PA-60 600 Aerostar
Air Traffic Control Fully Certified
Communication Breakdown
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Human Factors; Procedure; Aircraft
ZID initiated a hand off to me on an Aerostar at 6;000 FT MSL. I requested the aircraft at 6;100 FT or higher due to terrain. The transferring controller at ZID informed me that the aircraft was NORDO and that they were attempting to reach the pilot. I tried to establish communications with the pilot on my normal frequencies and the Guard frequency but was unsuccessful. I notified the FLM immediately. The aircraft continued to fly on course at 6;000 FT through an area where the MIA is 6100 and then through an area where the MIA is 6;800 FT. I broadcasted an altitude alert and a clearance to 7;000 FT on the Guard frequency hoping that the pilot would hear it. The Controller at another ZTL Sector had an aircraft at high altitude and was working that pilot and the Controller at ZID to establish air to air communications with the Aerostar on the last known frequency. The aircraft made it to lower terrain without issue. The pilot finally showed up on my frequency and there were no other issues. I asked the pilot how he got my frequency; he said he found it on his GPS.
I made the initial contact with Charleston Approach Control on frequency 119.2 and received two-way communication. At 6;000 FT MSL I was not advised of any altitude or communication concerns. Since the initial contact; I had not received any further communication from Charleston or between Charleston and any other aircraft. After a period of approximately 20-30 minutes I was starting to get concerned with how quiet the radio had been. I pulled the squelch button to confirm the volume was where it should have been; which it was. I followed with three attempts to make further contact with Charleston by stating; 'Aerostar radio check.' After no response I checked for the nearest communication outlet; which was Atlanta Center (I believe on frequency 125.15 but not certain of this) and I was able to communicate with them. They instructed me to remain with them and advised me to give a call when I had the opportunity. I believe the cause of the problem was the loss of communication between myself and Charleston Approach. Aside from waiting for a few minutes too long to confirm our communication; I do not believe there was anything I could have done differently. The remaining flight I had no further problems with radio communications. Neither Charleston Approach nor Atlanta Center brought the issue of my cruising altitude or the MEA to my attention until after I returned home.
ZTL Controller described a below MVA event involving an IFR NORDO aircraft.