Narrative:

Aircraft X; called 6 miles west of ZZZ airport. He was given a beacon code. Aircraft Y; was on a converging course 3 miles from aircraft X at the time. I told aircraft X to remain outside of charlie airspace which would have eliminated the need to issue him a traffic alert reference aircraft Y on a converging course. And; it would have permitted aircraft Y to proceed directly to his hospital pad. Aircraft X failed to answer the remain outside of charlie airspace instructions and several of the same instructions over the course of the next 2 minutes. I issued a traffic alert to aircraft Y with a resolution to proceed no further eastbound due to NORDO aircraft X traffic 10 o'clock and one mile on a converging course with no reported altitude; no mode-C; and no reported route of flight; destination or intentions. Aircraft Y took the evasive turn away from aircraft X. 2 minutes later; aircraft X reported 'over downtown' and requesting to fly to ZZZ1 airport. At that point communication was re-established with aircraft X. Traffic volume/complexity was clearly high enough to have split the position. But; that being acknowledged; even if aircraft X had his own dedicated frequency; the fact remains he went NORDO and the events would've transpired the same. R90 has seen other incidents like this over the busy summer season with pilots who call approach control; get a beacon code; then go NORDO. This pilot was contacted by the flm and said he has a bad radio. The flm correctly told the pilot not to fly near the charlie airspace until he gets his radio repaired. My recommendation would be that pilots be made aware that claiming NORDO is not a get out of jail free card. Either they are knowingly flying with a bad radio which is dangerous. Or; they are choosing not to follow ATC instructions that they don't want to follow (remain outside of charlie; altitude restriction; etc.). And; when you engage the pilot in a discussion about the failure to comply; they say 'I went NORDO' or 'I didn't hear you tell me to . . .' In other words there seems to be a perfect understanding by pilots that they need to establish two-way radio contact with ATC. But; there is not a belief that maintaining two-way radio contact and following ATC instructions is just as important.

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Original NASA ASRS Text

Title: R90 Controller reports of a conflict between a NORDO aircraft and a lifeguard aircraft.

Narrative: Aircraft X; called 6 miles west of ZZZ airport. He was given a beacon code. Aircraft Y; was on a converging course 3 miles from Aircraft X at the time. I told Aircraft X to remain outside of Charlie airspace which would have eliminated the need to issue him a traffic alert reference Aircraft Y on a converging course. And; it would have permitted Aircraft Y to proceed directly to his hospital pad. Aircraft X failed to answer the remain outside of Charlie airspace instructions and several of the same instructions over the course of the next 2 minutes. I issued a traffic alert to Aircraft Y with a resolution to proceed no further eastbound due to NORDO Aircraft X traffic 10 o'clock and one mile on a converging course with no reported altitude; no mode-C; and no reported route of flight; destination or intentions. Aircraft Y took the evasive turn away from Aircraft X. 2 minutes later; Aircraft X reported 'over downtown' and requesting to fly to ZZZ1 airport. At that point communication was re-established with Aircraft X. Traffic volume/complexity was clearly high enough to have split the position. But; that being acknowledged; even if Aircraft X had his own dedicated frequency; the fact remains he went NORDO and the events would've transpired the same. R90 has seen other incidents like this over the busy summer season with pilots who call approach control; get a beacon code; then go NORDO. This pilot was contacted by the FLM and said he has a bad radio. The FLM correctly told the pilot not to fly near the Charlie airspace until he gets his radio repaired. My recommendation would be that pilots be made aware that claiming NORDO is not a get out of jail free card. Either they are knowingly flying with a bad radio which is dangerous. Or; they are choosing not to follow ATC instructions that they don't want to follow (remain outside of Charlie; altitude restriction; etc.). And; when you engage the pilot in a discussion about the failure to comply; they say 'I went NORDO' or 'I didn't hear you tell me to . . .' In other words there seems to be a perfect understanding by pilots that they need to establish two-way radio contact with ATC. But; there is not a belief that maintaining two-way radio contact and following ATC instructions is just as important.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.