the situation is recognized.

2. Recognition of situations of unsafe proximity may result from MSAW/E-MSAW/LAAS, automatic altitude readouts, Conflict/Mode C Intruder Alert, observations on a PAR scope, or pilot reports.

3. Once the alert is issued, it is solely the pilot's prerogative to determine what course of action, if any, will be taken.

a. Terrain/Obstruction Alert. Immediately issue/initiate an alert to an aircraft if you are aware the aircraft is at an altitude which, in your judgment, places it in unsafe proximity to terrain/obstructions. Issue the alert as follows:

PHRASEOLOGY-
LOW ALTITUDE ALERT (call sign),

CHECK YOUR ALTITUDE IMMEDIATELY.

THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR AREA IS (altitude),

or if an aircraft is past the final approach fix (nonprecision approach),

or the outer marker,

or the fix used in lieu of the outer marker (precision approach),

and, if known, issue

THE (as appropriate) MDA/DH IS (altitude).

b. Aircraft Conflict/Mode C Intruder Alert. Immediately issue/initiate an alert to an aircraft if you are aware of another aircraft at an altitude which you believe places them in unsafe proximity. If feasible, offer the pilot an alternate course of action.

c. When an alternate course of action is given, end the transmission with the word "immediately."

PHRASEOLOGY-
TRAFFIC ALERT (call sign) (position of aircraft) ADVISE YOU TURN LEFT/RIGHT (heading),

and/or

CLIMB/DESCEND (specific altitude if appropriate) IMMEDIATELY.

REFERENCE-
FAAO 7110.65, Conflict Alert (CA) and Mode C Intruder (MCI) Alert, Para 5-14-1.
FAAO 7110.65, En Route Minimum Safe Altitude Warning (E-MSAW), Para 5-14-2.
FAAO 7110.65, CA/MCI, Para 5-15-6.
FAAO 7110.65, Altitude Filters, Para 5-2-23.

2-1-7. INFLIGHT EQUIPMENT MALFUNCTIONS

a. When a pilot reports an inflight equipment malfunction, determine the nature and extent of any special handling desired.

NOTE-
Inflight equipment malfunctions include partial or complete failure of equipment, which may affect either safety, separation standards, and/or the ability of the flight to proceed under IFR, or in Reduced Vertical Separation Minimum (RVSM) airspace, in the ATC system. Controllers may expect reports from pilots regarding VOR, TACAN, ADF, GPS, RVSM capability, or low frequency navigation receivers, impairment of air-ground communications capability, or other equipment deemed appropriate by the pilot (e.g., airborne weather radar). Pilots should communicate the nature and extent of any assistance desired from ATC.

b. Provide the maximum assistance possible consistent with equipment, workload, and any special handling requested.

c. Relay to other controllers or facilities who will subsequently handle the aircraft, all pertinent details concerning the aircraft and any special handling required or being provided.

2-1-8. MINIMUM FUEL

If an aircraft declares a state of "minimum fuel," inform any facility to whom control jurisdiction is transferred of the minimum fuel problem and be alert for any occurrence which might delay the aircraft en route.

NOTE-
Use of the term "minimum fuel" indicates recognition by a pilot that his/her fuel supply has reached a state where, upon reaching destination, he/she cannot accept any undue delay. This is not an emergency situation but merely an advisory that indicates an emergency situation is possible should any undue delay occur. A minimum fuel advisory does not imply a need for traffic priority. Common sense and good judgment will determine the extent of assistance to be given in minimum fuel situations. If, at any time, the remaining usable fuel supply suggests the need for traffic priority to ensure a safe landing, the pilot should declare an emergency and report fuel remaining in minutes.






"Sam Spade" wrote in message ...
| Jim Macklin wrote:
| I'm glad you're pilot's certificate made you omnipotent, I
| always suggested alternate course of action and asked "why?"
|
| Being sarcastic doesn't help your case. Not understanding what PIC
| means in an emergency doesn't help your case, either.
|
| I read on another post that the plane was 81 miles out, if
| so, then ATC had the time. But what are the facts, where
| was the plane, when was an emergency declared, when was the
| runway requested?
|
| When all else fails, listen to the tape.

