Loss of Communications

Objective

The student will develop the knowledge, risk management awareness, and skills necessary to recognize a loss of communications during IFR flight, take appropriate action to reestablish contact, apply the correct regulatory procedures for lost communications, determine appropriate routing and timing decisions, and demonstrate proficiency meeting the standards of FAA-S-ACS-14 Task IH.VIII.A.

Measurable Outcomes:

• Explain lost communications procedures per 14 CFR §91.185 for all phases of IFR flight
• Identify at least five common causes of communications failure and preventive actions
• Demonstrate recognition of simulated communications loss within 30 seconds
• Execute correct transponder code changes (7600) and troubleshooting procedures
• Determine proper route, altitude, and approach timing using the AVE F MEA framework
• Apply single-pilot resource management to reduce workload during lost communications emergency
• Meet all performance standards for ACS Task IH.VIII.A

Content

Regulatory Foundation — 14 CFR §91.185

The lost communications regulation exists because IFR aircraft operating in controlled airspace require two-way radio communication. When this fails, both the pilot and ATC must operate under predictable rules to maintain separation and safety.

14 CFR §91.185(a) — General Requirements: If communications failure occurs in VFR conditions or if VFR conditions are encountered after the failure, continue the flight under VFR and land as soon as practicable. This is the most important rule — if you can see outside and maintain VFR cloud clearances, get on the ground safely and quickly. In a helicopter, we have exceptional flexibility here compared to airplanes: we can land in many more locations and don’t need a runway. However, “practicable” means considering factors like suitable landing areas, fuel, weather trends, passenger needs, and whether VFR flight is actually safer than continuing IFR.

14 CFR §91.185(b) — IFR Conditions: If the failure occurs in IMC or if you must continue IFR, the regulation provides a structured decision matrix for route, altitude, and timing.

Route Selection (91.185(c)) — Use Priority Order:

1. Assigned — the route ATC last assigned in your clearance
2. Vectored — if being radar vectored, fly direct to the fix, route, or airway in the vector clearance
3. Expected — the route ATC advised you to expect in a further clearance
4. Filed — the route you filed in your flight plan

Memory aid: AVE F (Assigned, Vectored, Expected, Filed). ATC will protect airspace based on this priority, so it’s critical to follow it exactly.

Altitude Selection (91.185(c)(3)) — Highest of Three: Fly at the highest of:

1. The altitude or flight level assigned in the last ATC clearance
2. The altitude or flight level ATC advised to expect in a further clearance
3. The minimum IFR altitude (MEA, MOCA, or other minimum) for the route segment being flown

This rule ensures you remain above any minimum altitudes and stay where ATC expects you. In helicopter IFR, we often operate at lower altitudes than airplanes, so MEAs may be the controlling factor more frequently.

Approach Timing (91.185(c)(4)) — When to Descend and Land:

Begin descent from the en route altitude to begin the approach at the expect approach clearance (EAC) time if one was received, or if no EAC time was given, start the approach to complete it as close as possible to your estimated time of arrival as calculated from your filed or amended flight plan.

Leave the clearance limit upon arrival if the clearance limit is not a fix from which an approach begins. If the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the EFC time or ETA.

Think of it this way: ATC has protected airspace for you based on your flight plan. They expect you at certain times. Starting your approach at the EAC or ETA ensures you arrive when they’ve cleared the airspace of other traffic.

Recognition of Communications Failure (IH.VIII.A.S1)

Symptoms that indicate communications failure:

• No response from ATC after two transmissions on the assigned frequency
• Sudden silence when frequency had been active
• Inability to hear other aircraft who should be on frequency
• Unusual static, squelch, or audio quality issues
• Transmit light illuminates but no acknowledgment received
• Simultaneous loss of multiple communication systems (suggests electrical failure)

Distinguish communications failure from:

• Wrong frequency selected
• Volume turned down or muted
• Microphone not selected or PTT switch failure
• Busy frequency where ATC simply hasn’t responded yet
• Being told to “standby” and waiting for callback

Single-pilot helicopter considerations: In a light helicopter without an autopilot, flying instruments while troubleshooting radios significantly increases workload. Maintain aircraft control first, troubleshooting second. If VMC, consider immediate VFR landing while troubleshooting continues on the ground.

