Lost-Comm Realities

Modern electronics almost relegate lost-comm concerns to a thing of the past. But what should you do if “almost” comes to your flight?

Mark Kolber

Sunday, December 15, 2024 at 08:00 AM ET

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Key Takeaways:

Current IFR lost communication regulations (§91.185) are outdated and can dictate inefficient procedures, such as delaying descent and approach, which do not align with modern ATC expectations.
Air Traffic Control (ATC) views lost communication as an emergency and prioritizes a pilot's safe and expeditious exit from the IFR system, often preferring pragmatic actions over strict adherence to potentially delaying rules.
Pilots are encouraged by the Aeronautical Information Manual (AIM) to exercise good judgment in lost comm situations, prioritizing safety and an efficient resolution, even if it means deviating from the literal interpretation of §91.185 without fear of enforcement if successful.

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You are IFR from Republic Airport in Farmingdale, New York (KFRG), to Norwood, Massachusetts (KOWD), in your Piper Arrow. It’s IMC all the way. The clearance is a common one. Initial vectors to Bridgeport VOR (BDR), direct to Hartford VOR (HFD), then to FROSTY and WOONS intersections northwest of the Providence Class C. Although the flight should take only a bit over an hour, it is your practice to round up, so you filed 2 hours as your ETE.

Departing, you enter the clouds at 900 feet AGL. As the forecasts predict, your 7000-foot cruise altitude keeps you in a solid stratus layer. Soon after turning at Hartford, you hear nothing but static from your GTN 650. Your old KX 155 isn’t any better. Changing frequencies doesn’t help. Guard on 121.5 is silent. Nothing from nearby AWOS so it’s you and not them. Fortunately, the nav side of both units seems to be unaffected—so far. You figure maybe it will clear up. It doesn’t.