IFR Lost Communications (91.185): The VFR Rule First, AVEF Route, Highest Altitude, When to Start the Approach, and the Cases the Regulation Doesn't Cover
Updated: 21 hours ago
Lost communications — “lost comms” — is one of the most heavily tested and most misunderstood IFR topics. Modern radios are reliable, but the IFR system is built on the assumption that if the radio dies, the pilot will do something ATC can predict. That prediction is written into 14 CFR 91.185, and ATC protects airspace around a lost-comms aircraft based on exactly what that regulation says you’ll do. If you do something else — start the approach early, fly a lower altitude, take a shortcut — the protection evaporates and you may be sharing airspace with someone who was told you’d be elsewhere.
The regulation is short and logical, but pilots routinely skip its first rule (the VFR rule), misread the altitude rule, and start the approach at the wrong time. This post walks through 91.185 the way the regulation is actually organized: the VFR rule first, then the IFR route rule (AVEF), the altitude rule (highest of three, segment by segment), and the clearance-limit timing rule — plus the troubleshooting that comes before any of it, the transponder, receiver-only and transmitter-only failures, the Class B/C/D landing provisions, and the cases the regulation doesn’t cover, where 91.3 and judgment take over.
Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >
First: Is It Really Lost Comms?
Most “lost comms” are a switch, a knob, or a frequency.
Check before you declare it:
Volume and squelch on the radio you’re using
Audio panel — the correct COM selected for transmit and receive
Headset and jacks (try the other seat’s jack or the cabin speaker)
The frequency — did you mis-set it, or did the handoff frequency get garbled?
Try the other COM radio
Try the last frequency that worked, then the previous one
Try the next facility along your route (Center sectors, Approach), or 121.5
Try a nearby FSS, or a VOR with voice capability (listen on the VOR frequency — many broadcast ATC or FSS voice)
Ask another aircraft to relay (“any aircraft on frequency, relay to Center…”)
Check circuit breakers and the alternator (a dying electrical system looks like a dead radio first)
Receiver-only vs. transmitter-only failures:
If you can hear but not transmit: listen for instructions — ATC can see you on radar and may say “N123AB, if you hear me, ident” or “if you hear me, turn left heading 270.” Comply, and ATC will confirm with “N123AB, roger, radar contact, ident received”
If you can transmit but not receive: transmit in the blind — your position, altitude, intentions, and that you’re transmitting blind — on the last frequency and on 121.5
Either way, squawk 7600 (below)
A partial failure is handled with whatever still works
Then apply 91.185:
Only after troubleshooting fails do the lost-comms rules govern
They apply from the point of failure
Don’t abandon the regulation to keep troubleshooting; fly the airplane, apply the rules, keep trying the radio as a background task
Aviate, navigate, then communicate — in that order, even now
Squawk 7600
The transponder tells ATC what the radio can’t.
7600:
The two-way radio communications failure code (AIM 6-4-2)
Set it as soon as you determine comms are lost
ATC’s scope flags the target; controllers then protect airspace along your 91.185-predicted path
If the situation becomes an emergency, change to 7700
What ATC does:
Anticipates your route, altitude, and approach from 91.185 and your flight plan
Moves other traffic away from the airspace you’ll use
May try to reach you through other frequencies, other aircraft, navaid voice channels, or (for equipped aircraft) CPDLC/ACARS
At the destination, the tower prepares light gun signals
Why predictability is everything:
ATC’s protection is only as good as its prediction of what you’ll do
The regulation exists so that prediction can be exact
Every deviation from 91.185 is a deviation from what ATC is protecting
Fly the regulation, not your preference
The Regulation’s Structure (91.185)
The regulation has three parts, in order. Most pilots skip the first.
(a) General:
Unless otherwise authorized by ATC, a pilot with two-way radio failure under IFR complies with this section
“Unless otherwise authorized” — if ATC gave you specific lost-comms instructions (a clearance that includes “if no contact by X, proceed…”), follow those
The regulation is the default, not an override of specific instructions
Rare, but it’s in there
(b) VFR conditions — the first rule:
If the failure occurs in VFR conditions, OR if VFR conditions are encountered after the failure, continue the flight under VFR and land as soon as practicable
This comes BEFORE the route/altitude/timing rules
It is the rule most often forgotten and the one most likely to apply
Covered in full in the next section
(c) IFR conditions:
If the failure occurs in IFR conditions, or if (b) cannot be complied with, continue per the route, altitude, and clearance-limit rules
These are the AVEF / highest-altitude / timing rules
They apply only when you can’t do (b)
The structured part of the regulation
The decision order:
Can I continue VFR and land? → Yes: do that (91.185(b))
No → fly the IFR route, altitude, and timing rules (91.185(c))
Does the regulation cover my situation? → No: 91.3 emergency authority and judgment, staying as predictable as possible
The VFR Rule (91.185(b))
The rule that changes everything, and the one the original lost-comms lesson most often omits.
