An extremely dangerous situation

This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.

I was on a flight and had been talking to South Bend Approach on 132.05. The controller handling the sector had me on my initial descent from 5,000 feet to 4,000 feet.

At approximately 15 miles from Porter County Regional Airport (KVPZ) in Valparaiso, Indiana, the controller informed me that KVPZ was at my 12 o’clock and 15 miles and to report in sight. I responded with “I have the field in sight would like to cancel IFR and proceed VFR for the rest of the way.”

I received no response from the controller but there were other aircraft on the frequency that he was handling so I thought nothing of it.

About two minutes later the controller reissued the report in sight request. I again stated that I had the field in sight and I would like to cancel IFR and proceed VFR thinking he just didn’t hear my previous response. I again received no response.

A moment later the controller called my tail number and transmitted “How do you copy?” I responded that I copied him 5×5 how did he hear me.

The controller again called my tail number.

I had my passenger transmit a message thinking it might be my microphone that is not transmitting. They could not hear the passenger either.

A couple of moments later another controller came on the frequency and gave me a new frequency to come up on. I transmitted on the new frequency and we were able to reestablish communications. I was able to cancel IFR and proceeded into KVPZ under VFR conditions.

After the flight I was able to make phone contact with South Bend Approach. I told them I was involved in a possible lost comms situation and wanted to verify that they knew I was safe on the ground in KVPZ.

The controller I spoke with stated that it wasn’t lost comms, it is a known issue in that area and that the transmitters and receivers that Approach uses are extremely weak and there are several times that pilots and controllers are not able to hear each other.

I thanked them for their professional approach and that the secondary frequency that they had me come up on worked fine.

This is an extremely dangerous situation. Pilot and controllers need to be able to talk to each other, especially during an approach or departure stage when the dangers of flying increase. There is a lot of flight activity at KVPZ and the surrounding airports. There are a lot of agricultural planes that fly around, as well as skydiving operations.

The area that we fly in is also on the STAR for arriving Chicago Midway International Airport (KMDW) traffic, which is handled by the same Approach Controller that I could not communicate with.

Having these aircraft flying around and ATC is unable to give separation instructions for IFR traffic is very dangerous, especially at an altitude of 4,000 to 5,000 feet.

Thankfully the controller on frequency had an idea of what the problem was and once we figured out one of us couldn’t hear the other it was corrected.

It would be extremely prudent to inspect/repair/replace or upgrade the transmitters and receivers that South Bend Approach uses in and around the area of KVPZ. These controllers should have access to equipment that is going to function properly and allow them to remain in contact with traffic on their frequency.

Primary Problem: ATC Equipment/Nav Facility/Buildings

ACN: 1841954