From: utzoo!decvax!harpo!npoiv!hou5f!hou5b!hou5c!hou5e!dwl
Newsgroups: net.aviation
Title: Re: lost comm procedures
Article-I.D.: hou5e.177
Posted: Tue Dec 28 10:44:50 1982
Received: Wed Dec 29 04:28:43 1982
References: sri-unix.4937

	I have had to use lost comm procedures exactly once in about
900 hours of flying (250 or so IFR).  On that occasion, it was not
my radio, but the one on the ground that failed.  Newark departure
was handling my flight as I flew South toward Atlantic City, New
Jersey.  I was in cloud, level at 3000, about ten miles South of
Morristown, my departure point.  I was flying a compass heading, on
"...vectors to Robbinsville [VOR]" when ATC said: "Cessna 338, Climb
and maintain five thousand." 
	I replied, "338 leaving three for five thousand."  As I
began to climb, I remember hearing something that sounded like:
"Ces...." and the carrier which brought it clicked off.  
	After a few moments of silence, I heard another voice:
"Departure, this is United 406 with you, climbing to two."  This was
repeated several times with no response.
	Being curious, I then transmitted: "Newark Departure, do you
read Cessna 338?"  and heard no response, after two transmissions.
Two other airliners asked similar questions, as did United 406
again.  
	I climbed to 5000 and leveled off.  I reported level at five,
still expecting a reply.  The last assigned heading seemed to be
taking me directly toward Robbinsville. 
	At this point, some discussion ensued among the airline
crews on the frequency.  They decided to climb as cleared and then
try to call New York Center.  I transmitted, to anyone who was
listening, "Cessna 60338 is level at five thousand, heading 180,
approximately twenty north of Robbinsville VOR." 
	My last-assigned altitude was 5000, well below space
belonging to New York Center.  I assumed that ATC had heard my reply
to their climb clearance, and expected me to obey it.  Having flown
that route IFR before, I also remembered that one usually gets
handed off to McGuire AFB Approach, somewhere near Robbinsville.  I
began monitoring the McGuire North approach control frequency, and
when I began hearing them, I gave them a position report.  They
seemed to be expecting me, and the flight was routine after that.
	On the return trip, later the same day, all was normal when
McGuire handed me off to Newark on the way back to Morristown.

	Even with the best equipment in the air, it takes two ends to
communicate.  

-Dave Levenson
-BTL Holmdel