Dave Siciliano
Final Approach
The tower controller at Greenville, Donaldson was especially helpful Christmas evening. I called the controller to let him know and asked if I should call the tower chief. He said that would be wonderful. The tower chief asked that I send a writing and this is what I sent along. Probably don't do enough of this.
Best,
Dave
====================================================
I'd like to point out the wonderful job the tower controller did Christmas evening when I flew in from Bartow Florida. When I departed Florida, the forecast for your facility was 3,500 overcast and clear above. It was night, but the weather was otherwise clear; I could see ground lights the entire route even though on an IFR flight plan. Earlier in the trip, the auto pilot quit working, so, I was hand flying as a single pilot.
About 30 minutes out, I lost the right alternator and along the way, the left tach indicator was intermittent. So, I had some distractions. When Atlanta turned me over to Greer, I heard Greer reporting 1400 RVR at GSP. That caused me to query the controller about Donaldson and he reported fog was rolling in and ceilings were quickly dropping. As I descended, I went into instrument conditions and was turned over to your controller in Donaldson Tower.
It was very reassuring to hear his voice and he promptly provided the latest weather. I asked if the approach lights were on and he advised me they were on and all the way up. I couldn't see a thing until about 400 above ground on the ILS5 approach; so, it was wonderful for him to assure me the lights were on and working. As I continued down, he informed me there wouldn't be any problem getting in once under the ceiling as he could see both ends of the runway.
Hand flying, cross checking with the distractions mentioned above kept me very busy and hearing the controller assure me the lights were on and visibility was good under the ceiling was very helpful and allowed me to focus on the approach and flying the plane.
About 400 feet AGL, I could see the approach lights sequencing; about 300, the threshold and runway became visible. When the RADAR altimeter sounded 200 feet, I clearly had the centerline and runway in sight and was descending to make the landing.
I thanked the tower controller for his briefing. He may not have understood how helpful his words were, but it eliminated a lot of issues over which I would have had to be concerned had he not given the briefing he did. Had the tower not been manned, I wouldn't have known if the approach lights were properly working and on until I was below the fog; late in the approach.
I appreciate the great job this controller did and would like to mention that I have been treated excellently at Donaldson by all tower personnel. It's wonderful to work with the professional there and very helpful when coming in alone on an instrument approach near minimums.
Thank you very much and please give thanks to Richard Cummings for being there on Christmas and acting so professionally.
Best regards,
Dave Siciliano
Flying Baron N322KS
Best,
Dave
====================================================
I'd like to point out the wonderful job the tower controller did Christmas evening when I flew in from Bartow Florida. When I departed Florida, the forecast for your facility was 3,500 overcast and clear above. It was night, but the weather was otherwise clear; I could see ground lights the entire route even though on an IFR flight plan. Earlier in the trip, the auto pilot quit working, so, I was hand flying as a single pilot.
About 30 minutes out, I lost the right alternator and along the way, the left tach indicator was intermittent. So, I had some distractions. When Atlanta turned me over to Greer, I heard Greer reporting 1400 RVR at GSP. That caused me to query the controller about Donaldson and he reported fog was rolling in and ceilings were quickly dropping. As I descended, I went into instrument conditions and was turned over to your controller in Donaldson Tower.
It was very reassuring to hear his voice and he promptly provided the latest weather. I asked if the approach lights were on and he advised me they were on and all the way up. I couldn't see a thing until about 400 above ground on the ILS5 approach; so, it was wonderful for him to assure me the lights were on and working. As I continued down, he informed me there wouldn't be any problem getting in once under the ceiling as he could see both ends of the runway.
Hand flying, cross checking with the distractions mentioned above kept me very busy and hearing the controller assure me the lights were on and visibility was good under the ceiling was very helpful and allowed me to focus on the approach and flying the plane.
About 400 feet AGL, I could see the approach lights sequencing; about 300, the threshold and runway became visible. When the RADAR altimeter sounded 200 feet, I clearly had the centerline and runway in sight and was descending to make the landing.
I thanked the tower controller for his briefing. He may not have understood how helpful his words were, but it eliminated a lot of issues over which I would have had to be concerned had he not given the briefing he did. Had the tower not been manned, I wouldn't have known if the approach lights were properly working and on until I was below the fog; late in the approach.
I appreciate the great job this controller did and would like to mention that I have been treated excellently at Donaldson by all tower personnel. It's wonderful to work with the professional there and very helpful when coming in alone on an instrument approach near minimums.
Thank you very much and please give thanks to Richard Cummings for being there on Christmas and acting so professionally.
Best regards,
Dave Siciliano
Flying Baron N322KS
Dave, as usual you're a class act.