Reestablishing Communications (IH.VIII.A.S2)

Systematic troubleshooting sequence:

1. Check obvious items (10 seconds):

   • Verify correct frequency selected
   • Check volume levels
   • Verify audio panel settings
   • Confirm correct microphone selected
   • Test PTT switch by trying alternative (crew if available)

2. Attempt contact on last assigned frequency (30 seconds):

   • Make two clear transmissions: “Washington Center, Helicopter 123AB, radio check on 124.45”
   • Listen for response
   • Watch for light gun signals if near airport

3. Try alternate frequencies:

   • Previously assigned frequency (before last handoff)
   • Emergency frequency 121.5 MHz — monitor continuously and attempt contact
   • Approach or departure control if in terminal area
   • Tower frequency if within 50 nm of towered airport
   • FSS frequency (122.2, 122.4, 122.6 printed on low enroute charts)
   • Published CTAF or UNICOM to relay message
   • Air-to-air frequency 122.75 MHz to ask another aircraft to relay

4. Check alternate radios:

   • Switch to COM 2 if available
   • Try handheld backup radio if installed
   • Attempt contact via satellite communication if equipped (increasingly common in offshore operations)

5. Squawk 7600:

   • Change transponder code to 7600 (lost communications)
   • This alerts ATC to your situation on radar
   • Maintain 7600 throughout the flight
   • Note: If also experiencing navigation failure, 7600 takes priority over 7700 initially, then switch to 7700 if emergency conditions develop

6. Monitor relevant frequencies:

   • Keep 121.5 active on second radio or monitor mode
   • Listen to ATIS/AWOS at destination for light gun signal instructions in remarks
   • ATC may transmit blind instructions (“Helicopter 123AB, if you read, squawk ident”)

Helicopter-specific considerations: Many training helicopters (R22, R44, Schweizer 300CBi) have limited or no autopilot capability. Hand-flying while manipulating avionics dramatically increases workload. Consider engaging altitude hold or heading hold if available before troubleshooting. If VMC, immediately transition to VFR flight and land rather than continuing single-pilot IFR with degraded systems.

Risk Management Items

IH.VIII.A.R1 — Possible Reasons for Loss of Communication:

1. Equipment failure:

   • Radio transmitter failure (can hear but not transmit)
   • Radio receiver failure (can transmit but not hear)
   • Complete radio failure (neither transmit nor receive)
   • Antenna damage or disconnection
   • Circuit breaker tripped or fuse blown

2. Electrical system failure:

   • Alternator/generator failure leading to battery depletion
   • Battery failure
   • Master switch inadvertently turned off
   • Electrical bus failure affecting avionics
   • In single-engine helicopters, electrical system is sole power source — no backup like twin-engine aircraft

3. Pilot error:

   • Wrong frequency selected
   • Volume or squelch controls improperly set
   • Audio panel misconfigured
   • Incorrect microphone selected
   • Headset plug disconnected or damaged
   • PTT switch stuck or failed (transmitting continuously, blocking frequency)

4. Environmental factors:

   • Terrain blocking line-of-sight VHF communication
   • Operating at low altitude (common in helicopter IFR) reduces radio range
   • Atmospheric conditions causing unusual propagation
   • Extreme cold affecting battery performance and electronics

5. External interference:

   • Frequency congestion preventing contact
   • Interference from onboard electronics (especially non-TSO’d equipment)
   • ATC equipment failure (rare but possible)

Prevention strategies:

• Thorough preflight check of all communication systems
• Test communication during runup, not just after takeoff
• Monitor ammeter/loadmeter for electrical system health
• Carry backup handheld radio with charged batteries
• Brief passengers not to touch avionics or audio panel
• Ensure headset cables secured and not tangled with controls (critical in helicopters with cyclic-mounted controls)
• Plan routes that maintain line-of-sight with ATC facilities when possible
• File altitude that optimizes communication range

IH.VIII.A.R2 — Deviation from Procedures for Lost Communications:

When deviation is appropriate and legal:

1. VFR conditions encountered: 14 CFR §91.185(a) explicitly authorizes continuing under VFR when conditions permit. This is not a deviation — it’s following the regulation. However, judgment is required: don’t bust through Class B airspace VFR without clearance just because you can see. Operate as a VFR aircraft under appropriate regulations.

2. Safety of flight: 14 CFR §91.3(b) — “In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.” If following §91.185 creates an unsafe situation, deviate as necessary. Examples:

   • Weather at filed destination deteriorates below approach minimums
   • Fuel becomes critical
   • Mechanical emergency develops
   • Icing conditions encountered
   • Medical emergency with passenger

3. ATC issues blind transmissions: If you can receive but not transmit, ATC may issue amended instructions. “Helicopter 123AB, if you read this transmission, fly direct to XYZ VOR and expect approach clearance at 1530Z, squawk ident.” Following these instructions is not a deviation — ATC has amended your clearance, even though you cannot acknowledge.

Risks of inappropriate deviation:

• Creating conflict with other IFR traffic
• Entering airspace where ATC has not coordinated your presence
• Arriving at times when ATC has not protected airspace
• Violating regulations without safety justification
• In helicopter operations, landing at unsuitable locations off-airport

Decision-making framework:

1. Is there a genuine safety-of-flight reason to deviate?
2. Does the deviation improve or worsen overall safety?
3. What are the risks of following §91.185 exactly versus deviating?
4. Can I minimize the deviation while still addressing the safety concern?
5. Am I acting as a prudent pilot in command would act?

