Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air/Ground Communication
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Troubleshooting; Human-Machine Interface; Distraction; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was on a personal flight with my wife...on an IFR flight plan in VMC conditions in an SR-22 G5 aircraft; filed [to our destination] at 7;000 ft. Preflight; startup; runup were uneventful. I was cleared...as filed. Sometime after arriving at cruise altitude the intercom clicked off-and-on a couple of times; then went silent. I tried adjusting some of the panel settings; reconnecting headsets; and general troubleshooting. It became clear the intercom would not function. Thinking the panel had reverted to failsafe mode with Comm 1 in operation; I then attempted to call ATC to notify them of the issue. I ascertained that all other aspects of the flight were normal and all other mechanical/electronic functions were unimpaired. I checked the on-board Garmin manual and verified my procedures and that the audio panel should have reverted to Comm 1 being functional. I was [however] unsuccessful in raising ATC. I tried switching radios and settings several times. I ran the abnormal checklist for failed communications on the SR-22; including cycling the audio panel circuit-breaker. At that point I realized I was completely NORDO and squawked 7600. I also transmitted on what I thought would be the nearest airport approach frequency and on 121.5 that I was NORDO; that all other aspects of flight were normal. I had the sense that I was being heard: the Tx indicator lit up when I keyed the mike; and shortly thereafter the Rx indicator would light up as though someone was trying to respond; but audio never returned. I reviewed in my head and verified on the reminder sheet I carry on my kneeboard the proper NORDO procedure for IFR flight. I did what I thought was correct; maintaining the highest altitude of cleared; expected; MEA. Since I was cleared all the way to [destination] I reasoned that I would maintain 7;000 till arriving; descend and look for light signals. In that regard; I reviewed the light signals procedures on my kneeboard sheet. I reported on 121.5 passing over IFM in case anyone could hear; and that the flight conditions otherwise remained normal. I continuously scanned visually for traffic and monitored my MFD for traffic as well. I detected no conflicts. As I got closer to [our destination] I attempted to text-message my CFII and CSIP to apprise them of the situation and to get phone numbers for approach and/or the control tower. Cell reception was spotty; but I did eventually get the numbers. It was at that point that I remembered I always carry a portable radio (never had to use it IN the plane in the 4 years I've had it; just used it for getting clearances on the ground). Being preoccupied with flying safely; scanning for traffic; etc.; apparently precluded my remembering about the radio until I was in the actual process of cell-contacting CFII/CSIP. My CFII had notified Approach of my situation. I maintained 7;000 till I was in radio range. I contacted approach and received clearance for a visual approach; switched to tower and landed uneventfully. I utilized my wife to hand the radio back and forth as I dealt with the last phases of flight and landing. At no time did I think the safety of the flight was in jeopardy. After the flight; I reviewed the FAR/AIM for NORDO procedures and now realize that when IFR; IN VMC CONDITIONS; the correct procedure would have been to land as soon as practicable at a suitable airport after going NORDO; rather than continuing the flight all the way to [our destination]; even though I was cleared all the way. I had only recalled and noted the IFR NORDO procedure which was for actual IFR conditions. I have already verified and reviewed these NORDO procedures with both my usual CFII as well as with the Cirrus Standardized Instructor Pilot (CSIP) at my [home airport]. In the future; if this should happen again; I will know to land if in VMC; rather than continue the flight. And I will continue to carry my handheld radio and remember immediately that I have it and use itto try to contact ATC.




Synopsis: When the pilot of an SR22 on an IFR cross country in VMC lost all communications with ATC he utilized a variety of resources to continue the flight to destination where he and his passenger landed safely.