Reality of Lost Comms
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Join Date: Apr 2009
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Reality of Lost Comms
We all know the lost comms procedures as outlined in international and local regulations. But what exactly is the reality of flying with lost comms? How viable is it for an aircraft doing long haul (and back to home base lets say) to land somewhere enroute when the weather conditions are VMC? I would have thought that when on an IFR flight plan its always safer to just fly the flight plan, even if the comms are lost right after departure.
Only half a speed-brake
Check the procedure for AIP Germany. It's a loose end they tied. Or was it UK?
In addition, my country used to keep list of designated NavAids until recently, another long-missing piece.
In addition, my country used to keep list of designated NavAids until recently, another long-missing piece.
Join Date: Aug 2009
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Try flying over central Africa without Inmarsat - you get a frequency for the next sector, maybe with a friendly reminder that it may take a while to get a response, and then you try for 15 minutes to reach somebody over VHF. There may be an HF frequency you can try, so you do that. No joy, of course also not on guard. Still no contact with anyone, massive CB right on the route, no traffic on TCAS. Avoid it, broadcast on guard and 126.9, eventually you'll be able to reach somebody in the next country. Of course you would never consider diverting in this situation unless you're forced to.
Was established in the hold near Kansai with two other aircraft awaiting approach clearance when ....................... all ATC comms went off! Interesting one which was eventually resolved by the three aircraft talking to each other. Japan often gets earthquakes and this time the back-up comms did not come on line.
Flying over the Balkans once and there was a major land line failure. Northern sector unable to hand us over to southern sector. We offered to do our own, declined. I was just about to say comms were only 1/1 and do it anyway.....
