Let’s face it, pilots sometimes find themselves in real “aw, shucks” situations. Despite superior skill, judgment, ingenuity, good looks, or enthusiasm, things just aren’t working out. Most often it’s weather, but sometimes there’s a mechanical problem or the infamous short between the headsets that leads to life-threatening circumstances. Who you gonna call? Not Ghostbusters!
Each year the National Air Traffic Controllers Association (NATCA) recognizes the best of the best with the Archie League Awards. I’ve been honored over the years to be one of three judges who select these lifesaving men and women. We are awed by their skills and often chagrined by the cluelessness of our fellow pilots. From each of nine FAA regions just one controller or team of controllers is chosen out of dozens of saves. The Air Safety Institute is proud to also recognize superior performance with Flight Assist Commendation awards.
A few repetitive themes have developed. VFR into instrument meteorological conditions (IMC) is a recurring challenge for pilots. Listening to controllers guide those who have blundered into situations well beyond their skill level is inspiring. That said, sometimes there is a bad outcome, with or without ATC contact. Obviously, as helpful and calming as that may be, controllers can’t fly the aircraft for us. VFR-into-IMC accidents happen at a rate of about 1.5 to two fatal accidents a month. For 2014 there were 10 nominations within this category, and likely many more saves we didn’t hear about where controllers will simply say, “I was just doing my job.”
In many cases the weather was down over a wide area and there was no escape to VFR within fuel range. Pilots were talked down with vectors right to the runway. Controllers who are qualified to conduct airport surveillance radar approaches are becoming a rarity.
Icing is another perennial problem area, usually for unprotected aircraft but sometimes for known ice machines as well. There were six incidents where pilots needed help to escape. Ice is much harder to predict accurately than IMC and it be can’t seen until you’re in it, unlike clouds. In a few cases, however, it was obvious that the pilot was well past the point of pushing his luck. There are about six or so ice-related accidents annually.
This year a new category surfaced. A controller watching two VFR aircraft working their way around Class Bravo in opposite directions at low altitude issued a traffic alert in the blind. Perimeters of busy airspace invariably have high-density VFR aircraft working around the edges. In this case one of the pilots was monitoring the frequency and made a critical course change. The radar replay is chilling. This controller went way beyond what was required—and his action saved two aircraft and several lives.
There were a few instances where the controller had to make repeated “suggestions” to get pilots to divert to safety when they were hell-bent to get to the original destination. This despite low ceilings, ice, or rapidly declining fuel. Rule number one in politics and flying—when you’re in a hole, stop digging!
For instrument-rated pilots who got into difficulty, two things stood out. Vacuum systems are a weak point on older aircraft—so much so that few, if any, certificated IFR aircraft have been delivered since the 1980s without at least two power sources for primary flight displays (PFD). If you fly IMC and there isn’t a solid backup system for your PFD, invest in something. In a couple of cases the pilot did not sufficiently prepare for the approach and got disoriented—completely. ATC stepped in, but if you’re a little hazy or out of practice on critical situational awareness, get some recurrent training. It beats whacking a mountain or a tall tower.
Both the Air Safety Institute and NATCA have suggested to the FAA leadership that it consider giving promotional consideration or expertise pay to controllers who hold pilot certificates—especially CFIs. Pilot-rated controllers have consistently saved lives and, in some facilities, controller-pilots are identified to be on call if a flight assist is needed. They understand exactly what’s happening in an emergency and what to do about it. Sadly, they are also getting scarcer.
Archie League started out as a barnstormer and became the nation’s first air traffic controller in 1929. His first assignment, the “tower” at what was to become St. Louis Lambert Airport, consisted of a beach umbrella with a wheelbarrow to hold the ATC equipment of the day—some signal flags, a chair, a notepad, and lunch. He later served as a pilot in World War II. He worked in multiple management capacities with the Civil Aeronautics Administration and later the FAA, helping to design today’s ATC system. He died in 1986. How fitting that NATCA should honor his memory annually with controllers who go above and beyond to keep our skies safe.
Web: www.airsafetyinstitute.org
Bruce Landsberg is the former president of the AOPA Foundation who now serves an advisor to the Air Safety Institute.
