Have you ever sent a mayday?
Have you ever sent a mayday?
Sod the embarrassment. If you need to call mayday you'll know. I'd called pan many times before but when the hole in my canopy appeared I knew exactly what I was going to say. Sadly our tape didn't run on the day but another Sqn mate in the area did have a good tape. I remember listening to it the next day to see if I sounded as cool as I thought I did. I remember the call to this day.
"Mayday, mayday, mayday VYT83 mayday"
"VYT83 your mayday is acknowledged pass your message" (on guard and ATC were excellent).
"V83 is a Hawk in the Llampeter area, I've had a bird strike with a big hole in the canopy (I was annoyed about using big instead of just saying a hole) request vectors for Cardiff".
What followed was a vector, which was within 5 degrees of where I'd decided upon myself, and then simple instructions and acknowledgement from then on. We set up for a visual straight in on the westerly runway. I also remember having to avoid a large shower for fear of getting wet.
We had the entire conversation on guard (the first time I spoke to Cardiff was on the ground frequency) and it didn't bother me one bit. I even found out afterwards from a friend that he had been flying a Nimrod on exercise over Cardiff and they immediately set up a RESCAP in the event of an ejection when they heard the call.
The only other thing to add was that from the first mayday I prefixed every call with "mayday V83". Not sure if that was correct but it meant, in my mind, that everyone knew why I was disturbing the peace on 243.0.
So there we go. Not the most exciting mayday ever, but when you're in a single engine jet and it's just become a cabriolet and you never know if any shards of Perspex have gone down the intake, why take a chance?!
BV
"Mayday, mayday, mayday VYT83 mayday"
"VYT83 your mayday is acknowledged pass your message" (on guard and ATC were excellent).
"V83 is a Hawk in the Llampeter area, I've had a bird strike with a big hole in the canopy (I was annoyed about using big instead of just saying a hole) request vectors for Cardiff".
What followed was a vector, which was within 5 degrees of where I'd decided upon myself, and then simple instructions and acknowledgement from then on. We set up for a visual straight in on the westerly runway. I also remember having to avoid a large shower for fear of getting wet.
We had the entire conversation on guard (the first time I spoke to Cardiff was on the ground frequency) and it didn't bother me one bit. I even found out afterwards from a friend that he had been flying a Nimrod on exercise over Cardiff and they immediately set up a RESCAP in the event of an ejection when they heard the call.
The only other thing to add was that from the first mayday I prefixed every call with "mayday V83". Not sure if that was correct but it meant, in my mind, that everyone knew why I was disturbing the peace on 243.0.
So there we go. Not the most exciting mayday ever, but when you're in a single engine jet and it's just become a cabriolet and you never know if any shards of Perspex have gone down the intake, why take a chance?!
BV
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Seen this one before a very plucky lady but she seemed oblivious to icing or what to do about it!
the controller seemed far more switched on than the pilot and ended up making pilot decisions for her.
She would have probably been better landing, composing herself and getting a warm cup of tea before proceeding to Bangor but you still have to admire her courage.
Pace
the controller seemed far more switched on than the pilot and ended up making pilot decisions for her.
She would have probably been better landing, composing herself and getting a warm cup of tea before proceeding to Bangor but you still have to admire her courage.
Pace
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2x Pan calls about 5 years apart on different machines but both within 8 min flying time of home field, both on the way back in.
The first when trainingin an R44, a failed electric auxiliary fuel pump. Keeping low-power setting on te cyclic, the mechanical fuel pump was adequate and the engine didn't miss a beat. ATC were great, I kept it high and used an autorotation profile for the final, as I was not sur that height, once lost, would be easily recovered. Power recovery landing.
Now I realise this was not as worrying as it seemed at that level of knowledge / training. ATC were great and no-one suggested that a Pan was an over-reaction.
Second was an EC120 which developed increasing electrical problems over three minutes. Generator warning that would not reset. Gen off, unnecessary load reduced. Then a battery voltage drop, followed 30 sec later by a Master Caution Electric; now i am confused as to what is happening and decided to tell someone. I declared PAN, intending autorotation approach, 2 miles to run, 120knt, 1400ft. This is what happened next:
ATC: [EC120] You are No1; cleared to land, any surface. Wind 260 at 12. One in the circuit.
Me: No1, cleared to land. Will use Area 1 passing to the right of the crash truck. Visual R22 downwind in the circuit. Commencing autorotation in 30 seconds.
