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To make sure their distress signal is understood and not confused with other transmissions, pilots say "Mayday" three times. This practice dates back to the early days of radio, when single calls could be drowned out by excessive traffic and poor signal quality. Pilots use "Pan-Pan," which is also repeated three times, for less serious circumstances that do not pose a life-threatening emergency. The repetition accomplishes three main goals: first, it increases the probability of a clear transmission in the face of interference and indicates an urgent, life-threatening emergency that takes precedence over other communications; second, it reduces ambiguity by differentiating a genuine emergency from similar-sounding phrases; and third, it verifies a serious distress condition to air traffic control, search and rescue teams, and nearby aircraft. The International Civil Aviation Organization (ICAO) established a broader emergency communication protocol that includes the three-time repeat and calls for pilots to provide information about their call sign, the type of emergency, their present position, altitude, direction, and the number of passengers. The Worst Case Scenario A mayday call is a declaration of a distress condition, meaning a jetliner is in a life-threatening, immediate emergency and requires urgent assistance. These can include critical situations such as engine failure, especially when multiple engines are lost. A good example is the “Miracle on the Hudson” incident, when the pilot of US Airways Flight 1549, Chelsey Sullenberger, safely performed a water landing after a double engine failure. Other severe emergencies requiring a Mayday are: Pilots have a specific transponder code that they can use to quietly notify air traffic control in the event of a confirmed hijacking or other serious security threat, which also calls for an immediate mayday. In order to obtain priority for an immediate landing in the event of a life-threatening medical emergency on board, a pilot may also declare a Mayday. When air traffic control (ATC) receives a Mayday call, ground emergency services are notified, and the distressed aircraft is given immediate priority for assistance. If they think there is an emergency, ATC may also declare one. The pilot-in-command has the right to depart from standard procedures in order to maintain safety when they declare a Mayday. This change from "asking" to "telling" controllers enables the pilot to respond appropriately to the circumstances. Aviate, Navigate, And Communicate Everyone, including the flight crew, air traffic controllers (ATC), and ground emergency services, is involved when a pilot reports an in-flight emergency. Safety is the primary concern in this highly organized, high-stress event. The flight crew adheres to "Aviate, Navigate, Communicate," a methodical and practiced process. Maintaining control and flying the aircraft (aviate) are the pilot's top priorities. Maintaining the plane's stability and safe flight path comes before all other tasks. The pilot determines a safe course of action (navigate), which could involve diverting to the nearest suitable airport. In a time-sensitive emergency like a fire, the nearest runway is the priority. The pilot uses the radio to notify ATC (communicate), starting the transmission with "Mayday" three times. They also enter a transponder code, 7700, to alert controllers of an emergency. Captain “Sully” was quoted by CNN five years after he successfully brought his Airbus A320 to rest on the Hudson River when the flock of geese destroyed both engines of Flight 1549: “I would still say that it’s just everybody did our jobs and we had good fortune, as well.” His humble comments in the aftermath of the “Miracle on the Hudson” underscore the professionalism that is instilled in every aviator by the rigorous training they undergo over years and years. Sully brought his experience as a veteran to the cockpit as well, being a graduate of the US Air Force Academy and a former F-4 Phantom fighter jet pilot. Teamwork Saves The Day Like Sully and his crew, the flight crew adheres to particular checklists for the kind of emergency. After the captain notifies the cabin crew, they get the passengers and cabin ready for a possible emergency landing or evacuation. They can help with onboard medical situations and have received first aid training. All nearby traffic is immediately subordinated to the troubled airplane. In order to avoid a straight flight path to an airport, other flights could be redirected. The aircraft is identified as a hyper-focused target by the unique "EM" label that displays next to its data block on the controller's radar screen. A second controller can be tasked with concentrating only on the emergency aircraft if the situation is complicated. To make sure they are prepared for the plane's arrival, ATC works with the control tower of the destination airport and ground emergency services, including fire and rescue teams. The controller requests vital information from the pilot, such as the type of emergency, the number of passengers, and the amount of fuel left. To meet the aircraft, ground and airport services mobilize. The runway where the aircraft is anticipated to land is where the airport's Aircraft Rescue and Fire Fighting (ARFF) teams are sent. Upon landing, paramedics and ambulances are prepared to administer emergency medical care if it involves the health of a passenger or crew member. The crew conducts evacuation protocols after landing. To ensure a quick and safe departure from the aircraft, the cabin staff guides passengers to exits and slides if needed. The relevant authorities, such as the National Transportation Safety Bureau (NTSB) in the USA, will begin an inquiry into the cause of a major event. By The Book According to the FAA, a pilot who is in distress or has an emergency should act right away to get help, putting correct protocol and clear communication first. Although they might not have to be carried out in the order listed, the following actions are advised. If at all possible, climb to improve radar detection and communication capabilities. Pilots must understand that, except for certain situations specified in 14 CFR section 91.3(b), unapproved altitude changes under Instrument Flight Rules (IFR) within restricted airspace are prohibited. Pilots should prepare to send a distress or urgency message that incorporates as many relevant elements as possible, ideally in this order: Using a radar beacon transponder if the aircraft is equipped with a civil radar beacon transponder or military Identification Friend or Foe/Secure Identification Feature (IFF/SIF), the pilot should maintain broadcasting the assigned Mode A/3 discrete code or Visual Flight Rules (VFR) code, along with Mode C altitude encoding while in contact with air traffic control (ATC) or relevant agencies, unless directed otherwise. In case of communication failure with ATC, the pilot should switch to squawk Mode A/3, using Code 7700 to indicate an emergency, including also switching to Mode C. These actions are crucial for ensuring the safety and effective management of the situation during an emergency. Following proper protocol can significantly enhance the likelihood of rapidly obtaining assistance. The Origin Story The previous distress call had been the Morse code signal SOS, but this was not considered suitable for voice communication. For instance, the letter “S” might sound like “F” depending on conditions. How Stuff Works says the "mayday" procedure word was conceived as a distress call in the early 1920s by Frederick Stanley Mockford, officer-in-charge of radio at Croydon Airport, England. He selected it as a derivation of the French “venez m'aider” (come help me) because so much air travel was between London and Paris. In 1927, the United States officially accepted "mayday" as an official radiotelegraph distress signal. Due to the risk of potential radio interference and high ambient noise, pilots are required to repeat the word three times: "Mayday, mayday, mayday." Sometimes the phrase "declaring emergency" is used in aviation as an alternative call. "Pan-pan" also comes from French. In this case, “panne” for “a breakdown,” which indicates an urgent situation, such as a mechanical failure or a medical problem, of a lower order of urgency and risk. No Laughing Matter The majority honor the mayday signal and only use it when absolutely required. However, the Coast Guard does handle fraudulent calls on occasion. Partly because the VHF radio waves that are frequently used to transmit distress alerts are not traceable. Fake SOS calls are illegal because they waste vital resources, cause delays in responding to real crises, and misuse public monies, all of which endanger public safety. Such activities are considered major violations under legal rules, and they may result in fines and imprisonment. By delaying emergency operators and responders, these bogus calls have the potential to seriously jeopardize the lives of those experiencing real crises. These scams burden taxpayers with needless expenses associated with emergency responses that never happened and divert vital resources, such as personnel and equipment, away from actual crises. Making a false report can obstruct justice by impeding investigations and may be charged as harassment if intended to annoy or harm others. The legal consequences focus primarily on intent; malicious calls designed to deceive warrant severe penalties, while accidental calls that are promptly explained are generally not considered a crime. Those who abuse the system and get caught can be jailed for up to 10 years and fined $250,000.
