Whatever it takes

For all their potential impacts, procedures for lost communication get very little attention in instrument training or refreshers. Usually students memorize the regulations, and quickly forget them after the checkride. It’s not a surprise. They can be confusing, and without proper scenario-based training, they can seem completely irrelevant to real-world operations.

Yet, open the Aeronautical Information Manual to chapter 6, section 4, and the procedures become pretty clear. The most important thing to know is that a radio communications failure in instrument conditions is a potential emergency, and as such, you as the pilot can do whatever you deem necessary to ensure the flight has a safe outcome.

The AIM says, “It is virtually impossible to provide regulations and procedures applicable to all possible situations associated with two-way radio communications failure. During two-way radio communications failure, when confronted by a situation not covered in the regulation, pilots are expected to exercise good judgment in whatever action they elect to take. Should the situation so dictate they should not be reluctant to use the emergency action contained in 14 CFR Section 91.3(b).”

It also says that whether or not the situation is an emergency is up to you. But the section quickly turns back to the regulations, and says that ATC will expect that you operate as laid out in FAR 91.185.

Many pilots learn the sub-sections of the regulation as a hierarchy, but it’s easier to think of the regulations as a primary directive with caveats.This section, and the specific parameters it lists, is what trips up many instrument pilots. It shouldn’t. In short, if you’re in visual conditions, ATC expects you to land as soon as practicable. Notice it doesn’t say as soon as possible. Maybe you’re talking to approach and they switch you to tower, and you’re not able to reach the tower. The regs don’t dictate that you must land at an airport two miles behind you, rather than continuing to your destination five miles ahead of you. And you aren’t expected to make any abnormal maneuvers or go to any particular airports. It might be preferable to go to a bigger airport with a radio shop that bypasses another, smaller airport, for example.

The more complex scenario is if you’re in instrument conditions. Many pilots learn the sub-sections of the regulation as a hierarchy, but it’s easier to think of the regulations as a primary directive with caveats. The primary directive is simple. If you’re on a cleared route, continue on the route. The three other instructions are for situations where you aren’t on a cleared route. For example, if being vectored, simply fly from your current location to the next cleared point on your route, and continue. Maybe you’re on a cleared route, but the clearance limit is before your destination, such as during a hold. In this case, you are to fly the route ATC told you to expect in the future. And if you haven’t been given that, fly the route in your flight plan.

In terms of approaches, the instructions are straightforward. If you’re one of the unusual pilots who files an initial approach fix as part of a flight plan, proceed to that fix and begin the approach. If you’re like most pilots and file your destination airport, you are expected to fly to the airport itself and then out to the initial approach fix on the approach of your choice. This rule is why some people strongly advocate for filing an initial approach fix as part of the flight plan. In the pre-GPS days, navigating directly to an airport may have been virtually impossible. But with GPS it’s straightforward and easy. In either case, ATC expects you to begin the approach as close as possible to your filed estimated time of arrival.

Or, refer to the AIM, consider the situation an emergency, and do what you need to do in order to arrive safely at any airport you choose.

[email protected]