You Make the Call

[Vector4fun]

Ok, I've got a little exercise for you folks who choose to participate. Suppose you're an Air Traffic Controller, working for the FAA, and you observe the following situations. Suppose further, that the Supervisor went home sick, and left YOU in charge of the shift. We'll also suppose this is a medium size Radar facility and co-located Tower. How would YOU handle the matter? These are real life situations, with just a few details modified to protect the innocent; (Me).

(Btw, I expect a few wise-a$$ responses, but some serious discussion is appreciated).

Situation #1. There's a fellow based at your field with one of those skinny little go-fast homebuilt hotrods that likes to show off a bit. Flies fast, taxies fast, makes fellow pilots un-comfortable by whizzin' by a little to quick and close for comfort, both on the ground and in the air, including at least two RA incidents. In both the RAs, the pilot in question was instructed to maintain visual separation, but didn't maintain much. His latest act is to request a low approach, which you approve, and he then flies about 180 kts down to 50' and midfield, followed by a 30 deg pitch up, and at least 80 deg bank, right in front of the FBOs.

Keep in mind that the ATC Handbook, 7110.65, says this about that:

Do not approve a pilot's request or ask a pilot to conduct unusual maneuvers within surface areas of Class B, C, or D airspace if they are not essential to the performance of the flight.

EXCEPTION. A pilot's request to conduct aerobatic practice activities may be approved, when operating in accordance with a letter of agreement, and the activity will have no adverse affect on safety of the air traffic operation or result in a reduction of service to other users.

[size=-2]REFERENCE-
FAAO 7210.3, Aerobatic Practice Areas, Para 5-4-7.[/size]
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NOTE-
These unusual maneuvers include unnecessary low passes, unscheduled flybys, practice instrument approaches to altitudes below specified minima (unless a landing or touch-and-go is to be made), or any so-called "buzz jobs" wherein a flight is conducted at a low altitude and/or a high rate of speed for thrill purposes. Such maneuvers increase hazards to persons and property and contribute to noise complaints. ​

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Ok, you guys make the call.​

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(more later, I gotta get another beer)​

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[TonyC]

As soon as he's stable at pattern altitude, advise him that what he just did is not considered a "low approach." Pay particular attention to the attitude exhibited in his response. Penitent, humble, apologetic - - forget about it.

Arrogant, cocky, rude - - continue to next step. As soon as he touches down upon final landing, clear him off the runway and give him the number to call you. When he calls, explain how he has violated the FARs, citing chapter and verse. Pay attention to the attitude exhibited in his response. Penitent, humble, apologetic - - thank him for calling, have a nice day. DOCUMENT the incident.


Arrogant, cocky, rude - - continue to next step. Advise him of your intent to take further action. Thank him for calling, have a nice day. Write it up, save it until the Supervisor gets back, ADVISE the Supe what you're doing so he'll know what's going on. Don't need to get his permission, right? But it's a courtesy thing to keep him advised.


Sounds to me like you'll be writing the report, but hopefully it'll save the guy's (and somebody else's) life.

 

[Vector4fun]

Situation #2:


You're working one of the approach control positions, and have around 5 aircraft on Freq. One is an IFR Citation leveling at 5000' on a vector south bound for the downwind, another is a VFR Merlin let's say, west bound, descending out of 8,500' for a satellite airport. The Wx is reported 4000' scattered to broken, and 10+ miles vis. These two aircraft are on converging courses. Your trained eye tells you they may get pretty close, but it appears they are gonna miss. In Class C airspace, ATC is only required to provide target resolution (green between) or 500' vertical separation, so you do not issue any restriction to the descending Merlin, but begin issuing traffic information when they are app 6 miles apart. On first call, neither aircraft says anything other than "Looking".

On you second traffic call to both aircraft, they are now about 3 miles apart, still converging, but it's also still apparent that the Merlin is going to pass just behind the Citation. However, the Citation responds "We're IMC". You immediately go back to the Merlin, issue traffic "12 to 1 o'clock and 2 miles, reports he's in the clouds". The Merlin responds, (Honest to God!) "We're in and out". You immediately issue a 30 deg right turn to both aircraft, and they miss by app 1 1/2 miles, same altitude.

Now what?

 

[English]

I guess I'm too tough, 'cause I'd violate the VFR guy the moment he said he was "in and out of the clouds".

 

[TonyC]

Shucks, I ain't no controller, but I'm thinkin' put 'em both back on original headings, or whatever's appropriate to get 'em where they're goin'.


Take another sip of the coffee.


::: Note to self: Hold the Merlin at 6,000' next time that happens. :::


.

 

[TonyC]

::: scratchin' through note to self - - Merlin was VFR :::



Do I still have him on the freq.?





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[bigD]

Hmmm...interesting. I happen to fly at an airport with a medium sized radar facility and co-located tower. It also is home to a skinny little go fast homebuilt hotrod. What a coincidence!