After landing, file a NASA ASRS report if any uncertainty exists about the appropriateness of actions taken. If deviating under §91.3(b), be prepared to file a written report to the FAA within 48 hours if requested.

Route and Altitude Application

Scenario-based examples:

Example 1 — Simple Clearance: Clearance: “Helicopter 23AB, cleared to Metro Airport via direct JONES intersection, then as filed, maintain 4,000.” Communications lost after JONES intersection while en route.

• Route: Continue as filed (your flight plan route after JONES)
• Altitude: 4,000 feet (assigned altitude) unless MEA is higher
• Timing: Arrive at destination ETA or EFC time if given

Example 2 — Radar Vectors: Clearance: “Helicopter 23AB, turn left heading 090, vector for spacing, expect RNAV Runway 17 approach.” Communications lost during vectors.

• Route: Fly heading 090 to intercept the RNAV 17 approach course, then proceed direct to the initial approach fix
• Altitude: Last assigned altitude (highest of assigned, expected, or MEA)
• Timing: Begin approach at EFC time if given, otherwise at ETA

Example 3 — Hold with EFC: Clearance: “Helicopter 23AB, hold east of BAKER as published, expect approach clearance at 1545Z.” Communications lost at 1530Z in hold.

• Route: Remain in hold until EFC time
• Altitude: Highest of holding altitude assigned, expected altitude, or MEA
• Timing: At 1545Z, depart hold and begin approach

Example 4 — Airway MEA Higher Than Assigned: Clearance: “Helicopter 23AB, maintain 3,000.” Communications lost while flying V23 which has an MEA of 4,000 feet.

• Route: Continue on assigned route (V23)
• Altitude: Climb to 4,000 feet (MEA is highest of the three options)
• Timing: Proceed to destination

Altitude rule is conservative: The regulation requires the highest altitude to ensure you’re above all obstacles and within ATC’s protected airspace. Helicopters often receive lower altitudes due to performance limitations. If communications fail, you must climb to MEA even if originally assigned lower. Brief this to students: “ATC is protecting airspace above the MEA, so that’s where you need to be.”

Approach Timing and Clearance Limits

Understanding clearance limits: A clearance limit is the fix to which you are cleared. It could be:

• The destination airport: “Cleared to Metro Airport”
• An en route fix: “Cleared to BAKER intersection”
• A holding fix: “Cleared to JONES, hold east as published”

Timing rules applied:

Scenario A — Clearance limit IS the destination airport: “Helicopter 23AB, cleared to Metro Airport via BAKER, maintain 5,000, expect approach clearance at 1615Z.”

• Arrive at METRO at your ETA (calculated from filed flight plan)
• If EFC time given (1615Z), begin approach at 1615Z
• If no EFC time given, begin approach to complete it as close as possible to your ETA

Scenario B — Clearance limit is NOT an IAF: “Helicopter 23AB, cleared to BAKER intersection, hold west, expect further clearance at 1530Z.”

• Arrive at BAKER at ETA or as close as practical
• Hold until 1530Z (EFC time)
• At 1530Z, leave BAKER and proceed to destination via AVE F routing
• Begin approach at destination at ETA or new EFC time if one was given

Scenario C — Clearance limit IS an IAF: “Helicopter 23AB, cleared to HYDRR (IAF for RNAV 35), hold southwest as published, expect approach clearance 1600Z.”

• Arrive at HYDRR at ETA or as practical
• If EFC time given, remain in hold until 1600Z, then begin approach
• If no EFC time given, begin approach at your calculated ETA

Why this matters for ATC coordination: ATC clears the final approach course of traffic based on your expected arrival time. Starting early could create a conflict. Starting late wastes their protected airspace and may require them to hold other aircraft unnecessarily.

Helicopter approach considerations:

• Many helicopter IFR approaches are to hospitals, offshore platforms, or specialized heliports
• Some approaches are “proceed VFR” after reaching a point
• Point-in-space (PinS) approaches are common and often terminate in VFR transition
• If communications are lost and approach terminates in required VFR, ensure VFR conditions exist before descending below MDA/DA

Single-Pilot Resource Management (IH.VIII.A.S5)

Lost communications significantly increases single-pilot workload, particularly in helicopters without autopilots or with limited automation.

Workload management priorities:

1. Aviate: Maintain aircraft control above all else. Fly the helicopter first. Autopilot (if available) should be engaged to reduce workload. If hand-flying, maintain established altitude and heading before troubleshooting.

2. Navigate: Ensure you’re on the correct route per §91.185. Don’t get lost while troubleshooting radios. Continue on assigned heading/route. If you need to divert, do so according to AVE F priorities.

3. Communicate: Attempt to reestablish contact systematically without fixating on radios. Set time limits: spend 2-3 minutes troubleshooting, then accept the failure and execute lost comm procedures.