What it says:
If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, continue the flight under VFR and land as soon as practicable
“Continue under VFR” — you become a VFR aircraft for the rest of the flight (keeping 7600 on the transponder)
“Land as soon as practicable” — at a suitable airport, soon
The regulation wants you out of the IFR system, on the ground, as soon as it’s sensible
“As soon as practicable” vs. “as soon as possible” (AIM 6-4-1):
The AIM is explicit that “practicable” does not mean “possible”
You are not required to land at an unauthorized airport, an airport unsuitable for your aircraft, or an airport only minutes short of your destination
You retain your judgment: pick a suitable airport within a reasonable time
If the destination is 15 minutes away and VFR, going there is fine; if it’s two hours away, it isn’t
Why the VFR rule comes first:
A lost-comms aircraft in the IFR system is a problem for everyone — ATC can’t talk to it, and has to clear airspace in front of it
If you can be a VFR aircraft and land, the problem ends
The regulation prefers that outcome strongly
Don’t continue IFR through VMC “because I was IFR”
The scenarios:
Failure in VMC en route, destination VMC → continue VFR to the destination (or a closer suitable airport) and land
Failure in IMC, you later break out into VMC with a suitable airport available → land there under VFR; don’t press on into IMC at the destination
Failure in VMC but the only suitable airports are IMC → you can’t comply with (b); fly the IFR rules
VFR-on-top with lost comms → you’re already in VFR conditions; continue VFR and land as soon as practicable
Failure in Class A with VMC → the VFR rule still applies (AIM 6-4-1 note); descend out of Class A in VMC and land as soon as practicable
Airspace while continuing VFR:
Class C and D require two-way communications for entry, and Class B requires a clearance — but each rule has a lost-comms provision. 91.129(d) says an IFR aircraft follows 91.185 (which sends you VFR), and then a VFR aircraft with a failed radio may arrive and land if the weather is at or above basic VFR minimums, you maintain visual contact with the tower, and you receive a clearance to land via light signals. The Class C and B rules refer to the same provision
Squawk 7600, enter, watch the tower for the green light
The system expects this
Don’t orbit outside Class D waiting for a radio that’s dead
Light gun signals (in flight):
Steady green: cleared to land
Flashing green: return for landing (expect a steady green at the right time)
Steady red: give way to other aircraft and continue circling
Flashing red: airport unsafe, do not land
Alternating red and green: exercise extreme caution
Acknowledge in daylight by rocking wings; at night by flashing the landing or nav lights
IFR Route: AVEF (91.185(c)(1))
If you can’t go VFR, fly the route in this priority order.
A — Assigned:
The route assigned in the last ATC clearance you received
If ATC cleared you via an airway or a STAR, fly it
The assigned route includes any amendments ATC gave you before the failure
Usually the answer
V — Vectored:
If you were being radar vectored when the failure occurred, fly the direct route from the point of failure to the fix, route, or airway specified in the vector clearance
Example: “Turn left heading 270, vectors to V8” → from where the radio died, proceed direct to join V8
Example: “Fly heading 180, vectors for the ILS 36 final approach course” → proceed direct to the final approach course and fly the approach
Don’t keep flying the heading forever; the vector had a purpose and you go to that purpose directly
E — Expected:
In the absence of an assigned route, the route ATC told you to expect in a further clearance
Example: your clearance was “cleared to the ABC VOR, expect further clearance via V12 to XYZ” → past ABC, fly V12
Only applies where the assigned route runs out
The gap-filler
F — Filed:
In the absence of an assigned or expected route, the route you filed in the flight plan
Applies when your clearance was short of your destination and ATC never told you what to expect
Your filed route is what ATC and the flight plan system have on record
The last resort
The order matters:
It’s not a menu — use the FIRST one that applies
Vectors override the assigned route only for getting from the failure point to the fix/route in the vector clearance; after that, the assigned route resumes
Expected and filed apply only where the assigned route doesn’t reach
Read it as a cascade
Direct-to clearances:
“Cleared direct JENNA, rest of route unchanged” → the assigned route is now direct JENNA, then the original route
Fly it as assigned
GPS makes this easy; don’t second-guess it
The last clearance is the route
IFR Altitude: The Highest of Three (91.185(c)(2))
For each route segment, fly the highest of three altitudes.