I've never witnessed said homebuilt do a low pass, but I have met the pilot, and he's a complete jack*ss.

So I say you should constantly give him garbage vectors, just for being a d*ck to the people curious about his plane. I mean, I know you're talking hypothetically. But this is what I'd recommend if you were a controller where *I* fly.

And I also recommend that you continue drinking beer tonight. That's what I've been doing.

 

[bigD]

I guess I'm too tough, 'cause I'd violate the VFR guy the moment he said he was "in and out of the clouds".

Heh! I think I've dated you once!

 

[Vector4fun]

Situation #3


Winter time is here. It's 33 degrees F outside with a touch of freezing drizzle. Not cold enough to stick to anything, but cold nonetheless. Not much flying today except the airlines and Turbine Corporate. Long around 2:00 pm, a Piper Commanche calls to ask for an IFR clearance to Houston. You respond by reading about 3 minutes worth of Sigmets and Center Weather Advisories for the area, including forcast chance of icing all the way up to 11,000'. You also quickly ask the Departure Controller to get a Pirep from the DAL MD-80 just beginning takeoff roll. The Commanche insists he's still ready for clearance. You issue the clearance, (in disbelief) and then taxi instructions to the departure runway.

Three minutes later, Departure calls back and says the MD-80 reported moderate mixed icing from 4000' thru 1000', tops 11,000'. The Commanche has filed for 7000'. You forward the Pirep from the Delta Pilots to the Commanche, and hope THAT finally sinks in this pilot's skull.

Nope. The Commanche Pilot acknowledges the Pirep, and announces ready for departure. You and the other controllers in the Tower look at each other in disbelief, then you shrug and let him go. Meanwhile You ask one of the guys on break to dig out a accident package just in case.

Five minutes later, Approach calls. The Commanche has declared an emergency, severe icing, and is returning to land. Two jets have to be broken off their arrival and must HOLD in this crap to let the Commanche have priority. Thankfully, he makes a shakey but safe arrival on the runway he just departed from less than 10 minutes ago, and taxies back to the FBO.


Lesson learned, or not????

 

[bigD]

Sadly, I'd bet the lesson wasn't learned. I knew a guy that took off in conditions that were very obviously conducive to icing (in a light twin), and he did nothing but brag about the amount of ice he picked up on the airframe, and the fact that he could only maintain 1000' at full power. I don't think these types of pilots "get it".

 

[Vector4fun]

Hmmm...interesting. I happen to fly at an airport with a medium sized radar facility and co-located tower. It also is home to a skinny little go fast homebuilt hotrod. What a coincidence!

So I say you should constantly give him garbage vectors, just for being a d*ck to the people curious about his plane. I mean, I know you're talking hypothetically. But this is what I'd recommend if you were a controller where *I* fly.

And I also recommend that you continue drinking beer tonight. That's what I've been doing.

Hmmm, that IS a coincidence, isn't it?

 

[atrdriver]

Situation #3




Lesson learned, or not????

Probably not. Too many pilots out there who honestly believe that it can't happen to them. He probably stayed scared for a few hours, then figured that he just had a little bad luck and it won't happen again.

atrdriver

 

[English]

Maybe when his certificate is revoked or suspended, he MIGHT learn his lesson.

 

[minitour]

Uh...I'm guessing you find out why the VFR guy is poppin in and out of clouds...

then take appropriate action from there...

It's stuff like that that causes the accidents that gives GA a bad name...

both scenarios really p*ss me off...

I mean...if you're close to a cloud...who knows if you're 500 feet below...only way to tell is to go climb into it...feds sure aren't gonna want that...so...its really a judgement call...but to say on the freq. "we're in and out" when you're supposed to be VFR....wtf is wrong with people...

I do like the idea of telling the guy...getting a response and going from there...could just be a simple f*ck up, people do that...could be a "yeah I'm VFR and goin through some clouds so what" attitude too...

-mini

PS
I am assuming that they did not declare an emergency and weren't in a situation where they just tried to get it on the ground...that would change things...

EDIT:
Situation 3
Wow...what an arogant a*s...well...get him on the ground...make sure he's okay...get a written report from him...(does this constitute wreckless or careless operation?)not familiar with any twins...is the Comanchee certified for known icing...if so...I dunno...if not...bust him on the whole wreckless or careless...

...makes me realize how much I think I'd enjoy ATC...Tower tho...not approach or center or anything like that...strictly tower...somewhere busy...for about 10 minutes...then I'd burn out

-mini

 

[GravityHater]

Can you not just 'turn off the tapes' for a moment and then key up the mic, cussing these bastards up on side and down the other, over the radio in your most booming voice?
It would at least make you feel better!
I would scream, "You dumb ^%#%$&, is your head so far up your anus that you can't think straight?!", then take a deep breath, flip the tapes back on and smile a little while I sipped my coffee.
Thanks to you atc types for putting up with ALL of us.

this from one of the 'little plane' guys

 

[TonyC]

Situation #3


Lesson learned, or not????

