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slow at re-clearing us back towards [the
departure airport] thereafter.”
Upon changing to the next Center sector an
hour later, the flight crew discovered that
Center was treating the whole thing as a
routine change of destination and that “no
emergency existed in the ATC view.” In this
case, no apparent conflicts arose. It can only
be assumed that had Center understood that
an emergency had been declared, their service
would have been much more prompt. As with
all ATC/aircraft communications, if a flight
crew is not sure that a transmission or request
has been properly understood, they should
repeat their message and make sure that they
receive a proper acknowledgment. In this
instance, the fact that the flight was over
water and using high frequency (HF) radio
surely added to the breakdown in communications.
Nonetheless, the flight crew must share
the responsibility for accuracy in the information
exchange.
The Pilot’s Toolbox
There seems to be great reluctance among
pilots to declare an emergency. It is not
uncommon for reporters to the ASRS to
indicate that they believe that declaration of
an emergency will bring the wrath of the FAA
down upon them and cause them innumerable
hours of tedious paperwork. FAR 91.3(c) states
that “Each pilot-in-command who deviates
from a rule under paragraph (b) of this section
shall, upon the request of the Administrator,
send a written report of that deviation to the
Administrator.” In most cases, the Report of
Irregularity that the Captain has already
written for his company supervisors should
provide all the information the FAA might
need, and no further paperwork would be
required.
When determining if an emergency condition
exists, flight crews need to consider the
implications of their potential inability to
conform to ATC instructions. Emergencies
should not be frivolously declared, of course,
but declaring an emergency is something in
the pilot’s “toolbox” that can be put to use if it
is needed. Don’t overlook it.
ASRS Directline 13
Between a Rock
and a Hard Place by Ed Arri
Weather Deviations
E ach year both pilots and controllers are confronted with
weather-related problems that have a significant impact on the
safety of flight, and on the air traffic system as a whole. Pilots want
to deviate around build-ups they see and/or observe on their airborne
weather radar as “red cells.” In the face of weather mandated
route or altitude changes, the controller must maintain standard
separation from other aircraft. Pilots frequently blame controllers
for not understanding their need to deviate. Controllers, on the
other hand, believe pilots have little idea of what is involved in
granting such requests and the subsequent impact on other traffic.
Different Jobs,
Different Viewpoints
The air traffic control system is designed to
handle a large number of aircraft within a
highly standardized route structure. Whenever
weather becomes a factor, workload for
both the pilot and controller are greatly
increased. Since weather has little regard for
the standardized route structure, the air
traffic control system at that particular time
and location demands non-standard remedies
to reduce the negative impact on all aircraft.
Controllers will, if they are able, approve
deviations around the “red cells” for passenger
comfort, and more importantly, for safety.
Most of the time these deviations can be
approved with minimal impact on the system;
however, there are times when even slight
deviations can create enormous problems for
the controller. Adding to the control problem is
the movement of the storm. It generally
doesn’t stay in one place long enough for the
controller to work out some sort of routine
with other sectors/positions.
The pilot has relatively few options when it
comes to avoiding severe weather. The forces
of nature can be extremely nasty at times. The
instinct for survival tells the pilot that the
weather ahead is bad stuff, and must absolutely,
positively, be avoided. When ATC
approval for deviation is denied, solutions and
alternatives must be communicated and
worked out by both the controller and pilot. Of
course, all of this is taking place while the
aircraft continues to head toward the problem.
14 ASRS Directline
Controller’s Perspective
Many reports received at ASRS from controllers
indicate that weather deviations have
　
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