Date: 201210
Local time of day: 1201-1800
Location: EVV.TRACON, IN
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: S-70/UH-60 Blackhawk/Seahawk/Pavehawk/Knighthawk
Operator: Military
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class E EVV
ATC / advisory: TRACON HOP
Reporter organization: Military
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Ambiguous

Narrative: H60 helicopter on a direct IFR leg from EWO to M21 at 6;000 FT MSL; I requested a lower altitude due to close proximity to the IAF RNAV 24 at M21; Greenville (Muhlenburg Co. Airport KY). 4;000 FT was requested; and approved; and a frequency change was assigned by Indianapolis Center to contact Campbell Approach 118.1. Fort Campbell is nearly 60 NM to the SW; and I suspected 118.1 was unreachable even at 6;000 MSL. Needless to say; no contact was made despite repeated attempts. Unfortunately; the descent to 4;000 also made Indianapolis Center unreachable.  I reverted to the current; published frequency on the approach chart which is listed as Evansville Approach (who no longer controls M21 RNAV approaches but is still published); Evansville was also unreachable.  In short; I was without an approach clearance; nor did I have any frequencies on my approach chart or ELA from which to establish communications.  Luckily I was VFR and continued VFR to OWB.  Upon landing at OWB; I called Evansville Approach to inquire why their frequency was published on a chart for an approach they didn't control?  They in-turn informed me it was Fort Campbell's airspace and the chart had not been updated.  Additionally I was informed numerous calls had been made to Evansville Approach regarding the lack of communication preceding; and during approaches at M21; before CTAF was issued.  I was also informed a frequency solution (120.1) had been offered; by Evansville to Fort Campbell; however no action had been taken.  I called Fort Campbell to confirm the issue and they informed me they could not communicate on 118.1 beyond 20 NM at less than 3;000 ft.  I in-turn informed them that many  helicopters couldn't communicate on 118.1 beyond 40 plus NM; yet alone 60 NM.  To my surprise; the Campbell Controller also suggested using 120.1 even though it was Evansville's frequency.  Which doesn't make sense because Indianapolis would never hand someone over to Evansville 120.1 (a clearance frequency in nearby Madisonville); if they didn't have authority to control the approach in that particular area. I'm 'guessing' since Fort Campbell technically owns that far piece of airspace in their assigned area; only Fort Campbell can issue the clearance.  The problem is: it's impossible for many aircraft at that distance from Fort Campbell to communicate.  Fort Campbell's transmission capability is completely inadequate (beyond 30 miles) and has been for years.  Asking aircraft to communicate at nearly 60 NM is an impossibility.  What bothers me most; is both agencies know the problem exist; but no one's coordinating how to fix the problem.  In the meantime; aircraft are descending to conduct approaches with inadequate communication. Indianapolis Center obviously isn't aware of the issues each are having. They're simply handing-off aircraft with the assumption communication is possible with Fort Campbell.  On the premise of safety; why can't Fort Campbell either coordinate with Evansville to use 120.1; or give M21 over to Evansville to control.  Regardless; the correct controlling agency and a usable frequency need to be published on the Approach Chart. The poor ATC coordination/ATC management of the RNAV 24 Approach into M21; by 3 different facilities (maybe 4 including Memphis Center); has literally created a model example of how to induce lost communications with no ATC guidance.  A controlling agency that has the radio  capability to issue clearances; and field requests; needs to be reflected on the Approach Chart.  If 120.1 cannot be coordinated; it would be much safer to receive a clearance from Indianapolis Center (at a higher altitude); for the RNAV 24; outside or after entering the TAA; but before descent below 6;000.  At least an aircraft would have a clearance issued to operate from.  My suggestion is to conduct approaches with Evansville on 120.1 where the communication capability exist.  Fort Campbell doesn't posses the capability to service M21.




Synopsis: Helicopter pilot reports lost comm during flight to M21 after being instructed to contact Campbell Approach on 118.1.  Fort Campbell is too far away to be contacted and the approach chart lists Evansville Approach as the controling agency which it no longer is.  A solution is suggested.