Question for controllers

[Capt.Doug]

In your controller training, are situations addressed concerning aircraft
which request priority but do not declare an emergency? Is there any
guidance in the Controllers' Handbook?

D.

[Bob Gardner]

http://www.faa.gov/ATpubs/ATC/INDEX.HTM

to answer the last part of your question.

Bob Gardner

"Capt.Doug" > wrote in message
...
> In your controller training, are situations addressed concerning aircraft
> which request priority but do not declare an emergency? Is there any
> guidance in the Controllers' Handbook?
>
> D.
>
>

[[email protected]]

> In your controller training, are situations
>> addressed concerning aircraft
>> which request priority but do not declare an
>> emergency? Is there any
>> guidance in the Controllers' Handbook?

> The document says (very roughly) if in
> doubt handle as emergnecy even if not
> declared by aircrew.

This reminds me of a time when I was
a dual Pilot Under Instruction.

I was flying the aeroplane (almost
ready for solo) when (as we later
found out) a drive gear to one of the
magnetos lost some teeth.

We were 500' AGL climbing out from takeoff.

The engine immediately lost a lot of power
and sounded very bad. The instructor took over
control and turned 180 degrees and made
a downwind landing. The engine did not get worse.
IIRC we were able to maintain altitude more or less.

I was surprised that he did not declare an emergency
and only requested clearance to land on the reciprocal
runway. The tower said nothing either but as we approached
I could see that the fire crews were out.

I did not pursue my flying and so have not really
much more experience that I had then but
I still feel that not declaring an emergency was
not the right thing to do.

He was however a military instructor which I
assume indicates quite a bit of flying experience.

He did, of course, take the opportunity to
demonstrate and talk through the issues
and techniques of downwind landing which
I had not yet covered!

The engine lost power since the faulty
mag was still firing quite a lot but not at
the right time. Given more altitude various
mag switch fiddling would have presumably
restored power.

Anyway, the point is that the UK controllers
behaved as described in the document
referred to in the previous post and
called out the crash crew even though no
emergency had been declared.

[Al]

So who files out the paper work later?

I ask because I once arrived at a major U.S. West Coast airport, and
upon extending the landing gear, had no light. I was left base at the time,
so I asked for a "right 270" to do a quick troubleshoot. Sure enough, the
bulb was bad. After landing I was followed by the equipment, and when I
stopped, the crash rescue guys wanted to know the "nature of my emergency".
I told them I had no emergency, and they left. It took two months of talking
to FAA folks to convince them there was no emergency in the first place.

Al


> wrote in message
oups.com...
>> In your controller training, are situations
>>> addressed concerning aircraft
>>> which request priority but do not declare an
>>> emergency? Is there any
>>> guidance in the Controllers' Handbook?
>
>> The document says (very roughly) if in
>> doubt handle as emergnecy even if not
>> declared by aircrew.
>
> This reminds me of a time when I was
> a dual Pilot Under Instruction.
>
> I was flying the aeroplane (almost
> ready for solo) when (as we later
> found out) a drive gear to one of the
> magnetos lost some teeth.
>
> We were 500' AGL climbing out from takeoff.
>
> The engine immediately lost a lot of power
> and sounded very bad. The instructor took over
> control and turned 180 degrees and made
> a downwind landing. The engine did not get worse.
> IIRC we were able to maintain altitude more or less.
>
> I was surprised that he did not declare an emergency
> and only requested clearance to land on the reciprocal
> runway. The tower said nothing either but as we approached
> I could see that the fire crews were out.
>
> I did not pursue my flying and so have not really
> much more experience that I had then but
> I still feel that not declaring an emergency was
> not the right thing to do.
>
> He was however a military instructor which I
> assume indicates quite a bit of flying experience.
>
> He did, of course, take the opportunity to
> demonstrate and talk through the issues
> and techniques of downwind landing which
> I had not yet covered!
>
> The engine lost power since the faulty
> mag was still firing quite a lot but not at
> the right time. Given more altitude various
> mag switch fiddling would have presumably
> restored power.
>
> Anyway, the point is that the UK controllers
> behaved as described in the document
> referred to in the previous post and
> called out the crash crew even though no
> emergency had been declared.
>

[Jim Macklin]

The rule does not require the pilot to say the "magic words"
to have an emergency, nor does it mean that if the words are
not spoken an emergency does not exist. The rules also
require a report IF traffic priority is given. The tower
saw that you were doing something out of the ordinary. They
may have extended another airplane [perhaps an airliner] and
if the airline asked why their fuel bill was $1,000 higher
and 10 minutes late, the tower needs your statement, really
just a N-number, name to CYA.