[Fresh call]
R22: XXXX Downwind, I can turn inside the EC120 for 26H
ATC: (very calmly) XXXX that's very interesting, thanks for letting me know; and you are still No2 to the 120 with declared PAN.
Well, it made me laugh. And "Thank You" to ATC for making things easy for me!
Turned out to be a failure of the electric controle box. Quite expensive.
The first when trainingin an R44, a failed electric auxiliary fuel pump. Keeping low-power setting on te cyclic, the mechanical fuel pump was adequate and the engine didn't miss a beat. ATC were great, I kept it high and used an autorotation profile for the final, as I was not sur that height, once lost, would be easily recovered. Power recovery landing.
Now I realise this was not as worrying as it seemed at that level of knowledge / training. ATC were great and no-one suggested that a Pan was an over-reaction.
Second was an EC120 which developed increasing electrical problems over three minutes. Generator warning that would not reset. Gen off, unnecessary load reduced. Then a battery voltage drop, followed 30 sec later by a Master Caution Electric; now i am confused as to what is happening and decided to tell someone. I declared PAN, intending autorotation approach, 2 miles to run, 120knt, 1400ft. This is what happened next:
ATC: [EC120] You are No1; cleared to land, any surface. Wind 260 at 12. One in the circuit.
Me: No1, cleared to land. Will use Area 1 passing to the right of the crash truck. Visual R22 downwind in the circuit. Commencing autorotation in 30 seconds.
[Fresh call]
R22: XXXX Downwind, I can turn inside the EC120 for 26H
ATC: (very calmly) XXXX that's very interesting, thanks for letting me know; and you are still No2 to the 120 with declared PAN.
Well, it made me laugh. And "Thank You" to ATC for making things easy for me!
Turned out to be a failure of the electric controle box. Quite expensive.
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Mayday is supposed to indicate a life threatening emergency and I agree with the observations of PACE as to a certain reticence to make a Mayday call. I have never done so but have made three Pan calls.
Once in a Hawk when the air con unit blew up (although we did't know what the problem was at the time, just a bang and some vibration).
Once in a Cub when the engine stopped as I was about to turn final (thought I could make the field when it happened - and I did)
Once in a PA 32 when the engine didn't seem to be putting out the normal power as I started to climb whilst coasting outbound across the North Sea and so diverted to Rotterdam. It was middle of winter and so called Rotterdam and asked for a diversion telling them we thought we might have a problem and wanted to land and just check that everything was OK. As we approached the Airport we began to get some slight rough running. As we flew downwind it appeared that there was some smoke in the cockpit and if I remember correctly I simply said 'Be advised we appear to have a bit of smoke' and at that stage they asked if I was declaring an emergency and I said yes we would call a pan. At the time it never struck me that there was enough of a problem to make a mayday call and I didn't think we would be unable to make a safe landing. As it was we landed on the runway to be met by a number of firetrucks racing up the runway towards us. It later transpired that a cylinder had blown and the smoke was caused by oil being dumped underneath the engine on to the exhaust system.
I don't know if the reticence was caused by British stiff upper lip or that in each case I didn't think that the situation had actually become life threatening.
Once in a Hawk when the air con unit blew up (although we did't know what the problem was at the time, just a bang and some vibration).
Once in a Cub when the engine stopped as I was about to turn final (thought I could make the field when it happened - and I did)
Once in a PA 32 when the engine didn't seem to be putting out the normal power as I started to climb whilst coasting outbound across the North Sea and so diverted to Rotterdam. It was middle of winter and so called Rotterdam and asked for a diversion telling them we thought we might have a problem and wanted to land and just check that everything was OK. As we approached the Airport we began to get some slight rough running. As we flew downwind it appeared that there was some smoke in the cockpit and if I remember correctly I simply said 'Be advised we appear to have a bit of smoke' and at that stage they asked if I was declaring an emergency and I said yes we would call a pan. At the time it never struck me that there was enough of a problem to make a mayday call and I didn't think we would be unable to make a safe landing. As it was we landed on the runway to be met by a number of firetrucks racing up the runway towards us. It later transpired that a cylinder had blown and the smoke was caused by oil being dumped underneath the engine on to the exhaust system.
I don't know if the reticence was caused by British stiff upper lip or that in each case I didn't think that the situation had actually become life threatening.
My 02 cents
If you have an emergency and you have done the initial sorting of the aircraft the first words on the radio should be Mayday,Mayday,Mayday. This tells ATC and everyone else on the frequency that you have a problem.
If you are in doubt as to whether you should call Pan or Mayday, then there is no doubt call Mayday, you can always downgrade it later.
