The International Cessna^® 170 Association

Flew out to Marthas Vineyard this morning with the breakfast crowd (8 planes) and encountered a problem I've never been in. After crossing Woods Hole I contacted MVY tower with position, ATIS, and intentions. I was 6th plane out. (You can relate to that, right Ole Pokey?) Anyhow, a Cherokee contacts the tower with his intentions and POW, his mic gets stuck. No communication now. I switched to ground control and no response. I started circling at the shore line 5 miles out. After 10 minutes I was getting a little "impatient". Heard the fellow go thru his landing check list aloud (impressed ) , talked to his dog alot (Springer Spaniel ), and totally clueless that his mic was stuck. I felt it was getting a little crowded, so I headed for the tower. But got second thoughts... I was hoping for some light signals but realized that might be a far reach, so I banked out and went back to my previous position.
The Cherokee landed and shut down, and communication was back to normal. The controller did a fine job bringing us all in.
There was quite a back-up of planes trying to depart, so I came in a little hot behind a friend and I was comfortable with the distance I held, but just before touch-down, I get the "15A go-around" Back in line behind 4 other in-bounds...

So, hind sight being 20-20, what should I have done?

Leave the area after I felt frustrated?
Hold the position I had last contact with the tower?

Everything worked out OK in the end, but what a "HEADS UP" for future flights!

And by the way, the Cherokee departed after me. After he was cleared for take-off, his mic stuck again

You did the right thing. Staying outside the class D airspace is key. You need to establish two-way communication with the tower prior to entering the class D. If you would have received the appropriate light gun signals while circling 5 miles out, you can then proceed as directed. Trying the ground frequency was an excellent idea, I am a little curious as to why they didn't respond. The only other thing I may have tried was to broadcast on the guard frequency (121.5) to try to establish contact with MVY tower. They could have then worked you in on that frquency. The other issue was to adjust your spacing with the lead aircraft so you could have avoided the go-around.

FAR 91.129 provides for communications failure procedures and, in my opinion, you would not have been wrong to enter the pattern and watch for a tower light signal - after-all those already in the pattern would have no choice but to watch for a tower light signal. On the other hand, when in good VFR conditions and with plenty of fuel and recognizing that a stuck mic problem ususally clears up after a short while, remaining clear of Class D until the communications problem clears up is the most prudent thing to do. I know of so called "Hot Towers" out here in California, where traffic is always high, that would have taken action with the pilot to insure the stuck mic problem was fixed before he tried to depart into their airspace again.

It's been over 30 years since I worked the light signals!
I worked at Helio Aircraft at Hanscom Field and flew my C-120 in before the tower opened. Then called them on the telephone at 3:30 for departure ! Sitting at the threshold beside lear jets didn't quite give me that warm, fuzzy feeling. It's kind of funny looking back. They always asked me if I'd be returning...
Good idea about 121.5, but that number is sacred! I'd never use it unless I was in desperate need. I'd turn away and go home first.
And I was tight coming in. Should have "S" turned on final.

N8293A wrote: Trying the ground frequency was an excellent idea, I am a little curious as to why they didn't respond.

The controller was probably working both positions.

Trying ground control was an excellent decision. If everything always worked according to plan that should have solved the problem. The emergency freq (121.5) is NOT sacred and is an excellent back-up plan.
Approach control is another good choice. "See and Avoid" is the primary method of traffic-control (and the responsibility of the PIC) and the light-signals is a last-choice effort, but nevertheless...a valid one.

Remember, radio protocol is subservient to safety. If it's not possible to establish communication in the approprite class of airspace...then go somewhere else and telephone!

gahorn wrote: Remember, radio protocol is subservient to safety. If it's not possible to establish communication in the approprite class of airspace...then go somewhere else and telephone!

George I was 100% behind you until that statement...as observed before, it is temporary. Quite honestly I never thought about using 21.5, But God and every one is supposed to be monitoring that freq.all the time.....It just makes sense to use it when needed......Brad

Brad wrote:God and every one is supposed to be monitoring that freq.all the time.....It just makes sense to use it when needed......

121.5...911... are alot in common. They are not to be abused.
I'm 5 miles out with a growling stomach and can't justify using 121.5 because no one would talk to me . I could have just taken my plane and gone home
Hind sight is 20-20. It was only a matter of short time before this 'crisis' ended. Honestly, I never thought of 121.5, but glad I didn't. I think that would have rang too many bells, blown too many whistles. And I've never used it before!

It was a beautiful day, clear skies, (TFR over Nantucket ) and I learned a little more...

As George stated 121.5 is not taboo. This is what it is for. Use it when needed. I am a controller at Chicago Center and this is the first, and most readilly accessable resource for controllers/pilots to solve these types of situations. We often use the guard frequency to contact nordo aircraft or to move aircraft to a different frequency if there is a problem with our standard frequencies, ie, broken TX/RX, or a stuck mike. This fear of using all of ATC's resources is what leads to further more serious problems. As far as entering the class D and then looking for light gun signals this would have been a violation of the class D airspace. The AIM states you are required to establish 2 way radio communication PRIOR to entry into class D airspace. You need to receive the light gun signals outside the class D, then proceed, if directed to.

Did the Tower controller ever reply to your check-in, if he called you by N-number prior to the stuck mic, then you had established two-way radio communication.

Thanks for the input N8293A. Getting this from an actual controller is good info.

I had established radio contact with the tower and was told to report at shore line. That puts me on the 5 mile mark.

Maybe I'm just a little too conservative to use 121.5. Knowing that every airport in the region will stop to listen to that transmission. I personally wouldn't want to be using that freq. when someone at the same time needed it for a real emergency. You never know...

[/quote]121.5...911... are alot in common. They are not to be abused.[/quote]
Joe,
I know what your saying.....I have used ground or went back to approach for instructions, when a stuck mike was on tower....All I was saying is that I never thought about using 121.5. The tower is monitoring it, and a quick chat, like ( "hey we have a stuck mike on tower,what would you like me to do") I'm sure they would give you a discrete freq. and life would again be good.....Brad