If you mentally declare an emergency to yourself, you can do
what ever is needed to solve the problem, including
violations of airspace, minimums or clearance. For
instance, you're solid IFR/IMC and have a total electrical
failure which is not covered by any regulation except
pilot's emergency authority. You can shout at your dead
radio, until you get on the ground somewhere nobody will
know the nature of your emergency. Your navigation becomes
dead reckoning to the nearest area of known VMC.

Controllers are there to help, but unless you say emergency
they're not obligated to give you priority handling. There
is no investigation, no third degree or rubber hose, declare
the emergency, get on the ground safely, tell them your name
and thanks.


--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


"Al" > wrote in message
...
| So who files out the paper work later?
|
| I ask because I once arrived at a major U.S. West Coast
airport, and
| upon extending the landing gear, had no light. I was left
base at the time,
| so I asked for a "right 270" to do a quick troubleshoot.
Sure enough, the
| bulb was bad. After landing I was followed by the
equipment, and when I
| stopped, the crash rescue guys wanted to know the "nature
of my emergency".
| I told them I had no emergency, and they left. It took two
months of talking
| to FAA folks to convince them there was no emergency in
the first place.
|
| Al
|
|
| > wrote in message
|
oups.com...
| >> In your controller training, are situations
| >>> addressed concerning aircraft
| >>> which request priority but do not declare an
| >>> emergency? Is there any
| >>> guidance in the Controllers' Handbook?
| >
| >> The document says (very roughly) if in
| >> doubt handle as emergnecy even if not
| >> declared by aircrew.
| >
| > This reminds me of a time when I was
| > a dual Pilot Under Instruction.
| >
| > I was flying the aeroplane (almost
| > ready for solo) when (as we later
| > found out) a drive gear to one of the
| > magnetos lost some teeth.
| >
| > We were 500' AGL climbing out from takeoff.
| >
| > The engine immediately lost a lot of power
| > and sounded very bad. The instructor took over
| > control and turned 180 degrees and made
| > a downwind landing. The engine did not get worse.
| > IIRC we were able to maintain altitude more or less.
| >
| > I was surprised that he did not declare an emergency
| > and only requested clearance to land on the reciprocal
| > runway. The tower said nothing either but as we
approached
| > I could see that the fire crews were out.
| >
| > I did not pursue my flying and so have not really
| > much more experience that I had then but
| > I still feel that not declaring an emergency was
| > not the right thing to do.
| >
| > He was however a military instructor which I
| > assume indicates quite a bit of flying experience.
| >
| > He did, of course, take the opportunity to
| > demonstrate and talk through the issues
| > and techniques of downwind landing which
| > I had not yet covered!
| >
| > The engine lost power since the faulty
| > mag was still firing quite a lot but not at
| > the right time. Given more altitude various
| > mag switch fiddling would have presumably
| > restored power.
| >
| > Anyway, the point is that the UK controllers
| > behaved as described in the document
| > referred to in the previous post and
| > called out the crash crew even though no
| > emergency had been declared.
| >
|
|

[BTIZ]

> I was surprised that he did not declare an emergency
> and only requested clearance to land on the reciprocal
> runway. The tower said nothing either but as we approached
> I could see that the fire crews were out.

Some times, the controller knows when to not ask questions or offer advice..
just watch, keep everyone else out of the way.. and pick up the phone to
alert the fire crew.

BT

[Newps]

Jim Macklin wrote:
> The rule does not require the pilot to say the "magic words"
> to have an emergency, nor does it mean that if the words are
> not spoken an emergency does not exist. The rules also
> require a report IF traffic priority is given. The tower
> saw that you were doing something out of the ordinary. They
> may have extended another airplane [perhaps an airliner] and
> if the airline asked why their fuel bill was $1,000 higher
> and 10 minutes late, the tower needs your statement, really
> just a N-number, name to CYA.

