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these [pilots] chose the inappropriate means to communicate.
ATC Emergency Handling
The Air Traffic Control Handbook (FAA Order JO7110.65S,
section 10-1-3) instructs controllers to “provide maximum
assistance to aircraft in distress.” Because of the infinite
variety of possible emergency situations, the Handbook
does not prescribe specific procedures. Controllers are told
to “select and pursue a course of action which appears to be
most appropriate” (Section 10-1-1-d).
A B737-700 First Officer’s report questioned whether ATC
handling of a flight emergency was the most appropriate for
the circumstances.
n We had a flight control problem and declared an
emergency. ATC seemed concerned with our actions as we
requested vectors until we ran the checklists and prepared the
aircraft for landing. One controller even mentioned that they
had another carrier’s big arrival rush they were concerned
about. We had been vectored to the south of the airport
heading north when TCAS announced a traffic alert. We
were at 5,000 feet and so was traffic according to our TCAS
as we received a RA for a 1,500 fpm descent. We deviated
from our assigned 5,000 feet to comply as the other aircraft
came within 300 feet vertically. After the RA, we climbed
back to 5,000 feet. We crossed over the airport to the north
and requested a downwind for Runway XX…We were told to
follow another carrier to Runway XX. Our approach speed
was faster than normal as was required by the QRH [Quick
Reference Handbook]. On short final, the other carrier was
still on the runway and finally cleared [the runway] prior
to touchdown. Once we landed and it was safe to clear
the runway, there were not many options to clear because
there were aircraft lined up on the parallel taxiway south of
Runway XX. I was somewhat concerned about the emergency
fire crews maneuvering around these aircraft if we did need
assistance on the ground. We finally did clear….
ATC could better assist emergency aircraft and protect
airspace and runway environment [if] priority is given to
emergency aircraft. I would have preferred that all traffic
was kept clear of us while we worked out our checklists
to avoid having to deviate in an emergency. I also would
have preferred that all traffic was held or vectored from
both landing runways from the time we announced we were
ready to land until the time we cleared the runway. Keeping
the parallel taxiway clear for us except for the emergency
vehicles would have been appropriate, also.
TFR Avoidance
A Temporary Flight Restriction (TFR), issued by NOTAM,
defines an area restricted to air travel due to a hazardous
condition, a special event, or other special circumstance.
A Cirrus SR22 pilot doing touch-and-goes at a local airport
learned why it’s a good idea to contact FSS or receive a
DUATS briefing prior to every flight.
? ASRS
Communication
Incidents
351
n Departed unaware of a NOTAM restricting flights within
a 30-miles radius of the ZZZ area, which encompasses
ZZZ1 near the 25-mile mark. [I] did not realize nor had the
forethought to check NOTAMS or TFRs that may be in effect.
My intentions for the flight were touch-and-goes at ZZZ1. After
departure, I was immediately contacted by FBO via radio
who had been contacted via telephone by the TSA to notify the
aircraft taking off to land immediately. I was squawking 1200,
and not a discrete transponder code that I would have been
given had I checked the TFR and contacted ZZZ TRACON
as instructed by the NOTAM or TFR. This was clearly my
mistake. After being notified of the TFR, I immediately landed
on Runway 29. I was no more than a ½ mile radius from
the center of the airport, but now realize the severity of the
incident. Upon landing, I exited the runway and shut down on
the taxiway to await instructions from [the] TSA inspector.
The entire situation was an unintentional yet avoidable
mistake made…by taking for granted my normal procedures
because I was at my local airport practicing landings. I
know that regardless [of] where I am, it is a mistake to take
off anywhere without reviewing all NOTAMs, TFRs and all
relevant information.
As this pilot learned, it’s easy to become complacent about
NOTAMs and TFRs, particularly when flying in familiar
airspace or over short distances.
Compliance with Charted
Procedures
Standard Instrument Departure (SID) charts are designed
to expedite clearance delivery and to facilitate transition
between takeoff and en route operations. A General Aviation
　
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