This is what I got out of what he said...
Tibbs - no joke - amazing job, proud of you, and will call man. Thanks for posting here.
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Marine lands his plane on road at Purdue
- Thread starter taxi1
- Start date
This is what I got out of what he said...
Tibbs - no joke - amazing job, proud of you, and will call man. Thanks for posting here.
That's what I thought... maybe a GA expert here can weight in... Also, of note, I thought it was interesting/unexpected the controller asked you to switch the 7700 for the reasons @Jim123 mentioned.
Something that I noted with a large percentage of students (and even some fleet-experienced pilots) was briefing to switch to Guard and 7700 if we had an emergency, especially on instrument flights. I would always brief that it would depend on if we were talking to anyone and with studs, sometimes need to get into a discussion about exactly what Jim was talking about and also how when you switch to Guard, you've just gone lost comms. For newer pilots, it's no doubt just regurgitating "the script" without thinking it through.
For ADS-B, I think it's really hit and miss on who is using it and when, in part because of coverage, and also just whatever system a particular controller may be using. Center seems to be a lot less interested in it, as I've been asked aircraft type multiple times. If they're radar coverage is good, then that may be the primary data.
When I was flying out to AZ last month, as I was going by White Sands, we were all getting jammed majorly. Center was very helpful and just asked everyone who reported the problem if they needed steering. At one point one of the airliners called and reported that his ADS-B was down as well (makes sense with being jammed). Center replied with, "Ah, okay. Um, how does that...honestly I'm not really sure how that works. Do you need it right now?" The airliner came back and explained that it was actually for ATC and just wanted to report the issue. Center replied his radar coverage was good and that's what he was controlling with.
If not taught in the VTs, something to consider. With an emergency in the terminal area you can always ask for a single frequency approach, no radio BS from there on. If you do have to switch frequencies, good idea to lead your check in with something like "emergency aircraft" then call sign. If you are not squawking 7700 the emergency status might not get passed along, especially if your problem isn't super dramatic. Engine failure on multi engine aircraft, degraded electrical system, back up or partial hydraulics, you could fly for 30 minutes to a good divert and you might find you aren't getting the proper priority some minutes after declaring an emergency.
The flight path of N599YX is clear to follow in Flightradar24 so ADS-B was working just fine. If the map is accurate it looks like you landed a few blocks south of the zoo! If you are operating a Mode S transponder with an extended squitter for your ADS-B (and to be clear I have no idea what that means) then your aircraft will be tracked regardless of the transponder code.
You can watch the “movie” here.
www.flightradar24.com
You can watch the “movie” here.
Live Flight Tracker - Real-Time Flight Tracker Map | Flightradar24
The world’s most popular flight tracker. Track planes in real-time on our flight tracker map and get up-to-date flight status & airport information.
www.flightradar24.com
To be fair to Jeremy Monnett, his engine failed on takeoff, and that's the worst of spots to be in.