Anyone who implies that you are a lesser pilot because you called a Mayday when maybe you did not have to, is a stupid fool and should be completely ignored.
4 Mayday's for me so far.
Engine failure on departure in a C 150
Engine failure on departure in a PA 31
Control problem due to misrigged trim tab in a T 28 Trojan
Major electrical malfunction which resulted in a partial panel battery power only ILS in a C 421
If you have an emergency and you have done the initial sorting of the aircraft the first words on the radio should be Mayday,Mayday,Mayday. This tells ATC and everyone else on the frequency that you have a problem.
If you are in doubt as to whether you should call Pan or Mayday, then there is no doubt call Mayday, you can always downgrade it later.
Anyone who implies that you are a lesser pilot because you called a Mayday when maybe you did not have to, is a stupid fool and should be completely ignored.
4 Mayday's for me so far.
Engine failure on departure in a C 150
Engine failure on departure in a PA 31
Control problem due to misrigged trim tab in a T 28 Trojan
Major electrical malfunction which resulted in a partial panel battery power only ILS in a C 421
Twice, but the first one wasn't in an airplane.
We had a 36 ft sailboat. It had just had a major overhaul and I was single handed motoring back to our regular harbour. Going round a point where two tides meet I was skirting the race when the engine failed. The boat started drifting into the race which was very, very choppy. I pulled out roller jib (120% masthead so a big sail,) but there wasn't enough wind even to fill it.
The boat drifted further into the race and was working it's way to the rocks. I called Mayday and about thirty minutes later the Coastguard arrived and towed me out of the race but then I had to get a commercial tow which was expensive. Luckily insurance took care of it.
Second time:
Downwind at 1,000 ft after take off coolant temp. soared. Shut down engine and turned for runway. Called Mayday (uncontrolled airfield) to warn gliders using airfield I was returning no engine. Made the runway. Turned out I had left the radiator cap off. Found it sitting on top of engine.(No cowl either!)
We had a 36 ft sailboat. It had just had a major overhaul and I was single handed motoring back to our regular harbour. Going round a point where two tides meet I was skirting the race when the engine failed. The boat started drifting into the race which was very, very choppy. I pulled out roller jib (120% masthead so a big sail,) but there wasn't enough wind even to fill it.
The boat drifted further into the race and was working it's way to the rocks. I called Mayday and about thirty minutes later the Coastguard arrived and towed me out of the race but then I had to get a commercial tow which was expensive. Luckily insurance took care of it.
Second time:
Downwind at 1,000 ft after take off coolant temp. soared. Shut down engine and turned for runway. Called Mayday (uncontrolled airfield) to warn gliders using airfield I was returning no engine. Made the runway. Turned out I had left the radiator cap off. Found it sitting on top of engine.(No cowl either!)
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Believe it or not, check airman can be wrong.
In your situation:
maintain control of the aircraft (trim for best glide)
turn towards pre selected emergency field
attempt re-start (light plane, mixture rich, carb heat on, switch fuel tanks etc)
send mayday with position and intention (crashing in farmer's field 10 west of buckingham palace)
tighten seat belt and PRETEND YOUR FIELD IS A wonderful runway.
Pray.
Now, if you know what is wrong, like you just switched fuel tanks and the engine quit, you can amend this.
I've only declared one emergency, a medical emergency for a passenger (9 year old boy) who found out he was allergic to peanuts on his first jet flight.
We didn't say , "mayday", we said: we are declaring a medical emergency request radar vector to outer marker at Pittsburgh, priority handling and have paramedics at gate.
all went well. and NO PAPERWORK!
In your situation:
maintain control of the aircraft (trim for best glide)
turn towards pre selected emergency field
attempt re-start (light plane, mixture rich, carb heat on, switch fuel tanks etc)
send mayday with position and intention (crashing in farmer's field 10 west of buckingham palace)
tighten seat belt and PRETEND YOUR FIELD IS A wonderful runway.
Pray.
Now, if you know what is wrong, like you just switched fuel tanks and the engine quit, you can amend this.
I've only declared one emergency, a medical emergency for a passenger (9 year old boy) who found out he was allergic to peanuts on his first jet flight.
We didn't say , "mayday", we said: we are declaring a medical emergency request radar vector to outer marker at Pittsburgh, priority handling and have paramedics at gate.
all went well. and NO PAPERWORK!
Going round a point where two tides meet I was skirting the race
Was that the aptly named Boiling Reef off Saturna Island?
