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CHAPTER EIGHT
INSTRUMENT FLIGHT RULES WORKBOOK
The pilots have filed an IFR flight plan from Monroe Co. Airport to Troy Municipal Airport via
direct CHAFF Intersection, V70 to CRENS Intersection, direct to Troy VOR (the Initial
Approach Fix) for a VOR approach to Troy Municipal. If the pilots received a short range
clearance of CRENS and then had a two-way radio failure prior to reaching CRENS in IFR
conditions, they would proceed to CRENS via the ATC clearance and then direct to the Troy
VOR WITHOUT holding at CRENS. If, however, the pilots received a clearance to hold at
CRENS prior to the radio failure, they would enter holding at CRENS until the EFC time, then
proceed to the Troy VOR.
When holding at a short range clearance limit with two-way radio failure in IFR conditions, a
pilot should leave the clearance limit at the expected further clearance time and continue to the
destination's IAF and execute a full standard instrument approach upon arrival (but not before
the ETA).
Going back to the problem developed earlier, assume the pilots were again issued a short range
clearance limit of CRENS and prior to reaching CRENS Intersection received the following
clearance ". . . hold west of CRENS Intersection on V70, expect further clearance at 1315 . . ."
If the pilots experienced two-way radio failure after receiving the above clearance, they would
proceed to CRENS via the ATC clearance and hold.
The pilot would leave holding at CRENS at 1315. If holding was necessary at the
IAF/navigation facility/fix to be used for the approach at the destination airport, holding and
descent to the initial approach altitude for the execution of the instrument approach would be
accomplished in a holding pattern in accordance with the procedure depicted on the FLIP
Terminal plate. If no holding pattern is depicted, holding and descent would be accomplished in
a holding pattern on the final approach course inbound to the initial approach fix (IAF) with
turns on the procedure turn side. For an arrival holding example, view the TACAN 14 approach
at Whiting Field NAS.
An aircraft operating in accordance with Approach Control instructions, which had departed an
outer fix under radar control and subsequently lost communications, would be expected to
proceed by the most direct course possible to the appropriate Initial Approach Fix and execute a
FULL standard instrument approach. Again view the TACAN 14 approach at Whiting Field
NAS; PENSI can be considered an outer fix.
A full standard instrument approach need not be executed if the purpose of the radar vector was
to establish the aircraft on the final approach course. For example: ". . .TEN MILES FROM
WHITING, EXPECT VECTORS TO FINAL APPROACH COURSE FOR A STRAIGHT_IN
VOR RUNWAY TWO THREE APPROACH. TURN LEFT HEADING TWO TWO ZERO,
DESCEND TO AND MAINTAIN TWO THOUSAND UNTIL ESTABLISHED ON THE
ZERO THREE ZERO RADIAL."
If communication were lost after receiving this clearance, since it is clear that the vectors are for
the purpose of alignment on the final approach course for a straight-in approach to the airport,
the pilot would only execute the final segment of the approach.
8-34 INTRODUCTION TO GROUND, AIRBORNE, LOST COMMUNICATION, AND
EMERGENCY VOICE PROCEDURES


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