The three:
Assigned — the altitude or flight level in the last ATC clearance received
Minimum IFR altitude — the MEA (or MOCA where applicable, MCA, OROCA/91.177 minimum) for the segment; converted to a flight level per 91.121(c) if applicable
Expected — the altitude or flight level ATC advised you to expect in a further clearance
Highest wins:
Take the highest of the three for the segment you’re flying
Not the lowest, not the “most recent” — the highest
The regulation errs toward terrain clearance and toward the altitude ATC was planning for you
“Highest” is the word examiners want to hear
“For the route segment being flown” — segment by segment:
The comparison is made for EACH segment, not once for the whole flight
Example: assigned 7,000; MEA 7,000 on the first segment, 9,000 on the next, 6,000 on the one after; no expected altitude
First segment: highest of 7,000 / 7,000 → 7,000
Second segment: highest of 7,000 / 9,000 → climb to 9,000 (at or before the fix, per any MCA)
Third segment: highest of 7,000 / 6,000 → descend back to 7,000 (not 6,000 — assigned is higher)
You go up for a higher MEA and come back down to the assigned altitude when the MEA drops, never below the assigned altitude
The expected altitude and its timing:
A departure clearance often says “climb and maintain 3,000, expect 7,000 ten minutes after departure”
The expected altitude becomes applicable when ATC said to expect it — at ten minutes, 7,000 becomes your expected altitude, and since it’s the highest of the three, you climb to 7,000 then
Before ten minutes, you stay at 3,000 (unless the MEA is higher)
AIM 6-4-1 states this directly: if you received an “expect” altitude and the failure occurs before the time or place specified, maintain the highest of the assigned or minimum altitude until that time or place, then climb or descend to the expected altitude
When ATC had you below the MEA:
If ATC assigned you an altitude below the MEA (legal on vectors in radar coverage), and comms fail, the minimum IFR altitude is now higher than the assigned altitude — climb to it
ATC’s below-MEA authority depended on ATC’s radar; lost comms ends it
The “minimum” leg of the rule is what protects you
Climb
Lowest usable flight level (91.121(c)):
If the minimum altitude is in the flight levels and the altimeter setting is below 29.92, convert it to the lowest usable flight level
The regulation specifically references this conversion
Rarely relevant to GA, but it’s in the rule
Know that it’s there
Clearance Limit and Approach Timing (91.185(c)(3))
When to leave the clearance limit and when to start the approach — the part pilots get wrong most.
Two cases, based on what the clearance limit IS:
Case 1 — the clearance limit is a fix from which an approach begins (an IAF or feeder fix):
Commence descent, or descent and approach, as close as possible to the EFC time if you received one
If you didn’t receive an EFC, as close as possible to the ETA, calculated from the filed or amended (with ATC) estimated time en route
If you arrive before that time: hold at the fix (as published, or a standard pattern on the inbound course) until the time
If you arrive after that time: begin the approach upon arrival
Case 2 — the clearance limit is NOT such a fix (e.g., an en route VOR, or the airport itself):
Leave the clearance limit at the EFC if you received one; if not, upon arrival over the clearance limit
Proceed to a fix from which an approach begins
Commence descent, or descent and approach, as close as possible to the ETA calculated from the filed or amended ETE
Again, if early, hold at the approach fix until the ETA
The typical case — the clearance limit is the destination airport:
Most IFR clearances are “cleared to [destination airport]” — the airport is the clearance limit, and it’s not a fix from which an approach begins
Fly your route to a fix from which an approach begins (an IAF for the approach you intend to fly), and commence the approach as close as possible to your ETA
If you’re early, hold at the IAF until the ETA
If you’re late, start the approach on arrival
The ETA — which one:
The regulation says the ETA calculated from the filed or amended (with ATC) estimated time en route — NOT whatever your GPS is displaying
Your departure time plus your filed ETE = the ETA ATC is working from
If you amended your ETE with ATC (reported a new estimate), use that
If the GPS says you’ll arrive 10 minutes early, you hold for 10 minutes; ATC is protecting the approach at the filed ETA
Why the timing rule exists:
ATC clears the approach airspace for you at a specific, predictable time — the EFC or the ETA
Starting early puts you on the approach while ATC may still have someone else there
Starting late (without reason) delays the airspace release
Predictability, again
Holding while you wait:
Hold at the fix as published; if no holding pattern is published, use a standard pattern (right turns) on the inbound course to the fix
At the minimum IFR altitude or your 91.185 altitude, whichever is higher
Leave the hold to begin the approach at the EFC/ETA
Keep squawking 7600
The Approach and the Missed
Fly it as published.