Reduce workload through:

• Automation: Use autopilot, GPS coupled navigation, or at minimum altitude hold to reduce hand-flying workload
• Simplification: Slow down if conditions permit; in a helicopter, consider slowing to best endurance speed to buy more time
• Prioritization: Don’t try to solve everything at once; handle one item at a time
• Verbalization: Talk yourself through the AVE F decision process aloud to organize thoughts
• Checklists: Reference written lost communications procedures if available (many commercial operators include these)

Task shedding: If workload becomes excessive:

• Stop troubleshooting and accept communications failure
• Fly a straightforward route rather than complex procedures
• If VMC, transition to VFR immediately
• Request help via any available means (121.5, guard frequency, relay through another aircraft)
• Consider declaring emergency (squawk 7700) if situation deteriorates

Helicopter-specific SRM considerations:

• In Robinson R22/R44, hands are nearly always on controls (limited/no autopilot); consider straight-and-level flight while manipulating radios
• High-skid helicopters (turbine singles like Airbus H125) may have better autopilots allowing heads-down time
• Vibration in helicopters can make reading approach charts difficult; stabilize aircraft before studying procedures
• If offshore or remote operations, lost communications may combine with limited landing options, making decision-making more complex

Scenario Training Integration

Instructor should present scenarios requiring student to:

1. Recognize failure and troubleshoot systematically
2. Apply AVE F to determine routing
3. Calculate correct altitude (highest of three)
4. Determine approach timing using EFC or ETA
5. Make deviation decisions based on safety factors
6. Manage single-pilot workload effectively

Common scenario elements:

• Lost communications in hold with EFC time
• Lost communications during vectors requiring interpretation of clearance
• VFR conditions encountered requiring immediate decision
• Lost communications combined with fuel urgency
• Lost communications at night or IMC with limited options
• Lost communications with conflicting altitude requirements (assigned vs. MEA)

Schedule

Equipment

Required References:

• FAA-S-ACS-14, Instrument Rating – Helicopter Airman Certification Standards (current edition)
• 14 CFR Part 91, Subpart B (§91.185 specifically)
• FAA-H-8083-15B, Instrument Flying Handbook, Chapter 11 (Emergency Operations)
• FAA-H-8083-21B, Rotorcraft Flying Handbook, Chapter 15 (Helicopter IFR Operations)
• Current IFR Enroute Low Altitude Charts (appropriate region)
• Current Terminal Procedures Publication (approach plates for training area)
• FAA-H-8083-9B, Aviation Instructor’s Handbook, Chapter 4 (SRM/CRM)

Recommended References:

• ASA Instrument Oral Exam Guide (Ryan Dale)
• AIM, Chapter 5, Section 3 and Chapter 6, Section 4
• Pilot/Controller Glossary
• AC 91-78, Use of Class 1 or Class 2 Electronic Flight Bag (if using EFB for charts)

Training Materials:

• Whiteboard or flip chart for AVE F diagrams and scenario visualization
• Sample IFR clearances (printed or electronic) for student practice
• Lost communications scenario cards (5-7 realistic scenarios)
• Sample flight plans for student planning exercise
• IFR enroute and approach charts (applicable to local training area)

Aircraft/Simulator Equipment:

• Helicopter equipped for IFR flight with:
  • Dual communication radios (or ability to simulate radio failure)
  • Transponder
  • IFR-certified GPS or VOR navigation equipment
  • Attitude indicator, heading indicator, altimeter, airspeed indicator, vertical speed indicator, turn coordinator
  • Current database (if GPS)
• Ability to simulate radio failure (instructor can switch off or pull circuit breaker)
• Headsets with functioning intercoms (to simulate lost ATC communication while maintaining instructor-student communication)
• Kneeboard or clipboard for student note-taking during scenarios

Visual Aids:

• AVE F memory aid chart (large format for classroom display)
• Flowchart: Lost Communications Decision Tree
• Altitude rule diagram: “Highest of Assigned, Expected, or MEA”
• Timing rule diagram: “EFC vs. ETA”
• Transponder codes reference card (especially 7600 and 7700)
• Example scenario handouts with worked solutions

Optional Equipment:

• Aviation Training Device (ATD) or Flight Training Device (FTD) for scenario practice
• Video examples of lost communications procedures
• Audio recordings of pilot-ATC communications (both normal and lost comm situations)

Instructor Actions

1. Begin with scenario to establish relevance: “You’re flying a hospital IFR transport at night, single pilot, patient in back, and suddenly you realize ATC isn’t responding. Your radios appear fine, but no one answers. What do you do?” Use this to establish that lost communications is not just an academic exercise but a real possibility requiring immediate, correct action.

2. Present lesson objectives from the Objective section above, emphasizing that this is a “when,” not “if” situation. Every IFR pilot will eventually experience communications difficulties. Emphasize that single-pilot helicopter IFR makes this scenario particularly challenging.

