What would you do if your radio failed?
Originally Posted by BroomstickPilot
This is really a question for an elderly ATCO: any old ATCOs out there remember?
I'm not an ATCO, but to the best of my recollection, back in the 1950s this used to be a procedure for aircraft with radio failure while above cloud. I seem to remember that different meanings were ascribed to the direction in which the triangles were flown, but I can't remember what that was. Basically, the idea was that the radar controllers would spot the blip flying triangles and despatch another aircraft to intercept and escort the lost aircraft to safety.
That's all I can remember, anyway.
Best regards,
Broomstick.
I'm not an ATCO, but to the best of my recollection, back in the 1950s this used to be a procedure for aircraft with radio failure while above cloud. I seem to remember that different meanings were ascribed to the direction in which the triangles were flown, but I can't remember what that was. Basically, the idea was that the radar controllers would spot the blip flying triangles and despatch another aircraft to intercept and escort the lost aircraft to safety.
That's all I can remember, anyway.
Best regards,
Broomstick.
Emergency Triangle Procedure
"Pilots lost or uncertain of position and experiencing either transmitter or complete radio failure are advised, as a last resort, to carry out a special procedure to indicate to radar controllers that they require assistance.
The aircraft fly at least two triangular patterns, before resuming course, as follows:-
Tx failure only, right hand turns. Complete failure, left hand turns.
Each leg of the triangle should be flown for 2 minutes (where aircraft speed is 300kts or less) or for 1 minute when speed is more than 300kts.
If a triangular pattern is observed, radar controllers shall advise the appropriate Diversion and Distress cell of the position and track and continue to plot the aircraft whilst it is within radar cover."
I believe the above was originally a procedure taught to military pilots, especially relevant when many military aircraft had only a very basic radio fit, no nav aids or transponder, and long before mobile phones!!
I can recall reading of a least one occasion when the procedure proved successful! (Probably read it, a long time ago, in an old copy of RAF 'Air Clues'.
The procedure is still published in the current edition of CAP 493 - UK Manual of Air Traffic Services Part 1.
Last edited by spekesoftly; 19th Feb 2006 at 08:34.
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Practical Experience
So, we've kicked around what you should do in a radio failure, and some people have mentioned their own experience. Thanks for sharing your knowledge.
What other practical experiences have people had?
My own experience (on my QXC) wasn't a radio failure, but a comms failure. Having been granted a frequency change, and having 'dialled up' the new frequency, I was greeted with a load of static. I checked my plog against the chart and yes, I had managed to transpose one of the numbers!
Gave me a little fright, and got me puzzled for a bit, but as people have said Aviate, Navigate and then Communicate.
C23
What other practical experiences have people had?
My own experience (on my QXC) wasn't a radio failure, but a comms failure. Having been granted a frequency change, and having 'dialled up' the new frequency, I was greeted with a load of static. I checked my plog against the chart and yes, I had managed to transpose one of the numbers!
Gave me a little fright, and got me puzzled for a bit, but as people have said Aviate, Navigate and then Communicate.
C23
Out of curiosity, am I the only pilot here who routinely flies totally non-radio? Most airfields do not require radio, it is not a legal requirement for cross-country flight in the open FIR, so sometimes I simply don't bother with it - particularly if flying from farmstrip to farmstrip. It's good practice, and also I rather enjoy the peace and quiet!
G
G
Had a transmitter failure when just about to enter Class D with a 1200' cloud base. Set 7600 on the transponder and heard ATC warning another aircraft about us, which was comforting.
We were then asked to squawk something like 2130 if we could hear them, which we did.
Then asked to squawk something different if we had any other problems, which we didn't.
We were then given clearance to enter the Class D for approach and join right base for landing. Thanks to excellent ATC and a transponder, no problem at all.
We were then asked to squawk something like 2130 if we could hear them, which we did.
Then asked to squawk something different if we had any other problems, which we didn't.
We were then given clearance to enter the Class D for approach and join right base for landing. Thanks to excellent ATC and a transponder, no problem at all.
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Some time ago when Luton was GA friendly I had a tx failure but could hear (turned out to be a poor mike). Luton were SUPERB. Assumed on my track I was inbound and asked to confirm 7601 negative 7602. We "talked" that way until final to land. VERY WELL DONE LUTON
Weak Transmitter
Coming back to CYYZ, the transmitter failed to get the attention of Terminal; so, descended below the floor of the TRSA and continued. When approaching the PCZ, called up Tower and established comm.