The approach:
Fly the approach you were planning (or the one ATC told you to expect) as charted, with its published altitudes and minimums
You’re not getting a clearance — the regulation is your clearance
Pick an approach appropriate to the weather and your equipment
Light gun signals from the tower on short final
On a STAR or an approach when the failure occurs:
Continue the published procedure, complying with the published altitude and speed restrictions
On a STAR with a “descend via,” fly the profile to the bottom altitude, then the highest of the applicable 91.185 altitudes to the approach
Remember: EXPECT altitudes printed on a STAR are not lost-comms altitudes unless ATC verbally told you to expect them (AIM 5-4-1)
Fly the approach as charted
If you have to go missed:
Fly the published missed approach procedure
The regulation doesn’t say what comes next — this is a judgment case
Reasonable options: try the approach again if the miss was marginal, or proceed to your alternate (which ATC can see on your flight plan) at an appropriate altitude and fly that approach
Stay predictable: your filed alternate is the most predictable choice
The Case the Regulation Doesn’t Cover: No Approach at the Destination
Where the original guidance went wrong.
If you’re in VMC:
The VFR rule applies — continue VFR and land as soon as practicable
At the destination if it’s VMC and suitable, or at a closer suitable airport
No descent problem; you can see
91.185(b) handles it
If you’re in IMC and the destination has no instrument approach:
There is NO legal or safe way to “descend to a safe altitude” and land at an airport with no approach while in IMC
You cannot descend below the minimum IFR altitude without an approach (91.177 still applies, and more importantly you can’t see the terrain)
The regulation doesn’t address this case
Judgment and 91.3 take over
What to do:
Proceed to an airport that HAS an instrument approach — your filed alternate is the obvious choice, because ATC knows it from your flight plan and can predict it
Fly there at the highest of the 91.185 altitudes, and fly the approach at your ETA there (your best calculation)
If VMC appears en route, the VFR rule kicks in — land
Stay as predictable as the situation allows
91.3(b):
In an in-flight emergency requiring immediate action, the PIC may deviate from any rule to the extent required to meet that emergency
A lost-comms flight in IMC headed to an airport with no approach is such a situation
Deviate as needed, as little as needed, and as predictably as you can
A written report may be requested afterward (91.3(c)) — that’s fine
Worked Scenarios
Scenario 1 — the simple one:
Cleared to KXYZ via V12, maintain 7,000, filed ETE 1:30, departed 1400. Radio dies at 1440 in IMC. MEA on V12 is 7,000 throughout; no expected altitude; KXYZ has an ILS
Route: assigned — V12 to the IAF. Altitude: highest of 7,000 / 7,000 → 7,000. Timing: clearance limit is the airport → proceed to the ILS IAF, commence the approach as close as possible to the ETA (1400 + 1:30 = 1530). Early → hold at the IAF until 1530
Squawk 7600; fly the ILS; watch for the green light
Scenario 2 — the VFR break-out:
Same flight, radio dies at 1440 in IMC. At 1500 you break out into VMC over an area with a suitable airport 10 minutes away; KXYZ is 30 minutes away and reporting IMC
VFR conditions encountered after the failure → continue VFR and land as soon as practicable → the suitable airport 10 minutes away
Don’t continue IFR to KXYZ “because that’s where I was going”
91.185(b) beats (c)
Scenario 3 — the vector:
“N123AB, turn right heading 090, vectors to V8, climb and maintain 6,000.” Radio dies on the heading at 4,000. MEA on V8 is 5,000
Route: vectored → direct from the failure point to V8, then the assigned route along V8. Altitude: highest of assigned 6,000 / MEA 5,000 → 6,000; keep climbing to 6,000
Squawk 7600
Scenario 4 — the climbing MEA:
Assigned 8,000. Next segment’s MEA is 11,000; the segment after is 7,000. No expected altitude
Climb to 11,000 for the high segment (at the MCA if one is charted), then descend back to 8,000 — not 7,000 — for the following segment
The assigned altitude is the floor once the MEA drops below it
Segment by segment
Scenario 5 — the departure:
“Cleared to KXYZ as filed, climb and maintain 3,000, expect 9,000 ten minutes after departure.” Radio dies at 2,500 in IMC, 3 minutes after takeoff
