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M O N D AY, M A R C H 2 1 , 2 0 1 6 N AT C A D A I LY D I S PAT C H 6 MEDAL OF SAFETY AWARDS ARCHIE LEAGUE For the last 12 years, the Archie League Medal of Safety Awards banquet has paid homage to heroic flight assists that exemplify the dedication, professionalism, and commitment of our members. This year is no different. We are featuring winners in each issue of the Daily Dispatch so you can better understand the events that led them to win the award, which will be presented on Wednesday evening at the awards banquet. Today we have the honor of introducing Alaskan Region winners Ronald Sparks (ZAN) and Mike Thomas (ZAN), Central Region winners Brett Rolofson (ZKC) and Liam Keeney (ZKC), and Eastern Region winner Jeffrey Schuler (N90). Thank you to everyone who submitted nominations in 2015. The nomination period for 2016 has already begun! Archie League Awards Coordinator Sarah Zilonis is working on a new submission form for nominations of events occurring in calendar year 2016. That form will soon be available at natca.org. In the meantime, please contact Sarah at szilonis@natcadc.org with your nomination. On Nov. 30, 2015, Ronald Sparks and Mike Thomas were on position at Anchorage Center (ZAN) when aircraft N256V flew into their sector on its way to Nome, Alaska (OME). The pilot was attempting to land at Nome but a low cloud ceiling and limited visibility began to affect the pilot's ability to fly the aircraft. After his first failed attempt to land, Sparks and Thomas got him on track for a second attempt. After this second attempt also failed, the pilot requested information on nearby airports with less challenging flight conditions. Because of his lack of familiarity with the area, the pilot became nervous about the change in direction and wanted to return to Nome, but Sparks and Thomas knew that the aircraft would not make it back with the fuel he had on board and the current weather conditions. They encouraged him to continue on to Unalakleet (UNK) to prevent him from getting stranded and running out of options in dangerous weather as the conditions at OME continued to worsen. When the pilot approached UNK, he realized he did not have the appropriate plates for the airport and could not land there. He also relayed that he had only 15 minutes of fuel remaining and three souls on board. Sparks and Thomas provided additional information the pilot needed to land, including updated weather conditions, approach options, and locator information. After over an hour of constant communications, the pilot landed successfully with just six minutes of fuel remaining. RONALD SPARKS ZAN MIKE THOMAS ZAN Brett Rolofson was training Liam Keeney on June 15, 2015, when N345TM, a single engine Mooney receiving flight following from Kansas City Center (ZKC), came onto their radar. The pilot was en route to Lee's Summit, Mo. (LXT), when his aircraft experienced an oil pressure failure. Rolofson took over Keeney's position while Keeney moved over to the D side and began relaying information about nearby airports to Rolofson who, in turn, relayed the information to the pilot. Rolofson suggested the pilot head back towards Liberal, Kan. (LBL), where Keeney and Rolofson saw better weather reports. Shortly thereafter, the pilot relayed to Rolofson that his aircraft could not make the journey back to LBL because it was too far away. Rolofson and Keeney recommended Beaver, Okla., (KK44) as a closer alternative. As he was relaying information to KK44, Rolofson lost radar and radio contact with the pilot. The aircraft had disappeared from his radar due to its altitude. Rolofson decided to contact another aircraft on his frequency in an attempt to reestablish contact with the pilot. Rolofson relayed clearances and information to-and-from N345TM through the pilot of American Eagle flight ENVOY3315, who was able to reach the pilot in distress over his radio. The pilot of ENVOY3315 had the pilot of N345TM switch over to an emergency frequency, and for several minutes confirmed that N345TM had all of the information he needed to land safely. The distressed pilot was able to report through the pilot of ENVOY3315 that he had landed safely at KK44. BRETT ROLOFSON ZKC LIAM KEENEY ZKC On Dec. 22, 2015, an apparently disoriented pilot was operating Instrument Flight Rules (IFR) in aircraft N9525M. The aircraft descended as low as 700 feet, quickly climbed back up to 1,800 feet, then descended again to 800 feet, just nine miles from Islip/MacArthur Airport. Two radio towers stood at 643 and 821 feet nearby as the pilot struggled to maintain altitude. Weather was approximately 700 feet and overcast with visibility below one and a half miles. After an N90 controller offered several nearby airports as alternatives, the pilot still appeared to be disoriented and was unable to correct headings or maintain altitude. Veteran controller and licensed pilot Jeffrey Schuler then began handling the flight. After Schuler advised the pilot of his landing options, the pilot declared that he'd lost an engine. Schuler convinced the pilot to fly to Sikorsky Memorial Airport (BDR), which he had been circling at 5,000 feet. The BDR instrument landing system (ILS) for Runway six was out of service and the BDR visual over runway (VOR) navigational aid for Runway 29 had recently been decommissioned. Runway 24 was closed due to construction. The only approach aligned for Runway 29 required the use of a GPS. Schuler did not believe the pilot's GPS equipment (a dying iPad) was reliable, so he gave vectors to the pilot for the VOR approach to Runway 29. Schuler was able to focus the pilot and direct his descent into BDR. The pilot broke out at approximately 600 feet above ground level, as they were losing radar contact with him, and landed safely. JEFFREY SCHULER N90

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