You're just makin' this **** up. Nowhere does it spell out that if you
do something "unusual" does that then require a report. In the
situation where the gear light failed you ask to have a little
manuvering space to check it out. We give you that and you tell us it
was the bulb. You get the equipment as a matter of course. Whether you
think it is an emergency or not is irrelavant, we do so therefore it is
an emergency. You land safely and there are two lines on the daily log.
Fiorst line states that N12345 has gear difficulty and that the trucks
were rolled. Second line states you landed safely. That's it and the
end of it. That log, like all daily logs, gets kept for a year. They
are not forwarded on to anybody. You will not be asked for a report.
If there is an incident or accident you may be called by the tower for
some information. We had one of the local C310's that is used by a 135
air taxi outfit to deliver bank checks everyday fold up its right main
three weeks ago on landing. Gear ups are by definition an incident and
not an accident. Normally the airport and FBO can get a gear up off the
runway pretty quickly however this time the owner of the plane demanded
that they lift up the plane using two cranes, like you're supposed to to
prevent further damage. It took an extra half hour to locate so the
plane tied up our main runway for over an hour. Many airliners, air
taxi's and biz jets in holding while all of this going on. We never
talked to the pilot of the 310 after the gear up, no need to. The fire
truck guys have their own paperwork but that has nothing to do with the FAA.

[Matt Barrow]

"Newps" > wrote in message
...
>
>
> Jim Macklin wrote:
>> The rule does not require the pilot to say the "magic words" to have an
>> emergency, nor does it mean that if the words are not spoken an emergency
>> does not exist. The rules also require a report IF traffic priority is
>> given. The tower saw that you were doing something out of the ordinary.
>> They may have extended another airplane [perhaps an airliner] and if the
>> airline asked why their fuel bill was $1,000 higher and 10 minutes late,
>> the tower needs your statement, really just a N-number, name to CYA.
>
> You're just makin' this **** up. Nowhere does it spell out that if you do
> something "unusual" does that then require a report. In the situation
> where the gear light failed you ask to have a little manuvering space to
> check it out. We give you that and you tell us it was the bulb. You get
> the equipment as a matter of course. Whether you think it is an emergency
> or not is irrelavant, we do so therefore it is an emergency. You land
> safely and there are two lines on the daily log.

Let's see: He says virtually the same thing and he's "making **** up"?

Read it again and, this time, don't just skim it.

> Fiorst line states that N12345 has gear difficulty and that the trucks
> were rolled. Second line states you landed safely. That's it and the end
> of it. That log, like all daily logs, gets kept for a year. They are not
> forwarded on to anybody. You will not be asked for a report. If there is
> an incident or accident you may be called by the tower for some
> information. We had one of the local C310's that is used by a 135 air
> taxi outfit to deliver bank checks everyday fold up its right main three
> weeks ago on landing. Gear ups are by definition an incident and not an
> accident. Normally the airport and FBO can get a gear up off the runway
> pretty quickly however this time the owner of the plane demanded that they
> lift up the plane using two cranes, like you're supposed to to prevent
> further damage. It took an extra half hour to locate so the plane tied up
> our main runway for over an hour. Many airliners, air taxi's and biz jets
> in holding while all of this going on. We never talked to the pilot of
> the 310 after the gear up, no need to. The fire truck guys have their own
> paperwork but that has nothing to do with the FAA.

What is it about the controllers in here that they're ****house lawyers and
have their egos shoved so far up their ass?

[Newps]

Matt Barrow wrote:
> "Newps" > wrote in message
> ...
>
>>
The rules also require a report IF traffic priority is
>>>given.

No such rule.


The tower saw that you were doing something out of the ordinary.

Every controller sees this everyday. If a report were required
everytime somebody does something out of the ordinary there wouldn't be
any trees left.


>>>They may have extended another airplane [perhaps an airliner] and if the
>>>airline asked why their fuel bill was $1,000 higher and 10 minutes late,

They wouldn't and if they did we'd blow them off.



>>>the tower needs your statement, really just a N-number, name to CYA.

We don't need to CYA. We're gonna get sued anyways.
>
>
> What is it about the controllers in here that they're ****house lawyers and
> have their egos shoved so far up their ass?

Would you like some cheese with that whine?

[Matt Barrow]

Why don't you read posts before clipping....or at least learn to clip
correctly.


