Paralyzed by fear
04-01-2014, 06:42 AM
#1
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Paralyzed by fear
I couldn't find it in a search, but I thought we had recently had a previous discussion about fear paralyzing a pilot into INaction.
Seems there was a recent case of a pilot requiring help from a pair of controllers after the pilot 'needed to gather his nerves' after getting into some IMC that s/he seemed incapable of handling at the moment.
Nice job on the controllers!
Of note - and actual ASR and even a 'no-gyro- approach were used during this incident.
https://my.faa.gov/focus/articles/20...eed_to_Ga.html
Seems there was a recent case of a pilot requiring help from a pair of controllers after the pilot 'needed to gather his nerves' after getting into some IMC that s/he seemed incapable of handling at the moment.
Nice job on the controllers!
Of note - and actual ASR and even a 'no-gyro- approach were used during this incident.
https://my.faa.gov/focus/articles/20...eed_to_Ga.html
04-01-2014, 09:23 AM
#3
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Sorry about that.
Ill try and copy and paste the article tomorrow.
Highlights are a approach controller gets a pilot handed off to him who is above weather it seems and is either not rated or not proficient. Controller gets him on an ILS, but halfway down, and after the handoff, goes missed and starts wandering around. Controller gets him back and tries both an ASR and no-gyro approach to no aval. Sup comes on and they eventually talk him down but don't remember all of the details myself now.
Sorry for the deadend link.
Ill try and copy and paste the article tomorrow.
Highlights are a approach controller gets a pilot handed off to him who is above weather it seems and is either not rated or not proficient. Controller gets him on an ILS, but halfway down, and after the handoff, goes missed and starts wandering around. Controller gets him back and tries both an ASR and no-gyro approach to no aval. Sup comes on and they eventually talk him down but don't remember all of the details myself now.
Sorry for the deadend link.
04-01-2014, 06:43 PM
#4
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It wasn't this guy, was it? 
https://www.youtube.com/watch?v=IMYGHGNZ47I
He survived, so I can't help but kind of laugh when I hear the audio. It is completely embarrassing, and he should really go up with somebody else for awhile until he can try to improve reactions under stress. I don't want to be too harsh... but... come on.
And get some IFR training, sheesh.
Have to love those ATC guys, true professionals.
https://www.youtube.com/watch?v=IMYGHGNZ47I
He survived, so I can't help but kind of laugh when I hear the audio. It is completely embarrassing, and he should really go up with somebody else for awhile until he can try to improve reactions under stress. I don't want to be too harsh... but... come on.
And get some IFR training, sheesh.
Have to love those ATC guys, true professionals.
04-01-2014, 07:54 PM
#5
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Joined APC: Sep 2013
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I know someone intimately whose butt was saved by ATC when he was still God's gift to aviation. 100 Hrs TT, trapped VFR-on-top at night running low on fuel, VFR panel + T&B. Just a bit of ice on descent. I have nothing but praise for the overwhelming majority of controllers.
04-02-2014, 05:34 AM
#6
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Approach controllers at the Jackson-Medgar Wiley Evers International Airport Tower in Mississippi recently helped a disoriented pilot land safely during inclement weather after he flew almost two hours in a pattern that resembled a kindergartener’s doodles, with an even less steady hand.
The pilot was heading to Hawkins Field Airport in Jackson through the Memphis Center’s airspace. The handoff to the center came with a warning: The Cessna 182 had not been in radio contact for a while. The initial task of establishing radio communication began a series of events that led Jackson Tower Approach Controller Eric Nodland to use unconventional air traffic procedures to ensure the pilot’s safety.
On an anxiety scale, Nodland, a five-year controller, the assist approached a 10. “I didn’t know if it was going to come out successfully or not,” he admitted. “My theory is he hadn’t probably flown under actual instrument conditions for a long, long time and just wasn’t proficient.”
Jackson Approach took the handoff of the Nov. 23 flight around 8 p.m. Central time. Once radio communication was established, the pilot said he couldn’t see the ground because of inclement weather. He was supposed to be flying using the aircraft’s instruments (ILS), but he seemed to be having extreme difficulty flying in the right direction and maintaining consistent altitude.
The controller vectored the aircraft for an ILS approach to Hawkins Field Airport, cleared the aircraft for landing, and switched him to a Hawkins Field control tower frequency. Then, the pilot unexpectedly turned off the approach and returned to the Jackson frequency.
When queried about the abandoned approach the pilot stated, “I just need to gather my nerves.”
The pilot’s anxiety and inability to maintain assigned headings/altitudes grew as he attempted two additional instrument approaches at Hawkins Field, each unsuccessful.
“He started doing circles in the sky,” recalled Nodland.
Recognizing the seriousness of the situation, Jackson Tower Controller-in-Charge Stan Waite declared an emergency, opened another radar position, and had all other aircraft switched to an alternate frequency so he could focus his attention on the Cessna and minimize distractions for the pilot.