"Jim Macklin" wrote in message
...

2-1-4. OPERATIONAL PRIORITY

Provide air traffic control service to aircraft on a "first come,
first served" basis as circumstances permit, except the following:


a. An aircraft in distress has the right of way over all other air
traffic.

REFERENCE-
14 CFR Section 91.113(c).

Right of way DOES NOT mean carte blanche, see
2-1-1. ATC SERVICE

The primary purpose of the ATC system is to prevent a
collision between aircraft operating in the system and to
organize and expedite the flow of traffic. In addition to
its primary function, the ATC system has the capability to
provide (with certain limitations) additional services. The
ability to provide additional services is limited by many
factors, such as the volume of traffic, frequency
congestion, quality of radar, controller workload, higher
priority duties, and the pure physical inability to scan and
detect those situations that fall in this category. It is
recognized that these services cannot be provided in cases
in which the provision of services is precluded by the above
factors. Consistent with the aforementioned conditions,
controllers shall provide additional service procedures to
the extent permitted by higher priority duties and other
circumstances. The provision of additional services is not
optional on the part of the controller, but rather is
required when the work situation permits. Provide air
traffic control service in accordance with the procedures
and minima in this order except when:



No document I have found says that declaring EMERGENCY means
ATC shall grant any pilot request, those requests have
limitations due to traffic and other events. Right of way
and priority handling does not mean that every PIC request,
demand or wish can, will or should be granted.

We all do the best we can, that includes pilots and ATC.



"Steven P. McNicoll" wrote in
message
k.net...
|
| "Jim Macklin" wrote
in message
| ...
|
| 2-1-4. OPERATIONAL PRIORITY
|
| Provide air traffic control service to aircraft on a
"first come,
| first served" basis as circumstances permit, except the
following:
|
|
| a. An aircraft in distress has the right of way over
all other air
| traffic.
|
| REFERENCE-
| 14 CFR Section 91.113(c).
|
|

"Jim Macklin" writes:

No document I have found says that declaring EMERGENCY means
ATC shall grant any pilot request ...

That's because it is no longer necessary to have permission from ATC once an
emergency is declared. The pilot tells ATC his intentions. ATC does not
grant or withhold any authorizations, because it cannot.

We all do the best we can, that includes pilots and ATC.

Danger increases, however, when there are pilots about who don't understand
their relationship to ATC.

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"Jim Macklin" wrote in message
...

Right of way DOES NOT mean carte blanche, see
2-1-1. ATC SERVICE

The primary purpose of the ATC system is to prevent a
collision between aircraft operating in the system and to
organize and expedite the flow of traffic. In addition to
its primary function, the ATC system has the capability to
provide (with certain limitations) additional services. The
ability to provide additional services is limited by many
factors, such as the volume of traffic, frequency
congestion, quality of radar, controller workload, higher
priority duties, and the pure physical inability to scan and
detect those situations that fall in this category. It is
recognized that these services cannot be provided in cases
in which the provision of services is precluded by the above
factors. Consistent with the aforementioned conditions,
controllers shall provide additional service procedures to
the extent permitted by higher priority duties and other
circumstances. The provision of additional services is not
optional on the part of the controller, but rather is
required when the work situation permits. Provide air
traffic control service in accordance with the procedures
and minima in this order except when:


Right of way is a statutory right granted an airplane to proceed ahead of
another. I see that you deleted subparagraph c. from your copy and paste of
FAAO 7110.65 paragraph 2-1-1. You have no honor.



No document I have found says that declaring EMERGENCY means
ATC shall grant any pilot request, those requests have
limitations due to traffic and other events. Right of way
and priority handling does not mean that every PIC request,
demand or wish can, will or should be granted.


What does it mean to you?



We all do the best we can, that includes pilots and ATC.


Did ATC do the best they could in this case?