Nordo?

[Checks]

First off, I am not looking for what any normal, sane pilot would do. I am just trying to interpret the regulation word for word.

(ii) If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect-further-clearance time if one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time enroute.

Now, lets take that section and insert airport for “not a fix from which an approach begins”

(ii) If the clearance limit is an airport, leave the airport at the expect-further-clearance time if one has been received, or if none has been received, upon arrival over the airport, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time enroute.

If I read the regulation correctly, it does not authorize me to descend until reaching the clearance limit. I'm I missing something?

As far as the ETA part goes, I stated the following in my original post.
(keeping in mind that ATC may have updated your ETA throughout the flight, assuming you were in radar contact or gave position positions prior to going NORDO). Hold at IAF if arriving before your ETA).

 

[avbug]

AGAIN,

The regulation says nothing about being unable to descend until the clearance limit. Asked, and answered.

You are to maintain the highest of your filed altitude, that which you have been cleared for, or that told to expect, for the route segment being flown.

When you're established on an arrival or approach, you may descend as required to meet the appropriate altitudes for that route segment.

If your clearance limit is your destination, the elevation at your destination is the TDZE.

 

[Checks]

Avbug, I appreciate the response. I must be really slow because here is what the AIM has written regarding what altitude to fly and it doesnt jive with your post:

(b) Altitude. At the HIGHEST of the following altitudes or flight levels FOR THE ROUTE SEGMENT BEING FLOWN:
(1) The altitude or flight level assigned in the last ATC clearance received;
(2) The minimum altitude (converted, if appropriate, to minimum flight level as prescribed in 14 CFR Section 91.121(c)) for IFR operations; or
(3) The altitude or flight level ATC has advised may be expected in a further clearance.
EXAMPLE-
1. A pilot experiencing two-way radio failure at an assigned altitude of
7,000 feet is cleared along a direct route which will require a climb to a minimum IFR altitude of 9,000 feet, should climb to reach 9,000 feet at the time or place where it becomes necessary (see 14 CFR Section 91.177(b)). Later while proceeding along an airway with an MEA of
5,000 feet, the pilot would descend to 7,000 feet (the last assigned altitude), because that altitude is higher than the MEA.


3. The MEA between a and b: 5,000 feet. The MEA between b and c: 5,000 feet. The MEA between c and d: 11,000 feet. The MEA between d and e: 7,000 feet. A pilot had been cleared via a, b, c, d, to e. While flying between a and b the assigned altitude was 6,000 feet and the pilot was told to expect a clearance to 8,000 feet at b. Prior to receiving the higher altitude assignment, the pilot experienced two-way failure. The pilot would maintain 6,000 to b, then climb to 8,000 feet (the altitude advised to expect). The pilot would maintain 8,000 feet, then climb to
11,000 at c, or prior to c if necessary to comply with an MCA at c. (14 CFR Section 91.177(b).) Upon reaching d, the pilot would descend to 8,000 feet (even though the MEA was 7,000 feet), as
8,000 was the highest of the altitude situations stated in the rule (14 CFR Section 91.185).