Air Traffic Control Fully Certified
Air Traffic Control Radar 9
Time Pressure
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Maintenance Action
Weather; Aircraft
Aircraft X [requested priority handling] while enroute to KTN from an airport in the lower-48. The pilot reported a loss of navigational avionics including the heading indicator; and could navigate solely by compass heading. Using a series of no-gyro vectors; I attempted to guide the aircraft over the airport in order to establish visual contact with the ground to allow for a visual approach or cancellation of IFR. Without the use of navigational equipment; I assumed that all instrument approach procedures would be impossible.During the initial vectoring; the pilot reported a momentary loss of engine power. He was able to restart the engine; which remained functional for the duration of the flight. When the pilot was over the airport at the minimum IFR altitude but could not make visual contact; I guided him to an area with a lower MIA in the hope that he would find visual conditions. After a descent in the lower MIA area; he indicated he was beneath the cloud layer and I gave him further instructions based on the aircraft being in VMC even though he had not cancelled IFR. This included allowing the pilot to continue a descent below the MIA while I continued a series of no-gyro vectors utilizing the terrain map on my display. I attempted to keep the aircraft over the water while maneuvering to enter the Tongass Narrows from the north. This stretch of water leads directly to the airport and is regularly used by VFR traffic operating locally. While maneuvering; the pilot lost visual contact with land. I issued a climb instruction to regain the MIA altitude; 060; over the airport in order to recover adequate separation from the terrain. Shortly thereafter; with the pilot level at 060 and flying over the airport; a Company A pilot [in] Aircraft Y called on frequency with weather information and indicated he could see the aircraft as it passed overhead. Additionally; a local frequent flyer; Aircraft Z; was instructed possibly by KTN FSS to abandon its VFR approach to Runway 11 and continue southeast toward the aircraft [with priority handling] and [to] join my frequency. I utilized that aircraft as an airborne spotter to aid in guiding Aircraft X into the airport from the south below the MIA.At this time; the pilot of Aircraft X advised he had approximately 13 gallons of fuel remaining and was exhausting it at a rate of 18 gallons per hour. Given the limited fuel quantity; lack of navigational options; and uncertain weather; I determined I would have to take the aircraft on the most expedient path to the airport. The pilot of Aircraft Z was VMC in the same area; having climbed from less than 1;000 ft. north of Runway 11 to nearly 4;000 ft. all while over terrain. Depictions on the Company A RNAV M 29 approach plate indicated that the terrain was no higher than 3;000 ft. in the area Aircraft X needed to fly across in order to reach the airport. Using the information provided by Aircraft Y; Aircraft Z; and the approach plate; I felt it was the last reasonable option to guide Aircraft X north toward the airport; over terrain at 4;000 ft.Aircraft Z established visual contact with Aircraft X about 10 miles south of the airport and remained in close proximity. The pilot of Aircraft X reported the airport in sight while heading north over Gravina Island near Nichols Passage and Blank Inlet at about 4000 ft. Shortly thereafter; we received confirmation from KTN FSS that the aircraft had landed safely on Runway 29.I am not sure there is much I could recommend that would prevent future [priority handling] of this type. It is not uncommon for pilots to encounter difficulty in Southeast Alaska; particularly those unfamiliar with Alaska flying. Perhaps more robust outreach to pilots from the lower-48 concerning the multitude of factors that present greater risk in the area is warranted. Weather; procedural and service limitations; lack of suitable landing sites; and the need for greater safety margins could all be presented to summerleisure flyers who visit our airspace.The pilot of Aircraft X performed incredibly well during a challenging situation. The pilots of Aircraft Y and Aircraft Z were crucial to my situational awareness and contributed directly to the successful resolution of this incident. KTN FSS and my colleagues at ZAN provided timely and useful assistance. All are to be recognized and commended for their efforts.
ZAN Controller reported providing vectors to an IFR aircraft that after losing its navigational avionics; experienced a temporary engine failure; and was also low on fuel.