RADIO FAILURE
JUST REMEMBER THAT THE AIRCRAFT WILL NOT KNOW ITS RADIO HAS FAILED,AND WILL FLY OK.
JUST REJOICE THAT YOU WILL NOT HAVE TO PUT UP WITH ALL THE NORMAL RUBBISH,PRETEND YOU ARE IN A SOPWITH CAMEL, AND GO SOMEWHERE FRIENDLY!!
YOU MIGHT ENJOY IT
JUST REJOICE THAT YOU WILL NOT HAVE TO PUT UP WITH ALL THE NORMAL RUBBISH,PRETEND YOU ARE IN A SOPWITH CAMEL, AND GO SOMEWHERE FRIENDLY!!
YOU MIGHT ENJOY IT
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Have had a radio failure in flight in a C152, routing Seething to North Weald via Ipswich overhead. Think I was last in contact with Wattisham or some RAF base or other receiving a FIS when it packed up. Did all the usual twiddling of knobs and checking of alternator before squawking 7600 and simply continuing my flight home. Made sure I made blind calls, flew the circuit as normal (whilst keeping a VERY good look out) and got there without any drama.
After parking up I rang the tower who said they knew I was coming as D&D had called them. Rang D&D to let them know I was OK. All in all a very interesting experience, not at all a painful one. Incidentally, I think this might also be a good argument for giving local ATSUs a call en route, as if I had not done this then it would have been much harder for all concerned to work out who this non-r/t blip was and where he was going.
After parking up I rang the tower who said they knew I was coming as D&D had called them. Rang D&D to let them know I was OK. All in all a very interesting experience, not at all a painful one. Incidentally, I think this might also be a good argument for giving local ATSUs a call en route, as if I had not done this then it would have been much harder for all concerned to work out who this non-r/t blip was and where he was going.
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Following a radio failure, got home into a class D airspace quite happily using an ICOM portable. No external aerial, but I did have the headset adapter, which I reckon is pretty much essential to avoid cockpit noise. P2 was able to hold the unit near the window, which I guess helped - occasional loss of contact while orbiting (in a Cessna) each time the low wing got between us and home!
I tend to think total electrical failure is more likely than simple radio failure - at least I've experienced two alternator failures so far, but only one radio failure.
While I sometimes carry my handheld GPS, I always carry the portable radio.
I tend to think total electrical failure is more likely than simple radio failure - at least I've experienced two alternator failures so far, but only one radio failure.
While I sometimes carry my handheld GPS, I always carry the portable radio.
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Comms Failures
My first radio failure was on a solo navex returning to Shoreham. It turned out to be a digital problem; I’d knocked one of the audio panel switches while playing with the VOR. I worked it out in the end and got back in communication with the Tower in time to land and get chewed out
. Next stop the Toy Shop for a hand held transciever.
Another interesting comms failure was on the way back from the West Country, while trying to get a clearance through the Solent Zone. I could hear them, but got no response. Eventually they responded to one of my calls with ‘Carrier Only transmission’. In the end they let me through on a combination of One click for Yes, two Clicks for No. I wasn’t aware of Speechless Code at the time. I did make voice contact while overhead, before resorting to Speechless Code again as the distance increased. The problem was eventually traced to flat batteries in the intercom.
The only other comms problem I had with the Solent Zone was on the way to the New Year’s Day fly-in at Compton Abbas some years ago. London Info couldn’t raise them on the landline, so I guess it wasn’t a radio problem.
. Next stop the Toy Shop for a hand held transciever.Another interesting comms failure was on the way back from the West Country, while trying to get a clearance through the Solent Zone. I could hear them, but got no response. Eventually they responded to one of my calls with ‘Carrier Only transmission’. In the end they let me through on a combination of One click for Yes, two Clicks for No. I wasn’t aware of Speechless Code at the time. I did make voice contact while overhead, before resorting to Speechless Code again as the distance increased. The problem was eventually traced to flat batteries in the intercom.
The only other comms problem I had with the Solent Zone was on the way to the New Year’s Day fly-in at Compton Abbas some years ago. London Info couldn’t raise them on the landline, so I guess it wasn’t a radio problem.
