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request vectors from Approach, I lost total electrical. I
had a hand-held transceiver to listen, but I could not
transmit. I also had a hand-held GPS, and used that to
navigate to my destination. It was VFR there, so I
continued my flight, as I was cleared.
Once in a while, after letting the [aircraft] battery
charge, I could transmit for about 7-10 seconds. So I let
Center know what was going on. They let me descend to
3,000 feet, but that did not get me out of the clouds. I let
the battery charge enough to contact XYZ Tower, and
they let me down still further. Still in IMC. As I got
about 20 miles from my destination, I broke out into
VMC. I continued and landed.
The mechanics said one alternator had a broken belt,
and the other had a terminal burned out. Two totally
unrelated problems.
In this case, limited communication and navigation
equipment provided the reporter with enough
information to relay his problems to ATC and land
Weathering Heights
safely. In instances where a failure occurs shortly after
take-off, an immediate return-to-land is an option that
should be considered.
The next reporter was less prepared—in knowledge of
FARs—to make a decision about accepting an IFR
clearance when the weather took a turn for the worse.
n  While flying VFR with flight following, I experienced a
vacuum pump failure. Conditions ahead appeared to
require an IFR clearance, so I advised the Controller that I
had experienced a vacuum pump failure and therefore the
heading and attitude indicators were inoperative. I also
told him that conditions ahead appeared to require an IFR
clearance. He asked if I preferred to land or file IFR. I
indicated that, since I was having no problems, I would
prefer to file IFR. He issued an IFR clearance and
provided no-gyro vectors to the airport. I landed with no
problems.
Since then I have learned that he probably should not have
issued the clearance because you should not enter IFR
conditions with an inoperative vacuum pump. He should
have advised me of that.
It was the pilot’s responsibility—not the Controller’s—to
determine the legality of IFR flight. The situation could
have been avoided if the reporter had executed a 180°
turn at the first sign of deteriorating weather.
Between a Rock and a Hard Place
That’s where an air carrier Captain found himself, with
the rock being conflicting traffic, and the hard place being
thunderstorm cells.
n  Our flight plan showed SIGMETs for embedded
thunderstorms in the area and PIREPs of moderate mixed
ice. On departure…two thunderstorm cells popped up on
the radar screen. Our company policy is to avoid this kind
of cell by 5 miles or more. The Departure Controller was
talking non-stop to other airplanes, preventing us from
requesting a weather deviation or declaring an emergency.
I had the choice of entering the cell, or turning to avoid the
cell (by maybe one mile, by now) and hoping that TCAS
and/or the Controller would warn us of traffic. I chose
the latter. I didn’t see any TCAS traffic displayed, and
turned right. The First Officer was finally able to advise
ATC. We were told to level at 12,000 feet due to traffic,
and were reprimanded for not getting permission before
turning.
We followed FAR guidance: ask permission; declare an
emergency if necessary; if unable to make contact, for the
safety of the flight, deviate, then notify ATC as soon as
possible.
Part of attempting to declare an emergency should
include squawking 7700. This immediately notifies ATC
of a problem, at which time the Controller will be alerted
that the flight crew needs to make a request.
Another Captain in a similar “hard place” deviated
without any attempt at ATC contact. The First Officer
reports:
n  Over [oceanic] routes, the Captain deviated [over 20
miles] off-course when thunderstorm build-ups were along
our route, without contacting any controlling agency. The
routes are in an area where we are in radio contact for
position reporting (usually HF), and in the area where we
all think we are not in radar coverage. WRONG! I knew,
and conveyed to the Captain, that ATC could see us even
though we were reporting positions on HF. I don’t have a
problem with circumventing weather and known turbulent
conditions, but some attempt must be made to
communicate with ATC or other aircraft to advise them of
our conditions and intentions.
Course deviations beyond the boundaries of an airway
may cause ATC to consider an aircraft lost, or worse, a
　
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