"Newps" > wrote in message
...
>
>
> Matt Barrow wrote:
>> "Newps" > wrote in message
>> ...
>>
>>>
> The rules also require a report IF traffic priority is
>>>>given.
>
> No such rule.
>
>
> The tower saw that you were doing something out of the ordinary.
>
> Every controller sees this everyday. If a report were required everytime
> somebody does something out of the ordinary there wouldn't be any trees
> left.
>
>
>>>>They may have extended another airplane [perhaps an airliner] and if the
>>>>airline asked why their fuel bill was $1,000 higher and 10 minutes late,
>
> They wouldn't and if they did we'd blow them off.
>
>
>
>>>>the tower needs your statement, really just a N-number, name to CYA.
>
> We don't need to CYA. We're gonna get sued anyways.
>>
>>
>> What is it about the controllers in here that they're ****house lawyers
>> and have their egos shoved so far up their ass?
>
> Would you like some cheese with that whine?
>

[Capt.Doug]

>"Newps" wrote in message > The fire
> truck guys have their own paperwork but that has nothing to do with the
FAA.

For those who haven't had the 'pleasure', I point out for educational
purposes that giving a statement to the firefighters is strictly voluntary.
If you do, it may come back to haunt you. For myself, "I respectfully
decline to provide that information."

D.

[Capt.Doug]

>"Newps" < wrote in message
> Would you like some cheese with that whine?

I don't drink, thanks.

My post wasn't meant for pilots to snipe at controllers. It was meant for
enlightenment concerning an incident where the controller declined to
provide priority when asked, and an accident followed.

I'll ask again- In your controller training, are situations addressed
concerning aircraft which request priority but do not declare an emergency?

D. (Where's McNicholl?)

[Jim Macklin]

§ 91.3 Responsibility and authority of the pilot in
command.
(a) The pilot in command of an aircraft is directly
responsible for, and is the final authority as to, the
operation of that aircraft.

(b) In an in-flight emergency requiring immediate action,
the pilot in command may deviate from any rule of this part
to the extent required to meet that emergency.

(c) 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.

§ 91.123 Compliance with ATC clearances and instructions.
(a) When an ATC clearance has been obtained, no pilot in
command may deviate from that clearance unless an amended
clearance is obtained, an emergency exists, or the deviation
is in response to a traffic alert and collision avoidance
system resolution advisory. However, except in Class A
airspace, a pilot may cancel an IFR flight plan if the
operation is being conducted in VFR weather conditions. When
a pilot is uncertain of an ATC clearance, that pilot shall
immediately request clarification from ATC.

(b) Except in an emergency, no person may operate an
aircraft contrary to an ATC instruction in an area in which
air traffic control is exercised.

(c) Each pilot in command who, in an emergency, or in
response to a traffic alert and collision avoidance system
resolution advisory, deviates from an ATC clearance or
instruction shall notify ATC of that deviation as soon as
possible.

(d) Each pilot in command who (though not deviating from a
rule of this subpart) is given priority by ATC in an
emergency, shall submit a detailed report of that emergency
within 48 hours to the manager of that ATC facility, if
requested by ATC.

(e) Unless otherwise authorized by ATC, no person operating
an aircraft may operate that aircraft according to any
clearance or instruction that has been issued to the pilot
of another aircraft for radar air traffic control purposes.



| > The rules also require a report IF traffic priority is
| >>>>given.
| >

--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.

[Steven P. McNicoll]

"Jim Macklin" > wrote in message
news:3bpag.21673$ZW3.10192@dukeread04...
>§ 91.3 Responsibility and authority of the pilot in
> command.
> (a) The pilot in command of an aircraft is directly
> responsible for, and is the final authority as to, the
> operation of that aircraft.
>
> (b) In an in-flight emergency requiring immediate action,
> the pilot in command may deviate from any rule of this part
> to the extent required to meet that emergency.
>
> (c) 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.
>
> § 91.123 Compliance with ATC clearances and instructions.
> (a) When an ATC clearance has been obtained, no pilot in
> command may deviate from that clearance unless an amended
> clearance is obtained, an emergency exists, or the deviation
> is in response to a traffic alert and collision avoidance
> system resolution advisory. However, except in Class A
> airspace, a pilot may cancel an IFR flight plan if the
> operation is being conducted in VFR weather conditions. When
> a pilot is uncertain of an ATC clearance, that pilot shall
> immediately request clarification from ATC.
>
> (b) Except in an emergency, no person may operate an
> aircraft contrary to an ATC instruction in an area in which
> air traffic control is exercised.
>
> (c) Each pilot in command who, in an emergency, or in
> response to a traffic alert and collision avoidance system
> resolution advisory, deviates from an ATC clearance or
> instruction shall notify ATC of that deviation as soon as
> possible.
>
> (d) Each pilot in command who (though not deviating from a
> rule of this subpart) is given priority by ATC in an
> emergency, shall submit a detailed report of that emergency
> within 48 hours to the manager of that ATC facility, if
> requested by ATC.
>
> (e) Unless otherwise authorized by ATC, no person operating
> an aircraft may operate that aircraft according to any
> clearance or instruction that has been issued to the pilot
> of another aircraft for radar air traffic control purposes.
>
>
>
> | > The rules also require a report IF traffic priority is
> | >>>>given.
> | >
>

