What would you do if your radio failed?
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What would you do if your radio failed?
I was doing a bit of revision, and realised that apart from the following, I'm not sure what to do if my radio failed. I'll take it up with my instructor next time, but in the meantime, I'd...
1) Check the frequency
2) Check it was still switched on.
3) Check that the squelch wasn't up/down too much
4) Check the headset leads hadn't been pulled out.
5) Check the fuses.
6) Squawk 7600
Having done this on approaching the airfield I would call them at the appropriate reporting points (state that I was calling 'blind'), and enter the circuit whilst keeping a good lookout.
Have I missed something?
What would you do?
C23
PS - I must make a note of what the light-gun signals are, coz I admit I don't know them, do you?
1) Check the frequency
2) Check it was still switched on.
3) Check that the squelch wasn't up/down too much
4) Check the headset leads hadn't been pulled out.
5) Check the fuses.
6) Squawk 7600
Having done this on approaching the airfield I would call them at the appropriate reporting points (state that I was calling 'blind'), and enter the circuit whilst keeping a good lookout.
Have I missed something?
What would you do?
C23
PS - I must make a note of what the light-gun signals are, coz I admit I don't know them, do you?
a few other things - not that I'm an expert!
- check another frequency?
- hand mike?
- use other sockets and PTT?
I should know this better, since I had to answer the same question for my Aus GFPT test a few weeks ago
- check another frequency?
- hand mike?
- use other sockets and PTT?
I should know this better, since I had to answer the same question for my Aus GFPT test a few weeks ago
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Speaking as a controller (as well as a pilot) I think you need to be more specific on the bit about approaching the airfield. A lot depends on the class of airspace and whether you have recieved a clearance etc. If you're talking about an airfield in class G airspace without ATC you need to think about whether you have the permissions necessary (PPR and the like) but then just keep a darn good lookout and hope there's a signal square or, at the very least, a windsock!
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To be a bit more specific as Spitoon requested.
I was thinking about class G airspace and would have already 'phoned ahead to get the weather and PPR if required.
The kind circumstance I was thinking about was that I had been talking to ATC, and then the radio cuts out. As far as clearences are concerned, let's just assume that none had been received prior to the radio failing.
I was thinking about class G airspace and would have already 'phoned ahead to get the weather and PPR if required.
The kind circumstance I was thinking about was that I had been talking to ATC, and then the radio cuts out. As far as clearences are concerned, let's just assume that none had been received prior to the radio failing.
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In addition to the above:
Check the audio panel.
From real life experience, after the stated and obvious (volume, frequency, etc) check sockets first (i.e. try co-pilot's side, using RH PTT), they are the cause of much grief. Then try hand-held (if avail).
If still no joy and you must proceed w/o radio, check if any specific NORDO procedures are in place for the airport you are flying to. Published in the Jepp plates. If so, follow procedure and await light signals.
Check the audio panel.
From real life experience, after the stated and obvious (volume, frequency, etc) check sockets first (i.e. try co-pilot's side, using RH PTT), they are the cause of much grief. Then try hand-held (if avail).
If still no joy and you must proceed w/o radio, check if any specific NORDO procedures are in place for the airport you are flying to. Published in the Jepp plates. If so, follow procedure and await light signals.
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This is not the answer anybody asking the question will be looking for, but obviously it should be
Reach in the bag and pull out the handheld radio, connect it to the spare VHF antenna socket (already installed just for the purpose) and switch it on
Reach in the bag and pull out the handheld radio, connect it to the spare VHF antenna socket (already installed just for the purpose) and switch it on
The most important thing, IMHO, is what you did before having a radio failure.
That is ensured you knew your destination's non-radio join procedure, and if they won't accept non-radio traffic under any circumstances - have decided upon a radio-failure diversion (and known their procedures).
(Almost) invariably this will also require you to be up to speed on how to fly an overhead join and read the signal square.
Apart from that I'm with A_and_C, don't muck about with diagnostics in the air, concentrate on flying non-radio, and do your investigations on the ground.
G
Suffered this too often!
That is ensured you knew your destination's non-radio join procedure, and if they won't accept non-radio traffic under any circumstances - have decided upon a radio-failure diversion (and known their procedures).
(Almost) invariably this will also require you to be up to speed on how to fly an overhead join and read the signal square.
Apart from that I'm with A_and_C, don't muck about with diagnostics in the air, concentrate on flying non-radio, and do your investigations on the ground.
G
Suffered this too often!
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My radio did fail on me when I was in on of my early lessons. I was with an instructor so I flew while he did what he could to fix it, which wasn't much because it was rather buggered. I seem to remember we stayed around the same position near the edge of the control zone, just outside the controlled airspace and then magically another PA-28 appeared and "intercepted us". It turned out to be really good fun as we followed the other plane back to the airfield and landed. It turned out that some intrical part of the radio had died and the control tower had realised before we did and called the flight school who sent up another plane to get us.
Originally Posted by wingman863
My radio did fail on me when I was in on of my early lessons. I was with an instructor so I flew while he did what he could to fix it, which wasn't much because it was rather buggered. I seem to remember we stayed around the same position near the edge of the control zone, just outside the controlled airspace and then magically another PA-28 appeared and "intercepted us". It turned out to be really good fun as we followed the other plane back to the airfield and landed. It turned out that some intrical part of the radio had died and the control tower had realised before we did and called the flight school who sent up another plane to get us.
One hopes that somebody decided to make a bit of an exercise out of it, rather than that the shepherd aircraft was really required.
G
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I thought I had radio failure when flying to Limoges in France last summer. Actually I didn't; it was just that the French controllers couldn't be bothered to reply till I got really close, but I didn't know that at the time. Here's what I did....
