Lost comms: apologies for the inconvenience

[Scott Medeiros]

Per the AIM...

2. VFR conditions. If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot shall continue the flight under VFR and land as soon as practicable.

If VMC, land as soon as practical means either controlled or non-controlled airport.

IMC:

(a) Route.
(1) By the route assigned in the last ATC clearance received;
(2) If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;
(3) In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or
(4) In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance by the route filed in the flight plan.

(b) Altitude. At the HIGHEST of the following altitudes or flight levels FOR THE ROUTE SEGMENT BEING FLOWN:
(1) The altitude or flight level assigned in the last ATC clearance received;
(2) The minimum altitude (converted, if appropriate, to minimum flight level as prescribed in 14 CFR Section 91.121(c)) for IFR operations; or
(3) The altitude or flight level ATC has advised may be expected in a further clearance.

[svilenv]

Thanks for the thorough reply, Scott, that clears it up entirely from a procedural standpoint.

The downwind vector I was following was already further south from the V66 airway and RYAHH intersection: closer to the LOC track and the extended rwy centerline, so turning base and final appears to have been indeed the shortest and most logical track to join the approach that I was told to expect. As for the altitude, I was indeed at 5000 and maintained that until established inbound on the LOC. The app plate depicts 5400 as the MSA for that quadrant, but I guess at 5000 I wasn't as unsafe as I thought I might have been: I flew at this altitude and made the turn back at around 27 DME on the LOC and when I re-flew this filght last night I was vectored along approx the same downwind track and given the closing heading by ATC at around 25 DME, so it seems 5000 is deemed sufficient for vectoring in that area, even with the rising terrain below and I overflew the usual vectoring track by just a couple of miles the first time around.

Many thanks for all the information guys, the learning value of the network and the competence of its community are indeed remarkable. Happy to be here!

Svilen

[RyanK]

I'm not sure how comfortable I'd be flying blindly towards high terrain or making up my own vectors to the localizer. At the very least I'd climb to the MSA and stay within 25 of MZB. The MEA on v66 is 7000 eastbound, not 4000, but you weren't tracking that airway anyway. I'd probably consider turning back towards MZB and working out a plan from there. It might involve an alternate airport or different approach since there's not a legal way to fly this one own nav from this direction. That might cause a bit of chaos for ATC, but you have a genuine emergency and when they see 7600 they'll be clearing your path. This is an awesome scenario since the rules that apply aren't clear cut, and I don't think there's one right answer. It's a really good argument for keeping position and terrain awareness while on vectors.