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One mayday, 2 pans. The mayday was about 1m 30 before impact, and was not heard by ATC but was relayed, one Pan to Duxford on the Friday of the Flying Legends show, the world and his wife/P52/Spit Mk9/Me109 etc all held off as I landed, one to Luton Radar on a busy Sunday afternoon which got me down at Luton in a hurry, thankfully, the problem was worse than the warning lights were telling me.
One day I relayed for help for a helicopter in trouble in bad weather near Elstree. London Centre were struggling to make him out and it wasn't helped by T**ts over the Atlantic shouting "Hey buddy, you're on guard!" Especially the bloke in a KLM 747 who kept interfering and who took real exception to my non-standard call of "F*** off you c***, this blokes in trouble and we're trying to help him, while you're helping to kill him!" My employers got a snotty e-mail from a KLM manager who traced my call sign, I sent one back suggesting they learn from Teneriffe and kick their pilot's a***. Strangely they went quiet after that.
SND
One day I relayed for help for a helicopter in trouble in bad weather near Elstree. London Centre were struggling to make him out and it wasn't helped by T**ts over the Atlantic shouting "Hey buddy, you're on guard!" Especially the bloke in a KLM 747 who kept interfering and who took real exception to my non-standard call of "F*** off you c***, this blokes in trouble and we're trying to help him, while you're helping to kill him!" My employers got a snotty e-mail from a KLM manager who traced my call sign, I sent one back suggesting they learn from Teneriffe and kick their pilot's a***. Strangely they went quiet after that.
SND
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Overheard on 121.5 early morning over the south coast "practice PAN practice PAN practice PAN" Heavy Asian accent replies "whose calling Pakistan” the saga repeats poor student never gets his call in!
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Didn't, but should have.
I had a partial engine failure in a C150; set up for a glide approach to the nearest field; and had it turn into into a complete power loss on downwind. Put out a call on the Common Traffic Advisory Frequency: something along the lines of "Cessna 12345, partial engine failure; unable to maintain altitude; four miles east of X field at 5,000 descending; all traffic in the area please give way."
To my amazement, that was followed by some genius self-announcing five miles south, telling us all of his intention to enter left downwind at X field. I patiently explained to him that I was stretching my glide into a strong headwind and was not going to be able to avoid him if we arrived at the same time.
He saw the point and agreed to hold until I'd landed. But it was an unnecessary distraction at a time when I had my hands full with more important business. Should it happen again, if I've enough time for radio work, my message will be a lot more unambiguous: "Mayday mayday mayday, Cessna 345 engine failure four miles east X 5,000 descending, everybody keep clear of X until I'm on the ground."
I had a partial engine failure in a C150; set up for a glide approach to the nearest field; and had it turn into into a complete power loss on downwind. Put out a call on the Common Traffic Advisory Frequency: something along the lines of "Cessna 12345, partial engine failure; unable to maintain altitude; four miles east of X field at 5,000 descending; all traffic in the area please give way."
To my amazement, that was followed by some genius self-announcing five miles south, telling us all of his intention to enter left downwind at X field. I patiently explained to him that I was stretching my glide into a strong headwind and was not going to be able to avoid him if we arrived at the same time.
He saw the point and agreed to hold until I'd landed. But it was an unnecessary distraction at a time when I had my hands full with more important business. Should it happen again, if I've enough time for radio work, my message will be a lot more unambiguous: "Mayday mayday mayday, Cessna 345 engine failure four miles east X 5,000 descending, everybody keep clear of X until I'm on the ground."
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Mayday - personally no, although the copilot on one occasion used his initiative and made the call when we had an engine failure at V1. Pans - too numerous to count, result of new type certified engine in a new type certified airframe.
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real mayday
Just once. Full Mayday Mayday Mayday. Total engine failure 12,000 ft over Alaska range of mountains.
Zero response from ATC.
Repeated call. This time got a response "Roger Mayday- say number of souls on board"
ie No hope mate for you out there. How many bodies are we going to have to look for?
Horrid slow dead-stick glide to find a little short dirt strip. Survived to tell the tale
Zero response from ATC.
Repeated call. This time got a response "Roger Mayday- say number of souls on board"
ie No hope mate for you out there. How many bodies are we going to have to look for?
Horrid slow dead-stick glide to find a little short dirt strip. Survived to tell the tale
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Mayday is supposed to indicate a life threatening emergency
I think glendalegoon has the priorities pretty well spot on
OC619
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Just a Pan call after the alternator quit on the C 172 I was flying. Sywell got the fire truck out and everybody on the ground who heard it rushed outside to see what was going on, so I was later told. I was good to know somebody could help.