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GaTechKid · February 21st, 2005, 00:33

That was basically what I told the examiner. I felt that in this situation following the regs didn't equate to safety and that I would turn around and land at Jasper. One thing that Gordo, the examiner, told me was that if I squawked 7600 and then landed at Jasper I'd be screwed. The FAA would probably violate me for breaking regs since, if I was squawking 7600, the controllers would expect me to continue on with the rest of my clearance. The prudent thing to do would be to squawk 7700 and then, when the controllers came calling, inform them I was dealing with lost comms and an impending electrical failure. One must CYA.

Not only could lost comms have been indicative of an impending electrical failure, what if the weather had worsened while you were enroute? You'd shoot the approach into PNS, go missed, fly to your alternate, shoot the approach there and, if you still have to go missed, what then?

February 21st, 2005, 00:33	#18
GaTechKid Old Skool Join Date: Aug 2003 Location: Frigid NWA Hub Posts: 1,885	Re: What Would You Do? That was basically what I told the examiner. I felt that in this situation following the regs didn't equate to safety and that I would turn around and land at Jasper. One thing that Gordo, the examiner, told me was that if I squawked 7600 and then landed at Jasper I'd be screwed. The FAA would probably violate me for breaking regs since, if I was squawking 7600, the controllers would expect me to continue on with the rest of my clearance. The prudent thing to do would be to squawk 7700 and then, when the controllers came calling, inform them I was dealing with lost comms and an impending electrical failure. One must CYA. Not only could lost comms have been indicative of an impending electrical failure, what if the weather had worsened while you were enroute? You'd shoot the approach into PNS, go missed, fly to your alternate, shoot the approach there and, if you still have to go missed, what then?