What do you do in the real world?

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?

In article , Tim
wrote:

The OP was confused about what to do at a clearance limit - regardless
of radio contact.

Not so. My original question was: "what should I have done if I'd been
in IMC and lost comm before they changed my routing?

This is the fourth or fifth time you've incorrectly put words in my
mouth. What is your problem?

rg

Ron Garret wrote:
In article , Tim
wrote:


The OP was confused about what to do at a clearance limit - regardless
of radio contact.


Not so. My original question was: "what should I have done if I'd been
in IMC and lost comm before they changed my routing?

This is the fourth or fifth time you've incorrectly put words in my
mouth. What is your problem?

rg
Are you ****ing kidding me?

Did you NOT say this?
"And fourth, the regs leave a lot of stuff unspecified. If you go by the
regs in the current situation, you end up over KVNY at 11,000 feet, at
which point you're supposed to initiate your descent. But there's no
published hold at KVNY (to say nothing of the fact that KVNY is not an
IAF for any approach to KVNY) so you have no choice but to improvise at
that point."

I am not putting words in your mouth. It is clearly there for all to
see. Your actions in that case are specified regardless of whether you
lost comms or not. That is why I had to post to msmaniac.

You did not know what to do at a clearance limit if there was no
published hold. Or are you going to refute that?

In article , Tim
wrote:

Ron Garret wrote:
In article , Tim
wrote:


The OP was confused about what to do at a clearance limit - regardless
^^^^^^^^^
of radio contact.
^^^^^^^^^^^^^^^^


Not so. My original question was: "what should I have done if I'd been
in IMC and lost comm before they changed my routing?
^^^^^^^^^^^^^

This is the fourth or fifth time you've incorrectly put words in my
mouth. What is your problem?

rg
Are you ****ing kidding me?

No. Please re-read the exchange and pay particular attention to the
highlighted passages.

rg

Ron Garret wrote:
In article , Tim
wrote:


Ron Garret wrote:

In article , Tim
wrote:



The OP was confused about what to do at a clearance limit - regardless

^^^^^^^^^

of radio contact.

^^^^^^^^^^^^^^^^


Not so. My original question was: "what should I have done if I'd been
in IMC and lost comm before they changed my routing?

^^^^^^^^^^^^^

This is the fourth or fifth time you've incorrectly put words in my
mouth. What is your problem?

rg

Are you ****ing kidding me?


No. Please re-read the exchange and pay particular attention to the
highlighted passages.

rg


There is no difference on what one should do at a clearance limit and no
published hold whether or not you are nordo - you do the same thing.
Hold on the course you were flying to the fix.