Have just read the thread that this link refers to, what a great subject and huge can of worms this is.
My two main thoughts on the matter are;
1) Anything is better than the terrible procedures we had before!
2) I'm still hoping that most modern aircraft will be able to establish comms in another way if the worst happens.
But my opinion on the matter (as an Area ATCO) was similar to what GWH mentioned.
As I do the "Westend" sectors i'll substitute LAM for OCK if I may.
If you were cruising down L9 (G1 for you oldies like me!) at, say FL330, and were being vectored when your failure occured I would expect you to stay on the heading for 3 minutes before returning to the flight planned route (or that route that was given on first contact)
The last time I looked at the OCK STAR (many moons ago!) it mentioned a "published descent planning profile" which in this case is FL140 40 DME OCK. So I would expect you to maintain FL330 for 7 mins before descending to achieve that level.
What you do then becomes hazier to me (speak up TC boys!) but logic would dictate maintain FL140 until entering the OCK hold and then commence descent at not less than 500fpm to min stack level.
One final word of advice
Take your mobile phone with you!!!!!