3. Explain the regulatory foundation starting with 14 CFR §91.185(a): “First and most important rule: if you can maintain VFR, do so and land as soon as practicable. The regulation exists to handle IMC or situations where continuing IFR is safer. In a helicopter, ‘practicable’ gives us options airplanes don’t have—we can land in many more places. But practicable doesn’t mean ‘immediately’—consider safety, suitable landing areas, and whether VFR is actually better than continuing IFR.”

4. Teach AVE F route priority using whiteboard: Write “Assigned, Vectored, Expected, Filed” vertically and explain: “ATC protects airspace based on what they expect you to do. Assigned route is what you’re currently cleared for. If you were being vectored when comm failed, fly that heading to intercept your expected route. Expected is what they told you to expect in a further clearance. Filed is your original flight plan. Always use the highest priority available.” Work through 2-3 examples with student participation.

5. Explain altitude requirements using the “highest of three” rule. Draw three columns: Assigned, Expected, MEA. Explain: “You fly whichever is highest. This keeps you where ATC expects you and above all obstacles. In helicopter operations, we often get lower altitudes, but if we lose comms, we must climb to at least the MEA. This is especially important when flying airways where MEAs can vary significantly by segment.”

6. Teach timing rules systematically: “There are two times you need to understand: EFC—Expect Further Clearance time, and ETA—Estimated Time of Arrival. If ATC gave you an EFC time in your clearance, that’s when they expect you to begin your approach. If they didn’t give you an EFC, then begin your approach to complete it as close as possible to your filed or calculated ETA. ATC has cleared other traffic based on these times. Arriving early could cause a conflict; arriving late wastes their planning.”

7. Demonstrate recognition of communications failure using realistic cockpit simulation: Show student that recognition isn’t always obvious. “You might hear transmissions but ATC doesn’t respond to you—receiver works, transmitter failed. Or you hear nothing at all—could be wrong frequency, volume down, or actual failure. Give it 30 seconds of troubleshooting before assuming failure. But don’t fixate—if you can’t fix it quickly, accept it and execute lost comm procedures.”

8. Walk through troubleshooting sequence step-by-step: Demonstrate in the aircraft or simulator: check frequency, check volume, try alternate frequencies (previous frequency, 121.5, tower if nearby), try alternate radio, squawk 7600, continue monitoring 121.5. Explain: “Spend 2-3 minutes maximum on troubleshooting. If it’s not fixed by then, accept the failure and fly the airplane. In a single-pilot helicopter without autopilot, troubleshooting while hand-flying instruments is dangerous. Consider engaging any available automation first, or if VMC, land and troubleshoot on the ground.”

9. Discuss risk management items from ACS (IH.VIII.A.R1 and R2): Present common causes of radio failure—equipment failure, electrical problems, pilot error, environmental factors. Emphasize: “Prevention is better than reaction. Test radios during runup. Monitor electrical system. Carry a backup handheld. In helicopters, electrical system failure is particularly serious because we lack the redundancy of multi-engine aircraft.” Then discuss appropriate deviations: “Section 91.3(b) lets you deviate from any regulation when safety requires it. If following lost comm procedures creates a worse situation—weather below minimums, fuel critical, medical emergency—deviate as needed. But document everything and file NASA report afterward.”

10. Present and work through ground scenarios: Give student 5-6 progressively complex scenarios on paper. Start simple: “You’re cleared direct to ABC, maintain 5,000. Comms fail. What do you do?” Then increase complexity: holds with EFC times, radar vectors, MEAs higher than assigned altitude, VFR conditions encountered. Have student verbalize AVE F, altitude determination, and timing decision for each. Correct misconceptions immediately.

11. Teach single-pilot resource management specifically for lost communications: “This emergency dramatically increases workload. You’re flying, navigating, troubleshooting radios, checking charts for routing and altitudes, calculating times, and monitoring for traffic—all alone. Workload management is critical. First: fly the aircraft. Use autopilot if you have it. Second: navigate. Don’t get lost while troubleshooting. Third: communicate—try to fix it, but don’t fixate. If you can’t fix it in a few minutes, accept it and execute procedures. In a light helicopter, consider that slowing down gives you more time to think.”

12. Demonstrate decision-making for VFR vs. IFR continuation: Present scenarios where VFR conditions exist. “The regulation says continue VFR and land as soon as practicable if VFR conditions exist. But ‘practicable’ requires judgment. Are you over suitable landing areas? How’s your fuel? Is the weather improving or deteriorating? Is VMC likely to continue? Sometimes continuing IFR to your destination is actually safer than landing in a random field. Use ADM: recognize the hazard, assess the risk, analyze options, make a decision, evaluate the outcome.”

