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• How much (or little) fuel will potentially be spilled, or
burning
CFR also has detailed information on equipment types and
passenger loads that can predict where passengers will be
exiting an aircraft. This allows them to concentrate their
fi re suppression efforts where they will do the most good.
So if you are involved in an emergency, remember that
ATC is asking these questions for a good reason—to be
able to provide optimal Crash Fire Rescue assistance
following an emergency landing.
Why ATC Declares an Emergency
For another ASRS reporter, erratic oil pressure readings
led to an ATC declaration of an emergency.
■ I told Center that I wanted to divert to ZZZ because of
erratic oil pressure readings. I explained that I was pretty
sure it was the gauge and wanted to land just to be sure
and that all else was fi ne. They cleared me to ZZZ and
put me over to ZZZ Approach. ZZZ Approach asked me,
how many souls on board? And, how much fuel? I replied
‘2 on board and a couple hours of fuel and that I did not
declare an emergency and was fi ne.’...They vectored me in
for straight-in fi nal and cleared me to land on Runway YY.
They had a fi re truck waiting for me. This, in my opinion,
was overkill and a waste. Maybe they didn’t believe that I
was fi ne...Now the FAA has contacted me asking about the
incident...I was straight [forward] with the situation and
what did I get?—Fire trucks and a call from the FAA....
Air traffi c controllers operate under the instructions
provided in Order 7110.65S (Air Traffi c Control Manual).
Section 10-1-1-d of this manual states, “...When you
believe an emergency exists or is imminent, select and
pursue a course of action which appears to be most
appropriate under the circumstances and which most
nearly conforms to the instructions in this manual.”
Controllers are further instructed to “provide maximum
assistance” to aircraft in distress, and to enlist emergency
services and facilities “when the pilot requests or when
you deem necessary.”
Controllers, in other words, must rely on their best
judgement of when to declare an emergency for a pilot.
Situations that merit an ATC emergency declaration
include, but are not limited to, the following [Section 10-2-
5 of the Air Traffi c Control Manual]:
• Offi cials responsible for the operation of the aircraft
[dispatchers, for example] inform ATC of an emergency
• There is an unexpected loss of radar contact and radio
communications with any IFR or VFR aircraft.
• Reports indicate an aircraft has made a forced landing,
is about to do so, or its operating effi ciency is so
impaired that a forced landing will be necessary.
• Reports indicate the crew has abandoned the aircraft
or is about to do so.
• An emergency radar beacon response is received.
To return to our report example, erratic oil pressure
readings may be symptomatic of a situation that could
lead to a forced landing, whether or not the pilot thinks
that is likely. ATC’s declaration of an emergency was
understandable in this situation.
A Monthly Safety Bulletin from
The Offi ce of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
March 2008 Report Intake
Air Carrier/Air Taxi Pilots 2931
General Aviation Pilots 853
Controllers 145
Cabin/Mechanics/Military/Other 303
TOTAL 4232
ASRS Alerts Issued in March 2008
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 21
Airport facility or procedure 13
ATC procedure or equipment 8
Company policy 1
Total 43
“Did you know?”
– ATC and Emergencies
Chapter 8 of the Aeronautical Information
Manual, “Medical Facts for Pilots,” contains a
wealth of information on conditions that can adversely
affect pilot performance and fi tness for fl ight. Among
these are two conditions that are amply illustrated by
ASRS incident reports—hypoxia and carbon monoxide
(CO) poisoning. This month we look more closely at these
conditions through the eyes of ASRS reporters who have
“been there.”
Hypoxia
Hypoxia is a state of oxygen defi ciency suffi cient to impair
functioning of the brain and other organs. Hypoxia from
exposure to altitude is due to the reduced barometric
pressure encountered at altitude. For optimum protection
against hypoxia, Part 91 pilots are encouraged to use
supplemental oxygen above 10,000 feet during the day,
　
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