So in that case, you would fly to an IAF, and in that case, hold off your course or if a holdis published on the plate for.the Iaf, fly that until the ETA!

 

Pick a specific scenario you have in mind, and I think that might help.

 

huh?

I think you'll find plenty of people here willing to help answer your question, but it's your job to ask a question that includes context and adequate background. Good Luck.

 

Yes, Tony, I understand the mechanics of lost comms, my only real question was holding as published or if nothing is published, fly off your inbound course, the only place u look for published is the enroute( you wouldn't look at a plate for holds on approaches related to the nav aid) if its an intermediate fix along the route. You just look at the plate of course if the fix is at your destination, and you.might find that there is a published hold

 

Tony, Here is the Scenario:
You plan KMBT direct SYI VOR, V16 to JKS VOR, Direct KMKL (ALL on L-16). You take off from KMBT, and pick up IFR from Nashville. Nashville clears you just to the SYI Vor then transfers you to Memphis Center. You hear again, cleared to SYI VOR, EFC at such and such time due to some traffic. Your radios then die. You would then know to hold at the SYI VOR until your EFC time has expired. So, initially I would look at the L-ENR, and there is not a hold published, so I would hold off the 011 Radial, since my inbound course is 191. OR DO I TAKE IT FURTHER. There is no hold published on the L-ENR, but on the approach plates for KSYI there are holds at the SYI VOR.

I guess to sum it up, I think I have figured out for myself: THE ONLY TIME I would look to see if there was a published hold to fly rather than holding off inbound course would be if the fix was an IAF for an approach that I was shooting

 

"You hear again, cleared to SYI VOR, EFC at such and such time due to some traffic. Your radios then die."

If the controller gave you an EFC he would include the holding fix with the clearance. He would not give you a EFC without that data.

 

It is very possible that you don't get cleared to your destination but to another clearance limit along your route. They might say something like expect to clearance destination in 10 minutes but they will probably not say Expect further clearance because that is holding verbage. If you do not receive Clearance beyond your limit you cannot pass that point and must enter a hold, radio failure or not.

 

I'm pretty sure that with lost comm 91.185 applies and you may or may not be able to proceed past the clearance limit.

 

You most certainly can be cleared to a fix short of the IAF with an EFC but without holding instructions. In fact, FAR 91.185 para 3 (ii) envisions just that circumstance. Admittedly it doesn't happen often in radar control, but used to all the time under procedural control.

GF

 

I read through 91.185, and it doesn't really address a clearance limit not associated with an arrival. For instance, if I'm flying from HNL to SFO on the "B" track, and Oakland Oceanic Control makes my clearance limit BEBOP, and then all two way radios fail, what do you do when reaching BEBOP ?

There's no airport associated with BEBOP. Just lots of the Pacific Ocean.

Of course, I hold with right hand turns, on the inbound track. But, what comes next?