Originally Posted by SloppyJoe
Any ATC out there please correct me if I'm wrong but I would imagine the response for a PAN or MAYDAY would be identical given the aircraft has just rotated, it's not solely the pilots choice of words that dictate the response level.
Ex-controller airport here and in my experience I would agree that the level of distress declared by the pilot in the example is not really important - the ATC response will be based on any other information provided by the pilot (or other source such as what the controller can see or whether the aircraft left a trail of debris along the runway.....ok, this bit is tongue-in-cheek). In reality an engine failure on take-off of a PT aircraft is likely to trigger the maximum ground response (typically referred to as a full emergency).
If find the topic an interesting discussion point. I recently got a post about an engine shutdown/relight relegated to the depths of the ATC forum for querying whether this event was really a mayday (as declared in that example). The truth is, the only people that can decide whether a MAYDAY or PAN call is appropriate are those that are involved in managing the event and that decision may be guided by procedures or the environment - and there isn't a definitive answer. As an aside, many years ago when working as a controller on a beautiful English summer afternoon I had a calm discussion with a pilot of an inbound twin turbo-prop that was entering the downwind leg for a visual approach- pilot advised that he was making a precautionary engine shutdown due to an oil pressure or temperature problem and that there was no other problem. I think he mentioned it because it would be obvious when the aircraft arrived. I put on a 'local standby' - firemen in the vehicles but staying in the station - which seemed appropriate and fitted the description of the level of emergency involved. Aircraft landed safely, firemen went back to playing cards and I filled in the details in the log book. Next day I arrived at work and was summoned to the airport director's office and asked to explain why I had acted so irresponsibly - no biscuits were available......or tea, as I recall - and no explanation of my decision-making was considered acceptable. After being dismissed by the big boss I went up to the tower and found the procedure manual had been amended to say that an aircraft using the airport and experiencing the loss of 50% or more of its power must have a full emergency response at all times. I sometimes think it is a shame that we no longer seem to train people to be professional and to apply professional judgement but simply to apply the procedures. Sorry for the ramble.