1) Tried the other radio.
2) Looked in my flight guide and tried another frequency, on both radios.
3) Realised I'd reached the edge of the control zone, so started to orbit outside it.
4) Reached in the back for my strategically placed handheld radio, and tried that.
5) When I still had no reply, I realised failure of three radios was unlikely. So time to think carefully before acting....
6) Decided to keep a good lookout and carry on towards Limoges for a bit. If still no radio contact, I decided to either call them on my mobile phone, or land at a small airstrip which was fairly close, and sort everything out on the ground.
Eventually Limoges talked to me, so there was no problem. But it's quite useful to think about what you would do in such circumstances...saves a few orbits and is easier than thinking in the air!
1) Tried the other radio.
2) Looked in my flight guide and tried another frequency, on both radios.
3) Realised I'd reached the edge of the control zone, so started to orbit outside it.
4) Reached in the back for my strategically placed handheld radio, and tried that.
5) When I still had no reply, I realised failure of three radios was unlikely. So time to think carefully before acting....
6) Decided to keep a good lookout and carry on towards Limoges for a bit. If still no radio contact, I decided to either call them on my mobile phone, or land at a small airstrip which was fairly close, and sort everything out on the ground.
Eventually Limoges talked to me, so there was no problem. But it's quite useful to think about what you would do in such circumstances...saves a few orbits and is easier than thinking in the air!
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I'm with Genghis & A&C on this.
I always check the radio failure procedures for where I am going before I set off. This may sound very boring, and it is. It is also more difficult than might first seem, because often the rt failure procedures for non IFR traffic aren't made very clear. I remember starting a discussion here 18 months ago, about what was a "suitable aerodrome", as this is where I was supposed to divert to in case of a radio failure outside controlled airspace.
A&C is spot on when he says "fly the airplane". It is VERY easy to get fixated on a non-life threatening problem, to the exclusion of everything else that is happening. Keep asking yourself if you are getting fixated on the problem, and ignoring more important responsibilities.
Finally, other things that you might consider. Is the alternator still providing power? Perhaps you've had a complete electrical failure, not just a radio failure. If this is the case, try turning off all electrics apart from the radio and the transponder. If you still don't have enough power then try recycling the alternator.
dp
I always check the radio failure procedures for where I am going before I set off. This may sound very boring, and it is. It is also more difficult than might first seem, because often the rt failure procedures for non IFR traffic aren't made very clear. I remember starting a discussion here 18 months ago, about what was a "suitable aerodrome", as this is where I was supposed to divert to in case of a radio failure outside controlled airspace.
A&C is spot on when he says "fly the airplane". It is VERY easy to get fixated on a non-life threatening problem, to the exclusion of everything else that is happening. Keep asking yourself if you are getting fixated on the problem, and ignoring more important responsibilities.
Finally, other things that you might consider. Is the alternator still providing power? Perhaps you've had a complete electrical failure, not just a radio failure. If this is the case, try turning off all electrics apart from the radio and the transponder. If you still don't have enough power then try recycling the alternator.
dp
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Originally Posted by splang
squawk 7700 for 1 minute then 7600 for 15 minutes and repeat.
7700 is emergency, 7600 is a radio failure. The two are totally separate.
Therefore - radio failure only, 7600 only.
For a flight conducted VFR wholly in class 'G' the question you really want to ask yourself is - "when do you squawk 7600?". Might be worth having a read of this thread to read various viewpoints.
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Originally Posted by A and C
Fly the aircraft.
Yes, yes I know there are lot's of things you can do in the air, but be realistic of your ability to accept an increased workload. Aviate, Navigate, Communicate. Best bloody mantra in the world and yes, sqwaking 7600 is communicating. Make sure you have the first two under control before fighting to get the code in. And by the way, I don't agree to 7700 for one minute before switching to 7600 as suggested by Splang. In my experience ATC are not stupid people and will recognise 7600 without the unnecessary drama of 7700 first.
In the circuit pre GST at a class D field I had radio failure. ATC made a point of calling the club to comment that I had done everything right (all the way down to being the smart-arse in flashing the landing light to acknowledge the solid green lamp on short final).
Only I knew how badly I had flown the circuit and the aircraft in trying to deal with a radio failure. Notwithstanding the fact my ability to cope with the in flight workload has increased, never again will I so disregard:
AVIATE
NAVIGATE
COMMUNICATE
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Originally Posted by Chilli Monster
Sorry - Why?
7700 is emergency, 7600 is a radio failure. The two are totally separate.
Therefore - radio failure only, 7600 only.
For a flight conducted VFR wholly in class 'G' the question you really want to ask yourself is - "when do you squawk 7600?". Might be worth having a read of this thread to read various viewpoints.
7700 is emergency, 7600 is a radio failure. The two are totally separate.
Therefore - radio failure only, 7600 only.
For a flight conducted VFR wholly in class 'G' the question you really want to ask yourself is - "when do you squawk 7600?". Might be worth having a read of this thread to read various viewpoints.
S
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I will add something to "fly the aircraft" if all the flight was in class G airspace I would not even bother to squawk 7600, just fly a normal CCT at the destination unless they publish a radio failure drill.
Then I would look out for light signals from the tower.
Not being able to hear what is being said on the radio is an advantage as a non-radio aircraft enters the CCT, from some of the reaction to non-radio traffic in the CCT you would think that if the radio failed the wings would fall off !.
Then I would look out for light signals from the tower.
Not being able to hear what is being said on the radio is an advantage as a non-radio aircraft enters the CCT, from some of the reaction to non-radio traffic in the CCT you would think that if the radio failed the wings would fall off !.