If requested by ATC.

[Jim Macklin]

"| If requested by ATC."

THAT IS WHAT I SAID in my first post reply. But if they
don't get your name, how do they contact you IF the airline
asks 6 hours after you leave the airport.
"Steven P. McNicoll" > wrote
in message
nk.net...
|
| "Jim Macklin" > wrote
in message
| news:3bpag.21673$ZW3.10192@dukeread04...
| >§ 91.3 Responsibility and authority of the pilot in
| > command.
| > (a) The pilot in command of an aircraft is directly
| > responsible for, and is the final authority as to, the
| > operation of that aircraft.
| >
| > (b) In an in-flight emergency requiring immediate
action,
| > the pilot in command may deviate from any rule of this
part
| > to the extent required to meet that emergency.
| >
| > (c) 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.
| >
| > § 91.123 Compliance with ATC clearances and
instructions.
| > (a) When an ATC clearance has been obtained, no pilot in
| > command may deviate from that clearance unless an
amended
| > clearance is obtained, an emergency exists, or the
deviation
| > is in response to a traffic alert and collision
avoidance
| > system resolution advisory. However, except in Class A
| > airspace, a pilot may cancel an IFR flight plan if the
| > operation is being conducted in VFR weather conditions.
When
| > a pilot is uncertain of an ATC clearance, that pilot
shall
| > immediately request clarification from ATC.
| >
| > (b) Except in an emergency, no person may operate an
| > aircraft contrary to an ATC instruction in an area in
which
| > air traffic control is exercised.
| >
| > (c) Each pilot in command who, in an emergency, or in
| > response to a traffic alert and collision avoidance
system
| > resolution advisory, deviates from an ATC clearance or
| > instruction shall notify ATC of that deviation as soon
as
| > possible.
| >
| > (d) Each pilot in command who (though not deviating from
a
| > rule of this subpart) is given priority by ATC in an
| > emergency, shall submit a detailed report of that
emergency
| > within 48 hours to the manager of that ATC facility, if
| > requested by ATC.
| >
| > (e) Unless otherwise authorized by ATC, no person
operating
| > an aircraft may operate that aircraft according to any
| > clearance or instruction that has been issued to the
pilot
| > of another aircraft for radar air traffic control
purposes.
| >
| >
| >
| > | > The rules also require a report IF traffic
priority is
| > | >>>>given.
| > | >
| >
|
| If requested by ATC.
|
|

[Steven P. McNicoll]

"Capt.Doug" > wrote in message
...
>
> My post wasn't meant for pilots to snipe at controllers. It was meant for
> enlightenment concerning an incident where the controller declined to
> provide priority when asked, and an accident followed.
>

What was the request that was denied?


>
> I'll ask again- In your controller training, are situations addressed
> concerning aircraft which request priority but do not declare an
> emergency?
>

It isn't strictly "first come, first served". Aircraft in distress have
priority over all others, "Lifeguard" aircraft are given priority over all
but aircraft in distress, etc., etc., etc.


http://www.faa.gov/atpubs/ATC/Chp2/atc0201.html#2-1-4

[Steven P. McNicoll]

"Jim Macklin" > wrote in message
news:Xlqag.21677$ZW3.11302@dukeread04...
>
>"If requested by ATC."
>
> THAT IS WHAT I SAID in my first post reply.
>

That is NOT what you said in your first post reply. You said nothing about
the report being required only irequested by ATC, you said, "The rules also
require a report IF traffic priority is given."