Waite then attempted an ASR approach, a procedure in which the controller turns the aircraft toward an airport and aligns it with the runway by using the depiction of the aircraft’s position on the radar scope. This approach would have allowed the pilot to land at Jackson Airport without having to focus on using the aircraft’s navigational instruments.
The pilot was still unable to follow the controller’s instructions, which meant the aircraft would need to be guided to a safe area of the airspace while other means of assistance were considered. That’s when Waite called on Nodland.
“The controller in charge told him to keep flying straight and level,” said Nodland. “When he was unable to do that, we just kind of looked at each other and said if there’s anyone who can help, it’s me,” he added, referring to his prior experience as a flight instructor.
Using a calming and reassuring tone, Nodland guided the pilot as he would a new student of aviation. He determined that the pilot was familiar with the location and use of the Cessna’s flight instrumentation and equipment. He then began issuing “no-gyro” vectors to the pilot, an air traffic control procedure that instructs a pilot to turn left or right for a certain amount of time and at a specific rate of turn, to orient the aircraft in the appropriate direction without the pilot relying on instrumentation.
Think of it as similar to turn-by-turn navigation on most GPS systems.
Nodland gradually guided the aircraft to the ILS final at Jackson Airport, with incremental turns and reminders of aircraft orientation and attitude. He consistently updated the pilot on the progress of the flight and reassured him all was going well.
As the aircraft entered the initial segment of the approach, Nodland made sure that the pilot was lined up for the runway. He constantly monitored the course the aircraft was tracking on final approach, and relayed the distance from the airport and altitude information to the pilot. Nodland also coordinated with the tower controller to ensure that the aircraft was cleared to land, which allowed the pilot to focus on the immediate task and not add possible confusion to an unsure situation during a critical phase of flight.
The pilot emerged from the base of the clouds at about 300 feet, perfectly lined up with the runway, and reported the runway in sight.
After almost two hours of working with Jackson Approach, the pilot relayed his gratitude for a safe landing.
Nodland acknowledged Waite’s efforts before he took over, as well as assistance from the rest of the tower as they declared an emergency, tried to locate the nearest VFR airport for the pilot to land, and alerted the local fire department to deploy. ”Everybody on that shift was really good at helping out,” he said.
The pilot was heading to Hawkins Field Airport in Jackson through the Memphis Center’s airspace. The handoff to the center came with a warning: The Cessna 182 had not been in radio contact for a while. The initial task of establishing radio communication began a series of events that led Jackson Tower Approach Controller Eric Nodland to use unconventional air traffic procedures to ensure the pilot’s safety.
On an anxiety scale, Nodland, a five-year controller, the assist approached a 10. “I didn’t know if it was going to come out successfully or not,” he admitted. “My theory is he hadn’t probably flown under actual instrument conditions for a long, long time and just wasn’t proficient.”
Jackson Approach took the handoff of the Nov. 23 flight around 8 p.m. Central time. Once radio communication was established, the pilot said he couldn’t see the ground because of inclement weather. He was supposed to be flying using the aircraft’s instruments (ILS), but he seemed to be having extreme difficulty flying in the right direction and maintaining consistent altitude.
The controller vectored the aircraft for an ILS approach to Hawkins Field Airport, cleared the aircraft for landing, and switched him to a Hawkins Field control tower frequency. Then, the pilot unexpectedly turned off the approach and returned to the Jackson frequency.
When queried about the abandoned approach the pilot stated, “I just need to gather my nerves.”
The pilot’s anxiety and inability to maintain assigned headings/altitudes grew as he attempted two additional instrument approaches at Hawkins Field, each unsuccessful.
“He started doing circles in the sky,” recalled Nodland.
Recognizing the seriousness of the situation, Jackson Tower Controller-in-Charge Stan Waite declared an emergency, opened another radar position, and had all other aircraft switched to an alternate frequency so he could focus his attention on the Cessna and minimize distractions for the pilot.
Waite then attempted an ASR approach, a procedure in which the controller turns the aircraft toward an airport and aligns it with the runway by using the depiction of the aircraft’s position on the radar scope. This approach would have allowed the pilot to land at Jackson Airport without having to focus on using the aircraft’s navigational instruments.
The pilot was still unable to follow the controller’s instructions, which meant the aircraft would need to be guided to a safe area of the airspace while other means of assistance were considered. That’s when Waite called on Nodland.
“The controller in charge told him to keep flying straight and level,” said Nodland. “When he was unable to do that, we just kind of looked at each other and said if there’s anyone who can help, it’s me,” he added, referring to his prior experience as a flight instructor.
Using a calming and reassuring tone, Nodland guided the pilot as he would a new student of aviation. He determined that the pilot was familiar with the location and use of the Cessna’s flight instrumentation and equipment. He then began issuing “no-gyro” vectors to the pilot, an air traffic control procedure that instructs a pilot to turn left or right for a certain amount of time and at a specific rate of turn, to orient the aircraft in the appropriate direction without the pilot relying on instrumentation.
