Narrative:

A SR22 departed on an IFR flight plan. There was a low fog layer with clear VFR conditions on top. On the departure the aircraft canceled his IFR flight plan but wanted to keep flight following to his destination. The aircraft was on vectors to climb above the IFR traffic and go on course at 12;500. I started coordination with the adjacent sector about how they wanted us to give them the aircraft. Climbing through 10;600 the aircraft said we may have a problem and need to return to land. The radar controller put the aircraft on an eastbound heading for a return and continued to work the IFR traffic in the sector. I called over the supervisor and asked the radar controller to get more info on the aircraft. The aircraft said he is starting to get a vibration; isn't declaring an emergency; but would like priority. I informed the supervisor of the issue and asked how we should get the aircraft to the airport. About 30 seconds later the pilot declared an emergency. The controller put the pilot back on a heading direct to the airport (heading 330 from a 130) although airport was still reporting IFR. I advised the controller we needed to give the aircraft an IFR clearance. He turned the aircraft back towards the downwind (heading 130) and I started coordination with the final controller about the situation while trying to listen to what the radar controller was issuing. The final position is 2 scopes down from me so I stood up and walked over to him to give him the information. The radar controller issued an IFR clearance to the airport to the aircraft. I did not hear if the aircraft read it back. The aircraft started asking about another airport he could see through the haze/fog that is about 12 miles south of the original airport. The radar controller issued two airports south of the original airport and confirmed what airport the aircraft was talking about. The aircraft said something to the fact that he was going there and started to descend for the second airport. I coordinated with the final monitor who was issuing traffic to an aircraft on final for the original airport; sending the aircraft around. The aircraft on final reported the emergency aircraft in sight and was instructed to maintain visual separation. I advised of the emergency aircraft's intentions and also advised the final controller. The aircraft did lose separation with terrain while on a descent for the second airport. The aircraft also advised he was 'pegged red on one' which I assume means one of his cylinder head temperature was in the red. The controller and aircraft discussed something about canceling IFR when the aircraft was at 6;500; and the aircraft canceled and went into the second airport VFR. This all happened in a time frame of 2 to 3 minutes while the radar controller was still working a few arrivals for the original airport and a few departures from there. During the whole incident; I was trying to help the radar controller with what the emergency aircraft was actually asking/saying; and trying to watch our IFR traffic to make sure everybody was separated; and making sure we got all the information we needed. After the aircraft had landed at the second airport I checked the weather at the airport which reported 2 1/2 SM; therefore IFR. We got word that the aircraft had landed and shutdown on the ramp. It was unknown if the engine quit or if the pilot shut it down. Recommendation; I don't know if there was anything that could have been done to prevent this occurrence. It was an emergency situation. I feel that it could have been handled a little better.

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Original NASA ASRS Text

Title: TRACON Controller described a somewhat confused handling of an emergency aircraft; complicated by weather factors and uncertainty regarding the IFR vs. VFR status; the reporter noting the event handling could have been better.

Narrative: A SR22 departed on an IFR flight plan. There was a low fog layer with clear VFR conditions on top. On the departure the aircraft canceled his IFR flight plan but wanted to keep flight following to his destination. The aircraft was on vectors to climb above the IFR traffic and go on course at 12;500. I started coordination with the adjacent sector about how they wanted us to give them the aircraft. Climbing through 10;600 the aircraft said we may have a problem and need to return to land. The RADAR Controller put the aircraft on an eastbound heading for a return and continued to work the IFR traffic in the sector. I called over the Supervisor and asked the RADAR Controller to get more info on the aircraft. The aircraft said he is starting to get a vibration; isn't declaring an emergency; but would like priority. I informed the Supervisor of the issue and asked how we should get the aircraft to the airport. About 30 seconds later the pilot declared an emergency. The Controller put the pilot back on a heading direct to the airport (HDG 330 from a 130) although airport was still reporting IFR. I advised the Controller we needed to give the aircraft an IFR clearance. He turned the aircraft back towards the downwind (HDG 130) and I started coordination with the Final Controller about the situation while trying to listen to what the RADAR Controller was issuing. The final position is 2 scopes down from me so I stood up and walked over to him to give him the information. The RADAR Controller issued an IFR clearance to the airport to the aircraft. I did not hear if the aircraft read it back. The aircraft started asking about another airport he could see through the haze/fog that is about 12 miles south of the original airport. The RADAR Controller issued two airports south of the original airport and confirmed what airport the aircraft was talking about. The aircraft said something to the fact that he was going there and started to descend for the second airport. I coordinated with the Final Monitor who was issuing traffic to an aircraft on final for the original airport; sending the aircraft around. The aircraft on final reported the emergency aircraft in sight and was instructed to maintain visual separation. I advised of the emergency aircraft's intentions and also advised the Final Controller. The aircraft did lose separation with terrain while on a descent for the second airport. The aircraft also advised he was 'pegged red on one' which I assume means one of his cylinder head temperature was in the red. The Controller and aircraft discussed something about canceling IFR when the aircraft was at 6;500; and the aircraft canceled and went into the second airport VFR. This all happened in a time frame of 2 to 3 minutes while the RADAR Controller was still working a few arrivals for the original airport and a few departures from there. During the whole incident; I was trying to help the RADAR Controller with what the emergency aircraft was actually asking/saying; and trying to watch our IFR traffic to make sure everybody was separated; and making sure we got all the information we needed. After the aircraft had landed at the second airport I checked the weather at the airport which reported 2 1/2 SM; therefore IFR. We got word that the aircraft had landed and shutdown on the ramp. It was unknown if the engine quit or if the pilot shut it down. Recommendation; I don't know if there was anything that could have been done to prevent this occurrence. It was an emergency situation. I feel that it could have been handled a little better.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.