Evans@CMU-CS-C (12/27/82)
From: Art Evans <Evans at CMU-CS-C> A recent note asked about whether or not lost comm procedures are still relevant. Well, of course they are still needed to pass the IFR written (and I would guess the commercial written, though I've not taken that). It is of course correct that avionics equipment is pretty reliable and that lost comm procedures are seldom needed because of its failure. However, there's only one alternator and one regulator, mechanical gadgets all to prone to failure. Also, there's probably only one microphone in the aircraft, likely a cheap one at that. And if you don't carry earphones (and few seem to), you're equally dependent on a single crummy speaker, and the single power-amp that drives it. Another item there in quantity one is the single antenna that both comms share. (It can break off if it picks up ice, or just if it gets tired.) As for loss of all electronics, both nav and com, some pilots (including Richard Collins of Flying magazine) carry a portable transceiver that provides at least radio contact, and therefore vectors. (I don't carry one, though I don't know why not. It's in the same category as buying insuirance, which I do.) An excellent possibility is in pre-flight to be sure to know which direction to head at any time to get to VFR conditions, and to be sure to have adequate fuel to get there. A good idea, not always practical. When I flew from a base near Boston, I always sort of assumed that if everything else failed I would fly east far enough to be sure to be over the ocean, then descend VERY carefully to sea level, and then head west for the coast, hoping to recognize something before hitting it. Here in Pittsburgh I can't think of any comparable way out, except perhaps to go north to Lake Erie, an unattractive thought. By the way -- if all you can do is communicate by radio, go to a military field with Ground Controled Approach (GCA). I've done it for practice at Pease AFB, and they can really bring you to 50 feet above the runway, or I guess even all the way down if necessary. This is a good one to practice first. My observation is that military controllers are usually happy to cooperate, as they must log so many monthly to keep current. File IFR for a practice low approach at the military field. I'll be interested in seeing other answers. Art Evans -- Tartan Labs -- Evans@CMUC -------
dwl (12/28/82)
I have had to use lost comm procedures exactly once in about 900 hours of flying (250 or so IFR). On that occasion, it was not my radio, but the one on the ground that failed. Newark departure was handling my flight as I flew South toward Atlantic City, New Jersey. I was in cloud, level at 3000, about ten miles South of Morristown, my departure point. I was flying a compass heading, on "...vectors to Robbinsville [VOR]" when ATC said: "Cessna 338, Climb and maintain five thousand." I replied, "338 leaving three for five thousand." As I began to climb, I remember hearing something that sounded like: "Ces...." and the carrier which brought it clicked off. After a few moments of silence, I heard another voice: "Departure, this is United 406 with you, climbing to two." This was repeated several times with no response. Being curious, I then transmitted: "Newark Departure, do you read Cessna 338?" and heard no response, after two transmissions. Two other airliners asked similar questions, as did United 406 again. I climbed to 5000 and leveled off. I reported level at five, still expecting a reply. The last assigned heading seemed to be taking me directly toward Robbinsville. At this point, some discussion ensued among the airline crews on the frequency. They decided to climb as cleared and then try to call New York Center. I transmitted, to anyone who was listening, "Cessna 60338 is level at five thousand, heading 180, approximately twenty north of Robbinsville VOR." My last-assigned altitude was 5000, well below space belonging to New York Center. I assumed that ATC had heard my reply to their climb clearance, and expected me to obey it. Having flown that route IFR before, I also remembered that one usually gets handed off to McGuire AFB Approach, somewhere near Robbinsville. I began monitoring the McGuire North approach control frequency, and when I began hearing them, I gave them a position report. They seemed to be expecting me, and the flight was routine after that. On the return trip, later the same day, all was normal when McGuire handed me off to Newark on the way back to Morristown. Even with the best equipment in the air, it takes two ends to communicate. -Dave Levenson -BTL Holmdel
cfiaime (12/29/82)
The lost communications procedures as published in the FARs seem to work just fine. I was caught with an alternator failure near Springfield Illinois, and planned on going into Springfield no radio if necessary. (The joys of IFR! The nav receivers draw very little power!!) When talking of common equipment, on most aircraft that I have flown, the communications antennas are separate for each radio, the navigation antenna is common to both nav radios. There is a nifty little signal splitter available for retrofit second radio installations, but it is cheaper to use a second antenna. Most manufacturers use the second antenna because of price (about $25 for an antenna, 40 for the splitter...). About civilians making GCA practice approaches to military fields, this is on a workload permitting basis. Some facilities are very friendly (McConnell AFB, Kansas) when their own traffic is light. Others (Glenview NAS, Illinois) have no sense of humor at all. The best idea is to call base operations and ask if you can be accomidated. The best times are normally before 0600 (local) and after 2200 (local) due to agreements that MILITARY JETS will not fly unless absolutly necessary at those times. You will find a complete tower and approach crew with virtually nothing to do except wash floors and read "Rod and Custom" or "Playboy". About operations to military fields, if you are a Civil Air Patrol member on an Air Force authorized CAP function, you can land at a military base. I have followed a KC-135 in a Cessna 172, a B-52 in my FUNK (at 7 miles, wake turbulence, you know) and had a E-4A hold for my Cessna 150 at Barksdale AFB. It is kind of fun. For more information, call your local CAP, or send me mail. I will be glad to help. Jeff Williams