Narrative:

A PA28 departed and was given a squawk code; radar identified; and issued an IFR clearance. The pilot requested to proceed direct to the VOR then to his destination. The pilot was then cleared direct to the VOR on course and climbed to 040 MSL. About 5 NM later; the PA28 was issued a heading of 190 degrees to keep him clear of a major airport's departures. My plan was to run him on this heading for about 10 miles and then put him back on course. This would ensure separation from all departures at the major airport. When I attempted to put the PA28 back on course; I got no response from the pilot. I made numerous attempts to contact the pilot with no success. I even tried to get him to identify if he heard my transmissions; but I had no luck. At this point; urgency became a factor because about 20 NM south of the PA28 was restricted airspace. The restricted area was hot up to 060 MSL at the time and required 3 NM separation for aircraft. I notified the controller in charge of the NORDO aircraft and the range issue. He attempted to use a back up radio in the TRACON to contact the pilot on multiple frequencies. I continued to reach out to the pilot every few minutes but I was not able to get in contact with him. When the aircraft was 8 NM or so from the range; the controller in charge contacted the range control to make them aware of the NORDO flight headed directly at their airspace. At this point; I heard my first transmission from the PA28 and made the controller in charge aware of this. This was the first time I had heard from him in 10-15 minutes. When I replied; I got no answer. At this point; he was about 5 NM from the range boundary. The controller in charge called the range control back a second time to make them aware of the PA28's position and that we had still not re-established contact with him. When the PA28 was about 3.5 NM miles from the range he checked in again and this time I was finally able to respond to him and get a reply. I issued a turn of 270 degrees immediately and told him about the restricted airspace at his 11 o'clock and 3 miles. The controller in charge was on the phone with range control at the time and waited to observe the turn west bound before advising them that the aircraft would get no closer then 2.5 NM to the restricted area. I then put a 3 mile range ring around the PA28 to help judge his distance from the range. I believe the aircraft never got closer then 2.7-2.8 NM from the range. Once the PA28 was clear of the range I put him back on course. The pilot told me he had switched to his secondary receiver because he was having problems with his main radio and that it was the cause for the loss of communication. His on course heading kept him clear of the range and he proceeded on course. When I attempted to switch him to center; I had issues again in getting a response from him. I had to call center to see if he had made contact and fortunately he had. I believe that we did the best possible job we could to fix the situation and this was just the end result. My recommendation for this event should it ever happen to me in the future is to use less of a heading to remain clear of departures. I used more of a vector then I needed to because I did not want to watch it. I knew however about the range being hot and should have taken into consideration; what if this guy goes NORDO. If I had just used 10 degrees less of a turn; I could have avoided this whole situation in my opinion. It would have just required watching him a little more closely. I feel that I did everything I could to right the problem and have learned from my mistakes.

Google
 

Original NASA ASRS Text

Title: Approach Controller described a near restricted area penetration when after turn a departure to avoid other traffic the aircraft became NORDO and headed directly to the restricted airspace.

Narrative: A PA28 departed and was given a squawk code; RADAR identified; and issued an IFR clearance. The pilot requested to proceed direct to the VOR then to his destination. The pilot was then cleared direct to the VOR on course and climbed to 040 MSL. About 5 NM later; the PA28 was issued a heading of 190 degrees to keep him clear of a major airport's departures. My plan was to run him on this heading for about 10 miles and then put him back on course. This would ensure separation from all departures at the major airport. When I attempted to put the PA28 back on course; I got no response from the pilot. I made numerous attempts to contact the pilot with no success. I even tried to get him to IDENT if he heard my transmissions; but I had no luck. At this point; urgency became a factor because about 20 NM south of the PA28 was restricted airspace. The restricted area was hot up to 060 MSL at the time and required 3 NM separation for aircraft. I notified the CIC of the NORDO aircraft and the range issue. He attempted to use a back up radio in the TRACON to contact the pilot on multiple frequencies. I continued to reach out to the pilot every few minutes but I was not able to get in contact with him. When the aircraft was 8 NM or so from the range; the CIC contacted the Range Control to make them aware of the NORDO flight headed directly at their airspace. At this point; I heard my first transmission from the PA28 and made the CIC aware of this. This was the first time I had heard from him in 10-15 minutes. When I replied; I got no answer. At this point; he was about 5 NM from the range boundary. The CIC called the Range Control back a second time to make them aware of the PA28's position and that we had still not re-established contact with him. When the PA28 was about 3.5 NM miles from the range he checked in again and this time I was finally able to respond to him and get a reply. I issued a turn of 270 degrees immediately and told him about the restricted airspace at his 11 o'clock and 3 miles. The CIC was on the phone with Range Control at the time and waited to observe the turn west bound before advising them that the aircraft would get no closer then 2.5 NM to the restricted area. I then put a 3 mile range ring around the PA28 to help judge his distance from the range. I believe the aircraft never got closer then 2.7-2.8 NM from the range. Once the PA28 was clear of the range I put him back on course. The pilot told me he had switched to his secondary receiver because he was having problems with his main radio and that it was the cause for the loss of communication. His on course heading kept him clear of the range and he proceeded on course. When I attempted to switch him to Center; I had issues again in getting a response from him. I had to call Center to see if he had made contact and fortunately he had. I believe that we did the best possible job we could to fix the situation and this was just the end result. My recommendation for this event should it ever happen to me in the future is to use less of a heading to remain clear of departures. I used more of a vector then I needed to because I did not want to watch it. I knew however about the range being hot and should have taken into consideration; what if this guy goes NORDO. If I had just used 10 degrees less of a turn; I could have avoided this whole situation in my opinion. It would have just required watching him a little more closely. I feel that I did everything I could to right the problem and have learned from my mistakes.

Data retrieved from NASA's ASRS site as of April 2012 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.