Not. Needs a heart to heart with an Inspector.





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[flyifrvfr]

My response to these situations is simple. First, the homebuilt doing the flyby just performed aerobatics below 1,500 feet without a waiver, and did aerobatics in controlled airspace. He gets reported. Second, the Merlin flying VFR in VMC is responsible for maintaining VFR and seperation. By saying that he is in and out tells me he is in violation of the FAR that says you must have an IFR clearence in controlled airspace when the weather is less than VMC, not verbatum.

Lastly, if you as a pilot stop and think about what the NTSB report would say about your decision making, it would help prevent you from making bad decisions. Flight into known icing which was reported and weather conducive (sic?) is bad. Flying an aircraft into know icing without the equipment to operate in such is considered wreckless because you are operating the aircraft contrary to its type certificate.

 

[Vector4fun]

Boy, you guys are a bunch of hard liners!


Two of those incidents are fairly recent, one is a bit dated. In all three cases, there was a Supervisor on duty. In one case, the controller issued a fairly harsh tounge lashing on freq. In another, the Supe did some respectful chastising on the phone later, and in the third, well, nothing yet, but the day is coming......

Thanks for playing, and be very, very careful out there, because all three pilots are still flying, and more like them. Fortunately, they are still a small minority of the pilot population. The majority of you guys and gals are a pleasure to work with.


I'll leave you with a Darwin Award finalist from 1990. The saddest part was one of the passengers was a small boy who wasn't aware he was risking his life.

I knew his Dad. (Not one of the occupants)

http://www.ntsb.gov/ntsb/GenPDF.asp?id=FTW88FA160&rpt=fi

 

[Jedi_Cheese]

#1: See how the pilot responds when they call you. I would be tempted to let them off the hook but if they ask for it, give the violation to them.

#2: Violation. They were advised that there was traffic there, and they went into the clouds VFR.

#3: Have the guy call you, and have a nice little chat. Then let him off the hook, maybe he learned something.

 

[JediNein]

For the Comanche, did he get a number to call? I try to enforce the idea that declaring an emergency is a really good idea but the goal is to prevent the emergency in the first place. Also, I've known of those that made similar mistakes in their past, just being dumba$$e$. Basically they scared themselves silly and had plenty of time to review their life as it passed before their eyes. The FAA response, ATC through FSDO, has generally been 'go and sin no more.' You know his tail number, if he does it again, if he's not dead, in steps the FSDO. Possibly a call to the rental place? "Just want to make sure he's okay."

Something similar happened to a friend. IMC + Bad weather, low ice level, night approaching, and a VFR only pilot in a rental asked for departure clearance out of the "C". The departure controller gave him the VFR clearance, and a latest doom and gloom PIREP. The guy taxied, did the runup, and called for takeoff.

The controller turned to the sup (my friend and also owner of the airplane) and asked what to do. The sup responded "you clear him for takeoff" knowing full well that he would most likely not see his airplane or that pilot alive again.

The guy took off, declared an emergency and got vectors to a nearby airport 6 minutes later. An hour later he departed again, emergency, vectors, made it 20 miles that time. He repeated it again a few more times, about 30 minutes between emergencies.

Somehow the guy made it to his destination. The controllers only documented the flight assists, warned the next facility he was coming, and left the guy to the sup.

In the conversation later, the guy told his story. His son and pregnant daughter-in-law had just been in a near-fatal motorcycle accident up north, he was trying to get there before his son died. He knew driving was too slow and he wasn't thinking clearly. He did make it in time, his son regained consciousness for a short period of time, and died the next morning. I don't know what the final FAA response was other than he never rented from the sup's place again.

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In the case of the Merlin, "Are you requesting an IFR flight plan?" I know I've stopped students from saying stupid things on the radio before, even in Merlin-class aircraft. In the phone call afterwards, "were you aware you were on a VFR clearance?" I've also known sectors to not pass flight plans along, pilots to screw up, and controllers to accidentally hit VFR instead of IFR for codes.

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For the buzz job fellah, again a similar situation encountered in the past, the pull-ups were going through the tower's airspace. The tower response was to involve the Safety Program Manager (SPM) at the local FSDO. He came out to the EAA crowd, cowboys and all, and gave an excellent presentation during one of their meetings. The good guys were so identified and got some great instruction and door prizes (a handheld GPS was given out). One of the cowboys told the SPM off. That's fine, don't violate the airspace and we'll leave you alone. Violate the airspace and we'll be back wearing the black hats.

The buzz-jobs continued. Two weeks later an Inspector, wearing a black baseball cap with FAA lettering, was standing on the roof of the restaurant with a clipboard and binoculars. He flew in to that airport in his Harmon Rocket and did a 'buzz-job' with self-announcing on the unicom, even saying hi to the gal monitoring unicom.

The buzz-jobs stopped violating the airspace with one exception. That exception is now fighting certificate action.

Fly SAFE!
Jedi Nein