Think of it as similar to turn-by-turn navigation on most GPS systems.
Nodland gradually guided the aircraft to the ILS final at Jackson Airport, with incremental turns and reminders of aircraft orientation and attitude. He consistently updated the pilot on the progress of the flight and reassured him all was going well.
As the aircraft entered the initial segment of the approach, Nodland made sure that the pilot was lined up for the runway. He constantly monitored the course the aircraft was tracking on final approach, and relayed the distance from the airport and altitude information to the pilot. Nodland also coordinated with the tower controller to ensure that the aircraft was cleared to land, which allowed the pilot to focus on the immediate task and not add possible confusion to an unsure situation during a critical phase of flight.
The pilot emerged from the base of the clouds at about 300 feet, perfectly lined up with the runway, and reported the runway in sight.
After almost two hours of working with Jackson Approach, the pilot relayed his gratitude for a safe landing.
Nodland acknowledged Waite’s efforts before he took over, as well as assistance from the rest of the tower as they declared an emergency, tried to locate the nearest VFR airport for the pilot to land, and alerted the local fire department to deploy. ”Everybody on that shift was really good at helping out,” he said.
04-02-2014, 08:04 AM
#7
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Joined APC: May 2011
Position: 737 CA
Posts: 949
A great job by the controller indeed. But everything about the pilot taking arriving into that situation screams poor preflight planning to me.
Let's just be happy he wasn't coming in on fumes or the article would be on a smoking hole in the ground due to pilot incompetence.
Let's just be happy he wasn't coming in on fumes or the article would be on a smoking hole in the ground due to pilot incompetence.
04-02-2014, 08:48 PM
#8
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Position: Separating and expediting
Posts: 70
That guy's lucky there was a controller with flight experience. Very few US controllers have any flight training (I'd guess only 5-10%). We're only taught simple hints: if their engine quits, suggest changing fuel tanks; or if a VFR pilot encounters IMC, suggest fly straight and level.
The controller who spent two hours talking that guy down, good for him, but that kind of help will be rare. We're trained to give navigational assistance, but not to help a panicked pilot down. The blame is with whoever signed that guy off on his instrument ticket.
The controller who spent two hours talking that guy down, good for him, but that kind of help will be rare. We're trained to give navigational assistance, but not to help a panicked pilot down. The blame is with whoever signed that guy off on his instrument ticket.
04-02-2014, 11:31 PM
#9
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Joined APC: Jun 2007
Position: Legacy FO
Posts: 4,096
Originally Posted by cardiomd
It wasn't this guy, was it?
https://www.youtube.com/watch?v=IMYGHGNZ47I
He survived, so I can't help but kind of laugh when I hear the audio. It is completely embarrassing, and he should really go up with somebody else for awhile until he can try to improve reactions under stress. I don't want to be too harsh... but... come on.
And get some IFR training, sheesh.
Have to love those ATC guys, true professionals.
https://www.youtube.com/watch?v=IMYGHGNZ47I
He survived, so I can't help but kind of laugh when I hear the audio. It is completely embarrassing, and he should really go up with somebody else for awhile until he can try to improve reactions under stress. I don't want to be too harsh... but... come on.
And get some IFR training, sheesh.
Have to love those ATC guys, true professionals.
04-03-2014, 04:53 AM
#10
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Joined APC: May 2009
Position: Square root of the variance and average of the variation
Posts: 1,602
Many years ago while holding short of 1R at Dulles, ATC told everyone to stop and hold position. The weather was awful and we were planning a 600 RVR takeoff. We were perpendicular to the runway (on the taxiway) for what seemed like an eternity while we waited for a clearance. All of a sudden we saw a green and white nav light pass from left to right. Cherokee got caught out there low on fuel (instrument rated apparently) and decided to fly the ILS (AT DULLES!) down to the ground without talking to anybody. Apparently he just picked up the localizer and came right on in.
In the OP, it's great that the controller eschewed liability concerns and stepped in. That's not always the case. About 15 years ago I was flying north of Detroit listening to a non-instrument rated pilot trying to get back into DET. The weather was two miles. The pilot kept asking to land DET and the controller kept denying him stating, "sir the field is IFR, say intentions." This went back and forth for 15 minutes before some random pilot on the frequency yelled out, "request a special VFR." The pilot did so and the controller immediately approved it. The controller was obviously playing by the book but this could have ended badly.
In the OP, it's great that the controller eschewed liability concerns and stepped in. That's not always the case. About 15 years ago I was flying north of Detroit listening to a non-instrument rated pilot trying to get back into DET. The weather was two miles. The pilot kept asking to land DET and the controller kept denying him stating, "sir the field is IFR, say intentions." This went back and forth for 15 minutes before some random pilot on the frequency yelled out, "request a special VFR." The pilot did so and the controller immediately approved it. The controller was obviously playing by the book but this could have ended badly.
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