"Jose" wrote in message
. ..

That wasn't part of the original scenario, but I'll bite.


Yes it was. If you reread the original scenario you'll find; "On initial
contact you're told 'descend and maintain 3,000, join the runway 36
localizer'. About three minutes later you hear the same instruction issued
to EGF456." Then you modified the original scenario with the following:

"This time, on initial contact you're told 'maintain 5,000 join the runway
36 localizer' Then, five miles from DEPRE the approach controller says
'AWI123 cleared ILS runway three six contact tower one one eight point
seven'."

"You acknowledge, then lose coms. Dive? PT? Racetrack?"

You said nothing about deleting the EGF456 flight.



He will be at
5000 while I am descending in the hold to 3000. At 500 feet per minute
I'll have 1500 feet of vertical clearance when he goes whizzing by
overhead.


How do I know that? I've lost comms, I can't hear transmissions to other
aircraft any better than I can hear those directed at me. The controller
let 4000' traffic cross the localizer near the LOM when he had two aircraft
inbound for the approach, so I know I'm not being worked by the sharpest
spoon in the drawer. I'm not turning towards traffic following me.



But this is the crux of the matter. I've already said that if I were at
the right altitude and reasonably on track, I'd go right in (no PT).
You've indicated the same, and also that if you were not at the right
altitude (say, 5000 feet), you'd get a new vector (and likely be sent to
the back of the line) if you couldn't get an earlier clearance. This is
also reasonable and I'd do the same.

If you are dealt an inappropriate slam dunk (5000 on a 3000 approach), do
you go missed or make it work? If you make it work, how would you lose
the altitude?


I'd go missed.