13. Conduct scenario-based simulator or aircraft practice: Simulate communications failure at various points: en route, during vectors, in hold, on approach. Have student recognize failure (watch for their recognition time), troubleshoot systematically, squawk 7600, determine routing using AVE F, fly correct altitude, and determine approach timing. Inject complications: “You’re at 3,000 feet, MEA ahead is 4,500, what do you do?” or “You’re VMC now, do you continue IFR or land?” Observe student’s workload management and decision-making process.

14. Emphasize transponder code 7600: “Squawking 7600 is how you tell ATC you’ve lost communications. They can see you on radar and will protect airspace accordingly. If you also have a navigation emergency or other emergency develops, 7700 takes priority over 7600. But initially, 7600 tells them specifically what’s wrong.”

15. Address helicopter-specific considerations throughout: “In many training helicopters—R22, R44, Schweizer 300—you don’t have sophisticated autopilots. You’re hand-flying instruments while dealing with this emergency. That’s challenging. If you have even basic automation—altitude hold, heading hold—use it. If not, consider slowing down to a speed that’s easy to control. And seriously consider the VFR option if conditions permit. Landing safely at an off-airport site is completely acceptable in a helicopter and may be much safer than continuing single-pilot IFR with degraded systems.”

16. Discuss approach timing in detail: “When you arrive at your destination, ATC has cleared the approach course based on your EFC time or your ETA. If you have an EFC time, start your approach then—not before, not after. If no EFC, start the approach to complete it as close as possible to your ETA. Compute your ETA based on your filed flight plan and any amendments before you lost communications. ATC’s separation is based on you doing what they expect.”

17. Cover clearance limit concepts: “Your clearance limit is the point to which you are cleared. Often it’s your destination airport. But sometimes it’s a fix, especially if you’ve been told to hold. If the clearance limit is NOT the airport and NOT an approach fix, leave the clearance limit at the EFC time and proceed to the destination. If the clearance limit IS an approach fix, stay there until the EFC or ETA, then start the approach.”

18. Reinforce the importance of continuing to monitor 121.5: “Even after you’ve squawked 7600 and accepted that communications are lost, keep 121.5 active on your second radio or in monitor mode. ATC may transmit blind instructions. They might say, ‘Helicopter 23AB, if you read this transmission, turn left heading 270 and squawk ident.’ If you hear that, follow the instruction—your clearance has been amended even though you can’t acknowledge.”

19. Present a fuel-critical scenario: “What if you’re executing lost comm procedures, flying to your destination per §91.185, but your fuel is becoming critical due to headwinds? Do you continue to the filed destination or divert?” Lead discussion: “Safety of flight under §91.3 overrides §91.185. If continuing per lost comm procedures would result in fuel exhaustion, divert to the nearest suitable airport. Squawk 7700 if it’s become an emergency. Land, refuel, and explain the situation to ATC via phone. This is the right decision—staying alive is more important than following lost comm procedures to the letter.”

20. Address the post-incident actions: “After you land following a lost communications incident, several things need to happen. First, call ATC on the phone to close your flight plan and explain what happened. They’ll appreciate knowing you’re safe. Second, file a NASA ASRS report—it’s confidential and provides legal protection if there’s any question about your actions. Third, have the radios and electrical system inspected by maintenance before the next IFR flight. Fourth, document what happened in your logbook and in any company records if applicable. Finally, do a personal debrief: what went well, what could you have done better, what will you do differently next time?”

21. Conduct thorough debrief after simulation practice: Review student’s performance on recognition time, troubleshooting effectiveness, correct application of AVE F, altitude selection, timing determination, and workload management. Identify strengths and areas needing improvement. Ask reflective questions: “When you were troubleshooting, what could you have done to reduce workload? When you determined your route, how confident were you in applying AVE F? What will you do differently on your next IFR flight to prepare for possible communications failure?”

22. Assign practical homework: “Before our next flight lesson, I want you to take one of your previous IFR cross-country flight plans and inject a communications failure at three different points along the route. Write out what you would do for each: routing using AVE F, altitude using highest-of-three, and timing using EFC or ETA. Bring that to the next lesson and we’ll discuss it before we fly.”

Student Actions

1. Actively participate in opening scenario discussion, explaining what they would do if communications failed during a patient transport flight. Offer ideas and listen to instructor’s analysis of good and poor responses.

2. Take detailed notes during regulatory foundation instruction, particularly on 14 CFR §91.185 requirements. Create a personal reference card with AVE F, altitude rules, and timing rules for use during flight training.

3. Practice AVE F application with instructor-provided examples, verbalizing the decision process: “I was assigned this route, so that’s what I fly. The expected route doesn’t apply because I’m already on my assigned route. Altitude is the highest of assigned 4,000, expected 5,000, or MEA 3,500, so I’ll fly 5,000.”

4. Work through altitude scenarios determining which of the three altitudes (assigned, expected, MEA) is highest in various situations. Demonstrate understanding that the rule is conservative—always fly the highest to ensure obstacle clearance and meet ATC expectations.

