DarkSideMoon

Stere is on the PANGG3- if he was flying the arrival he should follow the lost com procedure, which is to proceed inbound on the RNAV Z.

ToastAir

I’m not convinced STERE was indeed a clearance limit, but if it was here is what the AIM paragraph 5-3-8c state: “If no holding pattern is charted and holding instructions have not been issued, the pilot should ask ATC for holding instructions prior to reaching the fix. This procedure will eliminate the possibility of an aircraft entering a holding pattern other than that desired by ATC. If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion, stuck microphone, etc.), then enter a standard pattern on the course on which the aircraft approached the fix and request further clearance as soon as possible. In this event, the altitude/flight level of the aircraft at the clearance limit will be protected so that separation will be provided as required.”

One reason a controller may actually issue a clearance limit is because of frequency congestion. There may be no intent for the aircraft to hold, but if it reaches that point and further clearance cannot be issued that point would be a “protected spot.”

grumman41

Thanks for the input. I forgot we where on the Fissk arrival. This means we where supposed to turn in for the approach if not cleared by Stere.

The atis also said to expect RNAV 22 Left approach. No excuse but it had been a busy long day. It looks like we did the right thing.