Lost Communications -Cont.

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