[Steven P. McNicoll]

"Al" > wrote in message
...
>
> So who files out the paper work later?
>

What paperwork?


>
> I ask because I once arrived at a major U.S. West Coast airport, and
> upon extending the landing gear, had no light. I was left base at the
> time, so I asked for a "right 270" to do a quick troubleshoot. Sure
> enough, the bulb was bad. After landing I was followed by the equipment,
> and when I stopped, the crash rescue guys wanted to know the "nature of my
> emergency". I told them I had no emergency, and they left. It took two
> months of talking to FAA folks to convince them there was no emergency in
> the first place.
>

Why bother? You feel there was no emergency, they believe there was. So
what?

[Capt.Doug]

>"Steven P. McNicoll" wrote in message
> It isn't strictly "first come, first served". Aircraft in distress have
> priority over all others, "Lifeguard" aircraft are given priority over all
> but aircraft in distress, etc., etc., etc.
> http://www.faa.gov/atpubs/ATC/Chp2/atc0201.html#2-1-4

Thank you,
D.

[Al]

"Steven P. McNicoll" > wrote in message
nk.net...
>
> "Al" > wrote in message
> ...
>>
>> So who files out the paper work later?
>>
>
> What paperwork?
>
>
>>
>> I ask because I once arrived at a major U.S. West Coast airport, and
>> upon extending the landing gear, had no light. I was left base at the
>> time, so I asked for a "right 270" to do a quick troubleshoot. Sure
>> enough, the bulb was bad. After landing I was followed by the equipment,
>> and when I stopped, the crash rescue guys wanted to know the "nature of
>> my emergency". I told them I had no emergency, and they left. It took two
>> months of talking to FAA folks to convince them there was no emergency in
>> the first place.
>>
>
> Why bother? You feel there was no emergency, they believe there was. So
> what?

That's pretty much how it worked out. The GADO sent representitives to
my home airport, to "ask around" about the "Gear emergency", but I was out
of town at the time. When I got back they had left me a note to contact the
GADO, and I learned they had spoken to most of the maintenance folks on the
airport looking for "Indications of an un-reported problem". I called them
on my return, and after explaining several times that is it was the bulb,
they backed off. I believe the phrase was "Let me off this time." It was
just another incident in a long cynical distrustful relationship with the
FAA GADO's.
On a brighter note, I recently jumped through the hoops to get my second
class medical, after 15 years of no flying, and was treated very well by the
Seattle office of their Aeromedical division. Some of their people(One
Barbara Martin in particular) were extremely helpful. They seemed to be
handling medical request in near real time, the delays I saw were in days,
not weeks or months. This is not the FAA I new twenty years ago.

Al

[[email protected]]

Al wrote:
> [snip]
> After landing I was followed by the equipment, and when I
> stopped, the crash rescue guys wanted to know the "nature of my emergency".
> I told them I had no emergency, and they left. It took two months of talking
> to FAA folks to convince them there was no emergency in the first place.

That sheds light on something I experienced while I was training for my
PPL. I was landing anfter my 4th solo and (in retrospect) got the
infamous C-172 nose wheel shimmy. I didn't what was happening, but I
thought the plane might shake itself to peices. I called the tower and
told them that I was now making a full stop landing rather than touch
and go and I had a severe vibration. After I got the plane slowed down
to a walk, it stopped shaking. I called the tower and told them I was
taxiing in. They asked if I needed any assistance and I said no. I then
heard them call the trucks and send them back to the fire house. I
never declared (nor really thought I had) an emergency, but they rolled
the trucks anyway. I wondered about that at the time, but I didn't call
the tower to ask...

John Stevens
PP-ASEL

[Steven P. McNicoll]

"Capt.Doug" > wrote in message
...
>
> Thank you,
>

You're welcome. What was the request that was denied?

[Ron Natalie]

Jim Macklin wrote:

> (d) Each pilot in command who (though not deviating from a
> rule of this subpart) is given priority by ATC in an
> emergency, shall submit a detailed report of that emergency
> within 48 hours to the manager of that ATC facility, if
> requested by ATC.
>
I have had several emergencies and other urgencies, some even at
towered airports. I have flown no radio into a class B (of
course wouldn't do that now, the airport is in the facist ADIZ
now). ATC has NEVER made such a request. The closest thing
was "give us a call and let us know you're down safe."