This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, some details, such as aircraft model or airport, are often scrubbed from the reports.
Performed a touch and go in my PA-28R during XC (cross country) flight. Upon rotation climbing out small vibration developed in yoke. At approximately 600 feet vibration began increasing slightly.
Radio contact with request permission to do fly-by to have them look at aircraft for landing gear possible issues. Was asked by ATC if I would like to return and land, I declined first request as I assessed the situation and began checking my instruments for indications of engine malfunction.
Vibration began to increase rapidly and all systems were in the green. Power seemed to be diminishing as vibrations became excessive. I thought I saw light white smoke from right side of cowling and contacted ATC with information of my situation requesting landing clearance. Declining first runway, ATC cleared for alternative runway, which I accepted and landed safely.
Taxied to FBO and checked aircraft for fire potential. Performed fuel sump and oil level inspection to verify conditions, which appeared satisfactory. Oil level had lowered from initial check list levels prior to departure. After 30 minutes I restarted the plane to check if icing could possibly have been the issue. Having restarted the engine the violent vibration was even more pronounced and I shut down the engine.
It has been verified by the mechanic a cylinder cracked and required replacement.
Primary Problem as Determined by an ASRS analyst: Aircraft
Emergency only gets you priority landing, and rescue standby if you want it. If you’re the only traffic it serves no purpose other than advising you may not make it to the runway.
ATC doesn’t declare an emergency but they can and often treat acct in some distress as an emergency.
Pilots should say the words that put their mind in gear. The word EMERGENCY does not cost the pilot. It likely will require a phone call to ATC ( tower or center ) to explain to the airlines why they were delayed.
A point to be made. A pilot can ” declare an emergebcy” to themself and then do what they must to save the acct and pax.
I have been told that ATC can, and will, assign emergency status to an aircraft. Also, the best way to “put their (ATC) mind in gear” is to transmit the international term for emergency: “MAYDAY” (spoken three times).
No. ATC can and does declare an emergency. Of course, the pilot also can do the same. Likely DOESN’T require a call like you clam. Maybe one to confirm you’re ok – if you loose radio contact. The airlines don’t get a say. It’s not their sky. You’re a CFI?
Lucky pilot. The aircraft was near home when symptoms expressed, Home base had A & P and other needed services. Tthe pilot had good options to land. Kudos for cool handling of the abnormality. Unfortunately the pilot didn’t know the root cause of the increasing vibration. No mention of declaring “E…” which would have been appropriate. There is no penalty for declaring “E…” when unknown issues are developing with (and increasing in intensity) for any engine, flight control system, or other situation with potential to rapidlt get out of control.
All true, however sometimes you get so busy aviating, and navigating that you don’t formally declare an emergency. Departing Fond du Lac after Oshkosh in 2018 my NAvion blew the front crankshaft oil seal about 4 miles south of KFDL and started blowing oil onto the windscreen. I don’t remember actually saying I had an emergency, but the temporary tower folks understood I was immediately coming back with no forward visibility and would be landing when I got there. I don’t even remember them asking if I was declaring, but they understood the problem and everyone worked well together. I’ve only declared once in over 50 years, but that was when I was 38 miles out, swallowed an exhaust valve and had time to talk on the radio.