Fly the filed route (the assigned route — “as filed”). Altitude: 3,000 until ten minutes after departure, then climb to 9,000 (the expected altitude, now the highest of the three) — unless the MEA on any segment is higher
Then the normal timing rules at the destination
The expected altitude has a time attached
Scenario 6 — no approach at the destination:
Destination has no IAP; filed alternate KABC has an RNAV approach; you’re in solid IMC when the radio dies
You cannot descend into IMC at the destination. Proceed to KABC, at the highest of the 91.185 altitudes, and fly the RNAV approach at your best ETA there; land if VMC appears sooner
91.3 covers the deviation; your filed alternate makes it predictable
Common Pilot Mistakes
Forgetting the VFR rule and continuing IFR through VMC to an IMC destination
Flying the lowest altitude instead of the highest
Evaluating the altitude once instead of segment by segment (not climbing for a higher MEA, or descending below the assigned altitude when the MEA drops)
Climbing to the “expect” altitude immediately instead of at the time ATC said to expect it
Starting the approach early (on the GPS ETA instead of the ETA from the filed ETE), or not holding when early
Continuing a vector heading instead of going direct to the fix/route in the vector clearance
Taking shortcuts “to save time” that ATC can’t predict
Forgetting 7600, or forgetting to switch to 7700 if it becomes an emergency
Thinking “descend to a safe altitude” is a lost-comms option at an airport with no approach in IMC
Not using a working receiver (missing ATC’s “if you hear me, ident”)
Orbiting outside Class D instead of using the light-signal landing provision in VMC
Checkride Questions — With Answers
“Your radio fails in IMC. What’s the first thing the regulation tells you?”
91.185(b): if the failure occurs in VFR conditions, or VFR conditions are encountered after the failure, continue VFR and land as soon as practicable. Only if that can’t be done do the IFR route, altitude, and timing rules apply.
“What route do you fly?”
AVEF, first applicable: the route Assigned in the last clearance; if being Vectored, direct from the failure point to the fix/route/airway in the vector clearance; in the absence of an assigned route, the route ATC told you to Expect; in the absence of both, the route Filed.
“What altitude?”
For each route segment, the highest of: the altitude Assigned in the last clearance, the Minimum IFR altitude for the segment, and the altitude ATC told you to Expect. Highest — and re-evaluated segment by segment.
“You were told ‘expect 9,000 ten minutes after departure.’ When do you climb?”
At ten minutes after departure — AIM 6-4-1: maintain the highest of the assigned or minimum altitude until the time or place specified, then go to the expected altitude.
“When do you start the approach?”
If the clearance limit is a fix from which an approach begins: at the EFC if you got one, otherwise at the ETA calculated from the filed or amended ETE. If the clearance limit is the airport or another fix: leave it at the EFC (or on arrival if none), proceed to an approach fix, and start the approach at that ETA. If early, hold until the time.
“Which ETA?”
The one calculated from your filed or amended (with ATC) ETE — not the GPS display.
“What transponder code?”
7600 (7700 if it becomes an emergency).
“Your destination has no instrument approach and you’re in IMC. What do you do?”
You can’t descend below the minimum IFR altitude without an approach. Proceed to an airport with an approach — the filed alternate is the predictable choice — under 91.3 emergency authority, and land if VMC appears sooner.
“Can you land at a Class D airport with lost comms?”
Yes, if the weather is at or above basic VFR minimums, you maintain visual contact with the tower, and you receive a clearance to land via light signals (91.129(d), which the Class C and B rules refer to). Steady green = cleared to land.
Final Thoughts
Lost communications is stressful only when you don’t have a plan; the regulation is the plan. It is written so that ATC can predict exactly what you’ll do and clear the airspace for it, which means the best thing you can do is exactly what it says — and nothing cleverer. First, if you can be a VFR aircraft and land, do that. If not: AVEF for the route, the highest of assigned/minimum/expected for the altitude on each segment, and the EFC or the filed-ETE ETA for the approach — holding if you’re early. Squawk 7600, use whatever still works on the radio, and watch for the green light.
