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8-36 Rod Machado’s Instrument Pilot’s Handbook

Fig. 45D

controller might have radar and can see your altitude readout, but this is real time. Estimating when (ETA) and where
(IAF) you’ll leave your altitude and fly the approach is based on the controller having an idea of your ETA.
As a second part of this example, suppose your clearance limit is short of the IAF and you didn’t receive an EFC by
the time you arrived at this point. Your clearance might read:
2132 Bravo is cleared to VELDA intersection.
In that situation, fly past the clearance limit and proceed to the IAF (Figure 45, Airplane D). From there you’d hold
until the ETA as filed (or amended) in your flight plan expired, then complete the approach. If you arrive over the IAF
and the ETA has already passed, keep on going. Leave your altitude and complete the approach.
So, is that what pilots do when flying IFR in the real world? The fact is that many pilots fly their given clearance
directly to the airport and land because they don’t remember the lost comm rules (but this doesn’t make their actions
right). Fortunately, given that most areas have radar coverage nowadays, controllers are very adept at getting other folks
out of your way. Nevertheless, you can’t go wrong by following the lost communication rules. So know them well because
you need to know them and you’ll most certainly be tested on them in the FAA knowledge exam and on the practical test.
FAR 91.187—Operation Under IFR in Controlled Airspace: Malfunction Reports
“Houston, we have a problem!” Hopefully, yours won’t be as severe as the one that afflicted Apollo 13. As pilot in
command of an airplane being operated IFR in controlled airspace, you are required to report as soon as practical to
ATC any malfunctions of navigational, approach, or communication equipment occurring in flight (Figure 46). While
you might think, “Hey, guys, you’ll never guess what my altimeter is doing” makes for interesting conversation, what
the controller really wants from you (because that’s what the rules say he wants) is:
(1) Aircraft identification;
(2) Equipment affected;
(3) Degree to which the capability of the pilot to operate
under IFR in the ATC system is impaired; and
(4) The nature-extent of assistance needed from ATC.

Radio Insurance
One of the best insurance
policies against IFR lost
communication is to the pur-
chase of a portable VHF radio.
Kept in the flight case, you’re
sure to find the investment
worthwhile if your radios stop
working. And, you can listen
to ATC at home all the while
learning to better interpret
what fast talking controllers
are really saying. Fig. 46