5. Solve timing problems involving EFC times and ETAs. Calculate approach start times based on filed flight plans and EFC times received in clearances. Demonstrate understanding of when to use each.

6. Identify symptoms of communications failure in simulator or aircraft, distinguishing between actual radio failure and pilot error (wrong frequency, low volume, etc.). Respond within 30 seconds when instructor simulates failure.

7. Perform systematic troubleshooting following the sequence taught: check obvious items, try alternate frequencies including 121.5, switch radios if available, squawk 7600, continue monitoring. Maintain aircraft control throughout troubleshooting.

8. Demonstrate transponder code changes to 7600 when simulated communications failure is recognized. Explain the purpose of 7600 and when 7700 might take priority.

9. Apply risk management principles by discussing common causes of communications failure, prevention strategies, and when deviation from §91.185 is appropriate under §91.3(b). Provide examples of situations where safety of flight would justify deviation.

10. Work through written ground scenarios involving lost communications at various phases of flight. For each scenario, write or verbalize: (a) route using AVE F, (b) altitude using highest-of-three, (c) timing using EFC or ETA, and (d) any special considerations.

11. Demonstrate decision-making regarding VFR vs. IFR continuation when presented with scenarios where VFR conditions exist after communications failure. Explain factors considered: weather trends, landing site availability, fuel state, passenger considerations.

12. Execute lost communications procedures in simulator or aircraft during scenario-based training. Recognize failure, troubleshoot, squawk 7600, determine correct routing and altitude, calculate approach timing, and manage workload using SRM techniques.

13. Practice single-pilot workload management during simulated loss of communications. Use available automation (autopilot, GPS), prioritize tasks (aviate-navigate-communicate), and verbalize decision-making process to reduce cognitive load.

14. Respond appropriately to instructor-injected complications during scenario practice: MEA higher than assigned altitude (climb), VFR conditions encountered (decide whether to continue IFR or land VFR), fuel becoming critical (divert per §91.3), weather at destination below minimums (divert to alternate).

15. Demonstrate understanding of clearance limits by correctly identifying when to leave a clearance limit and when to begin an approach, based on whether the limit is the destination, an en route fix, or an IAF.

16. Monitor 121.5 MHz during simulated lost communications and respond appropriately to instructor-provided “blind transmissions,” recognizing that these constitute amended clearances even without two-way communication.

17. Make appropriate diversion decisions when scenarios require deviation from filed flight plan due to fuel, weather, or other safety-of-flight considerations. Explain the regulatory basis (§91.3) and decision-making process used.

18. Verbalize intentions and actions during scenario practice to demonstrate thought process and allow instructor to identify any misconceptions. Use callouts like “Communications lost, squawking 7600, I’ll fly assigned route at assigned altitude of 5,000 which is highest of the three.”

19. Ask clarifying questions when confused about any aspect of lost communications procedures, particularly complex timing scenarios or situations where multiple rules seem to conflict.

20. Complete the assigned homework exercise before the next lesson: taking a previous IFR flight plan and determining actions if communications failed at three different points, including routing (AVE F), altitude (highest of three), and timing (EFC or ETA). Bring written work to next lesson for instructor review.

21. Participate in post-scenario debriefs by self-assessing performance, identifying what went well and what needs improvement, and asking questions about alternative actions or better techniques.

22. Prepare for next lesson by reviewing lost communications procedures, ensuring understanding of all regulatory requirements, and mentally rehearsing the systematic troubleshooting sequence and AVE F decision framework.

Completion Standards

The student demonstrates understanding of and proficiency in loss of communications procedures for instrument helicopter operations, meeting the performance standards of FAA-S-ACS-14 Task IH.VIII.A, as evidenced by:

Knowledge Standards (IH.VIII.A.K1):

1. Explains procedures to follow per 14 CFR §91.185 for lost communications in both VFR and IFR conditions, including:

   • The requirement to continue under VFR and land as soon as practicable if VFR conditions exist or are encountered
   • Application of AVE F (Assigned, Vectored, Expected, Filed) route priority with no errors
   • Correct determination of altitude as the highest of assigned, expected, or minimum IFR altitude for the route segment
   • Proper calculation of approach timing using EFC time when provided or ETA when no EFC given
   • Understanding of clearance limit concepts and when to leave a clearance limit

2. Describes techniques for reestablishing communications including systematic troubleshooting sequence, use of alternate frequencies (particularly 121.5 MHz), alternate radios, transponder code 7600, and monitoring for blind transmissions from ATC.

3. Explains when deviation from instrument flight rules clearance is acceptable under 14 CFR §91.3(b) safety-of-flight authority, providing specific examples such as weather deterioration, fuel urgency, mechanical emergency, or situations where following §91.185 would create greater risk.

4. Determines correct time to begin approach at destination based on EFC time if provided or ETA calculated from filed/amended flight plan if no EFC given, explaining ATC’s need for predictable arrival times for traffic separation.

