Some time ago, I wrote about what happens during an emergency in the tower. But wait. There’s more. Of course, few pilots have declared an emergency, and even fewer have actually had an incident or accident. Crashing an airplane is on nobody’s bucket list (I hope), however the probability of surviving a plane crash varies with the type of crash. If your gear collapses, you’ll probably survive. If you hit something while VFR in IMC, well, you might make the news. For the most part, the FAA has developed some pretty good response actions to assist pilots in need, and not just during an actual no-guano emergency.
Who Ya Gonna Call?
The number of people who find out about your distress starts with the controller you tell. From there it spreads to the whole room, which then spreads to a couple other rooms of people. Depending on location, the resources ATC has in place to assist in an emergency are good. Of course, if you are out in the middle of nowhere and start to have problems it’s best to let ATC know well before hand so they can monitor and send help.
I spoke to a few pilots lately just to ask them questions like, “What would you do if X happens and Y fails?” It was a small crowd, but half the room didn’t even plan to tell ATC. Of that half, 90 percent of them said they would not be on flight following, “just squawking 1200.” They believed their chances were higher by concentrating on flying the airplane and trying to get down safe. Getting down safe is one thing, but what about when you’re on the ground with your airplane in pieces, in hostile weather far from … anything?
Whether pilots believe talking to ATC is important or not is a big deal when handling an emergency that could potentially turn from incident to accident. Altitude can buy you time, but ATC can increase your chances. When a pilot squawks 7700, 7600, or 7500, lots of things happen behind the scenes and people all the way up to DC could learn of your plight. Crash statistics show that someone on the ground knowing what’s happening increases your chance of survival by decreasing response time.
For this discussion, we can say that statistically, the probability that something catastrophic will happen is very low. Nonetheless, anything could happen at any time. Want proof? A wing fell off a Piper Arrow at Daytona Beach a couple years ago. So, yes, “stuff” happens. Despite that sad day, ATC and other aircraft provided a quick location for authorities.
The first thing ATC listens for is the magic words “declare” or “emergency,” or even an ELT in some cases. Of course, I’ve also heard expletive-laced exclamations that were sufficiently informative that I declared for them. The controller in charge (CIC) and other controllers in the room are generally notified by the controller shouting, “I’ve got an emergency!” This normally ceases non-relevant conversation. The controller working can’t just stop everyone in the air, so he or she starts to move everyone out of the way and continues working the emergency, asking for fuel and souls on board, etc. Any information a pilot could pass is useful.
Someone in the facility is responsible for the crash phone and will gather information and “rolls the trucks” as soon as practical. The CIC then notifies management, whether they are in the building or at home, and calls for any assistance needed from other controllers on break or otherwise occupied. Adjacent facilities (including approach control) are notified by the first controller to get to it. It’s a team effort, and emergencies are time critical. Better that two people call than someone thinking “I thought the other controller called people.” The CIC then breaks out all the forms potentially needed and starts filling ’em out.
Now assuming all goes well and the aircraft lands safely, this process slows way down. A “non-event” is an emergency that has a good outcome (aircraft lands safely and no one is hurt and nothing is damaged). We still have paperwork to do, but not nearly as much as a worst-case scenario.
Once an emergency starts, the controllers working are generally not relieved until the event is over. However (if staffing permits) another controller will come to monitor the position. It’s great to have a second pair of eyes in a higher-workload, higher-stress environment. If an accident does occur, controllers can be held for drug testing and removed from their position for a certain time. This is not disciplinary; it’s just standard procedure.
There are between one and 20 forms that should be filled out. The number varies by facility type, airspace, what aircraft/vehicle is involved, etc. These are all incident forms that need to be filled out ASAP while fresh in everyone’s mind. They have all the details on them including weather observations, recent PIREPs, traffic workload, etc. It may seem like a lot of unnecessary info, but if bad goes to worse, these little details go into the investigations by NTSB and help determine what went wrong and the best way to move forward.
Secondary Crash Phone
All that initial flurry of activity is complete. Now what? We’re going to assume that you declared but didn’t make it to the airport. It varies by exactly where you declare, but if near an airport that has “Aircraft Rescue and Firefighting” (ARFF), the Tower is notified to ring the crash phone. If you are out in the middle of nowhere, the approach control or the ARTCC you’re talking to will run their checklist similar to above, and those will alert higher authorities. It starts with ARFF (if applicable) then moves out to the closest rescue station. If there are none, it goes to the ARTCC Ops desk and they get in touch with Search and Rescue (sometimes a Civil Air Patrol airplane) to dispatch immediately. Keep in mind that safety comes first. If it’s bad weather, they won’t send another aircraft out to find a downed one; initial efforts would be groundbased only. After all is done with search and rescue, the Regional Operations Center (ROC) is notified. This adds exponential resources to assist if needed. The ROC works with many other entities such as NTSB and FSDO, who are at the top of the notification list immediately. After that, the original CIC or supervisor then notifies the Domestic Events Network (DEN).
The DEN is an interagency teleconferencing system that allows certain agencies to communicate and coordinate their response to violations of restricted airspace. It was established just after 9/11 in response to the attacks.
To break it down, it’s basically an open line that any ATC facility and a few other agencies can call and use to coordinate/communicate things happening across the country in real time. One thing that will put facilities on the line is if someone squawks 7500. Not only would my radar make a loud buzzing noise, they would hear it all the way up in DC. If ATC determines it’s real, the closest fighters will be airborne.
The DEN is also used for certain VIP movement. So, from beginning with one controller who heard the pilot say something, within 10-15 minutes, up to 50 people know about an emergency. If that emergency turns into an accident, that number goes up to the hundreds. FSDO and NTSB are at the top of that list because if the worst happens, they need to be first on scene right behind fire/rescue. Immediately after an accident or crash is when most critical evidence is present.
After the DEN is notified, the CIC, Supervisor, or Air Traffic Manager (ATM) continues along the list with law enforcement or a military authority if needed. Then the list goes to the
ATM and supervisors of the facility if they weren’t in the building. Next, the local ATC union president is notified. It may seem redundant, but the first thing management does is notify up their chain of command, and sometimes repeat the calls that should have already been made by the CIC or first person in charge. It’s similar to when an accident happens and everyone calls 911 for the same thing.
If the crash happened on or near the airport, the airport operations supervisor is notified, who then notifies airport authority and manager. Finally, if needed, the ATM will notify the Washington Ops Center. That call typically isn’t made unless another 9/11 or anything involving Air Force 1 happens.
As you can see, there are significant resources for not just emergencies, but accidents. Walking away alive is a variable highly determined by the actions of the pilot before the crash. Of course, I am a firm believer in aviate, navigate, communicate. However, I also believe that “communicate” part is a must and should be included as soon as possible. This is also why I highly encourage filing IFR whenever possible, or at least utilizing flight following—you’ll always have someone to talk to.
In addition to your standard required ELT, tying your GPS to your ELT (or having an ELT with embedded GPS) will greatly assist in locating you, whether it is a personal beacon or installed in the aircraft. Sure, those things can be pricey, but any pilot knows that flying is not cheap. You might spend $100K on an airplane; would you up that to $101K to increase your chances of being found if the worst happened? It’s clear that the sooner someone knows about your distress, the sooner help will arrive.
My goal here is to change the minds of some pilots who don’t talk to ATC at all or are not very helpful with exchanging information. Since most professional pilots are flying on IFR flight plans, talking to ATC is not an issue. Where does that leave the rest of us? You aren’t taught “aviate, navigate, communicate” just to throw the last part out. Help us help you. Talk to us. You might even find that most of us are friendly and helpful.