Easyjet Emergency
On the subject of being asked by ATC to squawk 7700:
ATC controllers often work from filtered screens, meaning that certain aircraft not in their sector, (e.g, above or below), will be invisible to them.
By squawking 7700, the system causes an aircraft to become visible on all screens, including filtered ones, so that all controllers will see an aircraft that might be vectoring in an unusual or non standard direction, and possibly about to come back into their sector. This improves controller situational awareness, and alerts Approach, Tower and Ground controllers etc, to see the affected aircraft and make allowances for its routing and probable return to land.
I can thoroughly recommend that pilots visit ATC on one of their TRUCE days. It is a fascinating and really worthwhile day out.
ATC controllers often work from filtered screens, meaning that certain aircraft not in their sector, (e.g, above or below), will be invisible to them.
By squawking 7700, the system causes an aircraft to become visible on all screens, including filtered ones, so that all controllers will see an aircraft that might be vectoring in an unusual or non standard direction, and possibly about to come back into their sector. This improves controller situational awareness, and alerts Approach, Tower and Ground controllers etc, to see the affected aircraft and make allowances for its routing and probable return to land.
I can thoroughly recommend that pilots visit ATC on one of their TRUCE days. It is a fascinating and really worthwhile day out.
Having spent all of my 50 year working life in aviation (both military and civilian), I can only register utter amazement that Uplinker's explanation for the 77 squawk is the first to appear!! That so-called 'professional' aviators should be so woefully unaware of the operation of the ATC environment which mediates and mandates their daily operation is both mind-boggling and deeply worrying, Lift your weary backsides from your self-satisfied isolation and go visit a working ATC Centre. If you can manage to loosen the mental constraints of 'Captain's Complex', there is a distinct possibility of gaining useful new knowledge!!. Thank Heavens I've retired!
"Mildly" Eccentric Stardriver
Uplinker and Cornish Jack; two of the better posts, with which I agree. Being long retired, it's a while since I visited ATC, but it was always a valuable learning experience. And CJ, I echo the "thank heavens I've retired!
And make the effort to visit the ATC tower at your base airfield as well. I have done this at most bases I have worked at over the years, and without exception, ATC have been very welcoming and positive about pilots visiting them and observing their work and challenges. It also helps us understand the airfield and airspace from ATC’s point of view. Something constructive and interesting to do on your next airport standby ?
Sadly, CRM courses seems still to be regarded by some Captains as a chance to tell the junior cabin crew how difficult the Captain’s job is and impress them with how brave and clever the pilots are ! CRM actually tells us that flying is very much a team activity. All parties involved have an important part to play - certainly ATC - but also the most junior cabin crew or baggage handler, who might have noticed something the Captain didn’t, but which is very important.
Sadly, CRM courses seems still to be regarded by some Captains as a chance to tell the junior cabin crew how difficult the Captain’s job is and impress them with how brave and clever the pilots are ! CRM actually tells us that flying is very much a team activity. All parties involved have an important part to play - certainly ATC - but also the most junior cabin crew or baggage handler, who might have noticed something the Captain didn’t, but which is very important.
de minimus non curat lex
For those junior birdmen who have been following this thread, where both pilots and later ATCOs have contributed, it would come as no surprise if you were left a little confused.
For UK pilots, I refer you to CAP413 para 8.9 which deals with the selection of SSR code 7700.
As the EZY was operating within controlled airspace the crew were communicating with ATC then the possible options are:
1. Retain the assigned SSR code "at the discretion of either the pilot or the controller".
2. Either the pilot selects 7700 or the controller requests the pilot to do so, for the reasons given in the previous threads.
The suggestion that a pilot would refuse to select 7700 when requested to do so by the controller is simply bizarre.
A visit to the CAA trick cyclist might well prove interesting.
I have had two occasions to declare emergency (MAYDAY)
First occasion with a fire warning in the forward hold. Selected 7700 and then declared emergency
Second occasion was following an engine shutdown when the Scottish controller instructed 7700 to be selected.
Why on earth would you not select 7700 when asked to do so?
For UK pilots, I refer you to CAP413 para 8.9 which deals with the selection of SSR code 7700.
As the EZY was operating within controlled airspace the crew were communicating with ATC then the possible options are:
1. Retain the assigned SSR code "at the discretion of either the pilot or the controller".
2. Either the pilot selects 7700 or the controller requests the pilot to do so, for the reasons given in the previous threads.
The suggestion that a pilot would refuse to select 7700 when requested to do so by the controller is simply bizarre.
A visit to the CAA trick cyclist might well prove interesting.
I have had two occasions to declare emergency (MAYDAY)
First occasion with a fire warning in the forward hold. Selected 7700 and then declared emergency
Second occasion was following an engine shutdown when the Scottish controller instructed 7700 to be selected.
Why on earth would you not select 7700 when asked to do so?
Last edited by parkfell; 28th Apr 2019 at 08:59. Reason: syntax
For those junior birdmen who have been following this thread, where both pilots and later ATCOs have contributed, it would come as no surprise if you were left a little confused.
For UK pilots, I refer you to CAP413 para 8.9 which deals with the selection of SSR code 7700.
As the EZY was operating within controlled airspace the crew were communicating with ATC then the possible options are possible:
1. Retain the assigned SSR code "at the discretion of either the pilot or the controller".
2. Either the pilot selects 7700 or the controller requests the pilot to do so, for the reasons given in the previous threads.
The suggestion that a pilot would refuse to select 7700 when requested to do so by the controller is simply bizarre.
A visit to the CAA trick cyclist might well prove interesting.
I have had two occasions to declare emergency (MAYDAY)
First occasion with a fire warning in the forward hold. Selected 7700 and then declared emergency
Second occasion was following an engine shutdown when the Scottish controller instructed 7700 to be selected.
Why on earth would you not select 7700 when asked to do so?
For UK pilots, I refer you to CAP413 para 8.9 which deals with the selection of SSR code 7700.
As the EZY was operating within controlled airspace the crew were communicating with ATC then the possible options are possible:
1. Retain the assigned SSR code "at the discretion of either the pilot or the controller".
2. Either the pilot selects 7700 or the controller requests the pilot to do so, for the reasons given in the previous threads.
The suggestion that a pilot would refuse to select 7700 when requested to do so by the controller is simply bizarre.
A visit to the CAA trick cyclist might well prove interesting.
I have had two occasions to declare emergency (MAYDAY)
First occasion with a fire warning in the forward hold. Selected 7700 and then declared emergency
Second occasion was following an engine shutdown when the Scottish controller instructed 7700 to be selected.
Why on earth would you not select 7700 when asked to do so?
Well with my non-participatory hat on, I might suggest that it is because of the volume of additional paperwork, interviews and unwanted publicity that invariably flows from acknowledging the seriousness of such an event.
..and I am outta here.
IG
Last edited by Imagegear; 27th Apr 2019 at 13:45.
I have declared an emergency 8 times, and the amount of paperwork and attention was negligible. It did offer me the added protection of not having to worry about "stuff" because of my PIC authority. When in doubt, declare.
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Hahahaha. Yes, still amazes me that some people have had multiple complex and severe failures and situations over their career yet in 24 years of flying I've only managed to end up in one that could possibly compete with said flying aces.
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Whilst I would do as ATC ask it is interesting that by setting 7700 you are now alerting the majority of Flight Radar users which is the only reason for this thread in the first place.