Risk Management Standards (IH.VIII.A.R1, R2):

5. Identifies at least five possible reasons for loss of communication from the categories of equipment failure, electrical system failure, pilot error, environmental factors, and external interference, with emphasis on helicopter-specific considerations such as limited electrical system redundancy in single-engine helicopters.

6. Describes preventive actions to minimize risk of communications failure, including thorough preflight checks, monitoring electrical system health, carrying backup communications, and planning routes that maintain line-of-sight with ATC facilities.

7. Explains appropriate and inappropriate deviations from §91.185 procedures, demonstrating understanding that safety of flight (§91.3) takes priority when genuine emergencies exist, but that unjustified deviation creates risks to other IFR traffic and violates ATC’s separation planning.

8. Assesses situations where transitioning to VFR flight is safer than continuing IFR with lost communications, considering factors such as weather trends, landing site availability, fuel state, aircraft systems, pilot proficiency, and passenger considerations.

Skill Standards (IH.VIII.A.S1-S5):

9. Recognizes simulated loss of communication within 30 seconds of failure simulation, distinguishing between actual communications failure and pilot-error conditions such as incorrect frequency, low volume, or audio panel misconfiguration.

10. Simulates systematic actions to reestablish communication following proper sequence:

    • Checks obvious items (frequency, volume, audio panel, microphone selection, PTT switch) within 10 seconds
    • Attempts contact on last assigned frequency twice
    • Tries alternate frequencies in logical order (previous frequency, 121.5, approach/tower, FSS, CTAF)
    • Switches to alternate radio if available
    • Squawks 7600 on transponder without prompting
    • Monitors 121.5 MHz throughout remainder of scenario

11. Determines routing correctly using AVE F priority system with 100% accuracy in all scenarios, verbalizing the decision process and explaining why each level of priority does or does not apply to the specific situation.

12. Calculates altitude correctly as the highest of assigned, expected, or MEA in all scenarios, including situations where MEA exceeds assigned altitude (requiring climb) and where assigned altitude is highest (maintain assigned).

13. Determines appropriate time to begin approach based on EFC time when provided or ETA when no EFC given, with calculations within ±3 minutes of correct time, demonstrating understanding of the difference between “arrive at clearance limit” and “begin approach” timing.

14. Makes appropriate decisions regarding whether to continue to flight plan destination or deviate based on safety considerations including weather, fuel, aircraft systems, and suitability of destination, with decisions supported by sound aeronautical decision-making (ADM) and §91.3 authority.

15. Applies single-pilot resource management throughout scenarios by:

    • Maintaining aircraft control (altitude ±100 feet, heading ±10°, airspeed ±10 knots) while managing emergency
    • Using available automation (autopilot, GPS) to reduce workload before troubleshooting
    • Prioritizing tasks using aviate-navigate-communicate hierarchy
    • Task-shedding appropriately when workload becomes excessive
    • Verbalizing decisions and actions to organize cognitive processes
    • Setting time limits on troubleshooting (2-3 minutes) before accepting failure and executing procedures

16. Maintains aircraft within instrument flying tolerances throughout all lost communications scenarios:

    • Altitude: ±100 feet
    • Heading: ±10°
    • Airspeed: ±10 knots
    • Tracking: remain within ¾-scale deflection on navigation indicator
    • Bank angle: standard rate turns (or within limitations of autopilot if engaged)

17. Demonstrates appropriate crew resource management or single-pilot resource management as applicable to aircraft configuration, including effective use of automation, systematic decision-making, workload distribution, and communication (internal and attempts at external).

18. Explains post-incident actions including contacting ATC by phone after landing, filing NASA ASRS report, documenting the incident, coordinating maintenance inspection of communication and electrical systems, and conducting personal debrief.

Integrated Scenario Performance:

19. Successfully completes at least three realistic lost communications scenarios of increasing complexity involving:

    • En route communications failure requiring route and altitude determination
    • Communications failure during radar vectors requiring clearance interpretation
    • Communications failure in holding pattern with EFC time requiring timing calculation
    • One scenario incorporating additional complications (weather, fuel, VFR conditions, MEA higher than assigned)

20. Demonstrates proficiency meeting the overall performance standard for ACS Task IH.VIII.A: exhibits satisfactory knowledge, risk management, and skills associated with recognizing and managing loss of communications, making appropriate decisions based on regulatory guidance and safety considerations, and maintaining aircraft control within instrument flying standards throughout the emergency.

The lesson is complete when the student can consistently recognize communications failure, execute systematic troubleshooting, apply §91.185 procedures correctly including AVE F routing and timing rules, make sound decisions regarding continuation or deviation, manage single-pilot workload effectively, and maintain instrument flying proficiency throughout, all meeting the standards of FAA-S-ACS-14 Task IH.VIII.A.