Where the regulation runs out — a missed approach, a destination with no approach in IMC — 91.3 gives you the authority to deviate, and predictability is still the goal: your filed alternate is the airport ATC can guess. Keep it simple, keep it predictable, and lost comms is an inconvenience rather than an emergency.
On the Written Test and Checkride
Lost communications appears on instrument writtens and orals. The most commonly tested topics:
The VFR rule (91.185(b)) comes first — continue VFR and land as soon as practicable (applies in Class A too)
AVEF route order, with the vector case
Highest of assigned / minimum IFR / expected, segment by segment
Expected altitude timing (“ten minutes after departure”)
Clearance-limit timing: EFC, or ETA from filed/amended ETE; hold if early
7600
Class B/C/D lost-comms landing provisions and light gun signals
Destination with no approach in IMC → go to an airport with one (91.3)
Quick Reference
Before Declaring Lost Comms:
Volume, squelch, audio panel, headset, frequency, other COM, previous frequencies, next facility, 121.5, FSS, VOR voice, relay via another aircraft, breakers/alternator
Receiver works only: listen for “if you hear me, ident/turn…” and comply
Transmitter works only: transmit in the blind (position, altitude, intentions) on last frequency and 121.5
Transponder:
7600 immediately; 7700 if it becomes an emergency
91.185 Decision Order:
VFR rule (b): failure in VFR conditions, or VFR encountered after → continue VFR, land as soon as practicable (not “as soon as possible” — a suitable airport, reasonably soon); applies in Class A too
IFR rules (c): only if (b) can’t be complied with
Not covered: 91.3 emergency authority; stay predictable (filed alternate)
Route — AVEF (first applicable):
Assigned — last clearance
Vectored — direct from failure point to the fix/route/airway in the vector clearance, then the assigned route
Expected — where the assigned route runs out
Filed — where neither assigned nor expected exists
Altitude — highest of three, per segment:
Assigned (last clearance)
Minimum IFR altitude (MEA / MOCA where applicable / MCA / OROCA; converted to a flight level per 91.121(c) if needed)
Expected — effective at the time/place ATC said to expect it (AIM 6-4-1)
Climb for a higher MEA; descend back to the assigned altitude (not lower) when the MEA drops
If ATC had you below the MEA → climb to it
Clearance Limit / Approach Timing:
Limit is an approach fix (IAF/feeder) → start descent/approach at the EFC, or if none, at the ETA from filed/amended ETE
Limit is NOT an approach fix (the airport, an en route fix) → leave it at the EFC (or on arrival if none) → proceed to an approach fix → start at the ETA from filed/amended ETE
Early → hold at the fix until the time; late → start on arrival
ETA = departure time + filed (or ATC-amended) ETE, NOT the GPS estimate
Approach / STAR / Missed:
Fly the published procedure and restrictions; STAR “EXPECT” altitudes don’t count unless verbally issued
Missed: fly the published missed; then judgment — retry or proceed to the filed alternate
No Approach at Destination:
VMC → VFR rule; land
IMC → NEVER “descend to a safe altitude” — proceed to an airport with an approach (filed alternate), fly it at your ETA; 91.3 covers the deviation
Class B/C/D Arrival with Lost Comms (VMC):
Weather ≥ basic VFR, visual contact with the tower, clearance to land by light signals (91.129(d); the Class C and B rules refer to it)
Steady green = cleared to land; flashing green = return for landing; steady red = give way/circle; flashing red = don’t land; alternating = extreme caution
Acknowledge: rock wings (day) / flash lights (night)
Key Principle:
The regulation exists so ATC can predict you. Check for VFR first — if you can continue VFR and land, do it. If not: AVEF route, highest altitude per segment, EFC or filed-ETE ETA for the approach (hold if early), 7600 throughout. Where the regulation is silent, use 91.3 and stay predictable — the filed alternate is the airport ATC will guess.
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Author: Nathan Hodell
CFI, CFII, MEI, ATP, Creator and CEO
Nathan is an aviation enthusiast with thousands of hours of flying and dual instruction over the past 15+ years. Through his aviation career he has been able to earn his ATP, fly as an airline pilot, own/operate flight schools, and create and host wifiCFI.