What do you do in the real world?

Tim wrote:


"Holding Instructions
If you arrive at your clearance limit before receiving clearance
beyond the fix, ATC expects you to maintain the last assigned
altitude and begin holding in accordance with the depicted
holding pattern. If no holding pattern is depicted, you are
expected to begin holding in a standard holding pattern on
the course upon which you approached the fix. You should
immediately request further clearance."


You should immediately pick an approach and land so you stop gumming up
the works.

Newps wrote:


Tim wrote:


"Holding Instructions
If you arrive at your clearance limit before receiving clearance
beyond the fix, ATC expects you to maintain the last assigned
altitude and begin holding in accordance with the depicted
holding pattern. If no holding pattern is depicted, you are
expected to begin holding in a standard holding pattern on
the course upon which you approached the fix. You should
immediately request further clearance."



You should immediately pick an approach and land so you stop gumming up
the works.


I agree - but the OP thinks that since his clearance limit is an airport
that he is to fly to that airport, THEN navigate to an IAF to do an
approach. He wanted to know what to do when arriving at a clearance
limit when there are no published holds at that point. I could not
believe someone flying IFR routinely does not know what to do. That is
why I posted it.

I hope you are not saying to do this at any airport.

Tim writes:

If you don't believe that if your clearance limit is the airport and
that you can pick any approach and IAF and execute it when lost coms,
then you can try this:

from "Instrument Flying Handbook"
FAA H 8083 15
page 10-11

http://www.faa.gov/library/manuals/a...-8083-15-2.pdf

"Holding Instructions
If you arrive at your clearance limit before receiving clearance
beyond the fix, ATC expects you to maintain the last assigned
altitude and begin holding in accordance with the depicted
holding pattern. If no holding pattern is depicted, you are
expected to begin holding in a standard holding pattern on
the course upon which you approached the fix. You should
immediately request further clearance."

That last part might be difficult without a radio.

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Mxsmanic wrote:
Tim writes:


If you don't believe that if your clearance limit is the airport and
that you can pick any approach and IAF and execute it when lost coms,
then you can try this:

from "Instrument Flying Handbook"
FAA H 8083 15
page 10-11

http://www.faa.gov/library/manuals/a...-8083-15-2.pdf

"Holding Instructions
If you arrive at your clearance limit before receiving clearance
beyond the fix, ATC expects you to maintain the last assigned
altitude and begin holding in accordance with the depicted
holding pattern. If no holding pattern is depicted, you are
expected to begin holding in a standard holding pattern on
the course upon which you approached the fix. You should
immediately request further clearance."


That last part might be difficult without a radio.



Huh?
The OP was confused about what to do at a clearance limit - regardless
of radio contact. He asserted that at that point he would have to
improvise. That is not the case. Why did you even bother to reply to this?

Tim writes:

I don't make stuff up when I fly an IFR plan. It doesn't lend itself to
staying alive.

So exactly how do you handle the situation under discussion? You still
haven't answered that.

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Ron Garret writes:

For the record, the weather was VFR the whole way (and I knew it) so I
was a good deal more casual about it than I would have been if it had
been IMC the whole way.

If visual conditions prevailed, the regulations say you should fly as if you
were under VFR. Which is all well and good, I suppose, but it doesn't provide
much guidance. The real question is: What should you do such that ATC will be
able to understand and anticipate your actions, so that they can continue to
provide separation? Just flying as if you were VFR doesn't answer that
question, because even VFR you'd normally be in communication with ATC in
controlled airspace, and in this case you've lost that.

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