Narrative:

Shortly after taking position; aircraft X; who was an overflight at 8;000 ft; squawked radio failure. Several attempts were made to establish communication with [the] aircraft including using the pet-2000 tuned to 121.5. For a brief period the aircraft was calling on that frequency; but had a stuck mic and was unable to hear any transmissions. At this time the supervisor came over to my scope to help deal with the situation [and] we noticed the aircraft's mode C was no longer reporting an altitude. The aircraft was about to leave my airspace and enter west radar's airspace; who had already taken the hand off prior to it going NORDO. [However]; without a valid mode-C and seeing the aircraft begin turning southbound; we immediately stopped departures at ZZZ and ZZZ1 not knowing the aircraft's intentions. I also vectored aircraft Y away from this aircraft not knowing what altitude it was at. After approximately 3 minutes the aircraft began squawking emergency and very shortly after that the aircraft's transponder quit working; suggesting they had an electrical failure. We were able to track aircraft X with primary radar the entire time. As the aircraft started approaching ZZZ1; I was instructed by my supervisor to attempt to have aircraft Y fly in close proximity to aircraft X in hopes he would see the aircraft and motion to the pilot to land at ZZZ1. I was hesitant to do this not knowing what the other aircraft would do or what altitude he was at; but the supervisor was standing there watching the entire process and instructing me. The pilot never was able to see the other aircraft and I am not sure if separation was ever lost due to lack of communication and no mode C. Horizontal separation was approximately 1 mile; vertical separation unknown. As the aircraft neared ZZZ1 the tower was able to see it and said it appeared to be lining up to land on runway xx; however runway yy was the active. The aircraft was still circling southwest of ZZZ1 and the tower told me to bring aircraft Y in for runway yy. I advised ZZZ1 that aircraft X was IFR and asked if they could provide visual separation with aircraft Y if it were to continue to runway xx and they said they would. I then cleared aircraft Y for a visual approach to runway yy; gave him one last traffic report; and shipped him to ZZZ1 tower. Both aircraft continued to the airport on converging courses and arrived at opposite ends of the runway at almost the exact [same] time. ZZZ1 sent aircraft X around and I instructed them to send him westbound and that I would re-sequence the aircraft after another jet that was lining up for the runway. Weather at the time was VFR and using NORDO procedures aircraft X did exactly what was expected by continuing VFR to the nearest airport and landing. However; I am not sure having another GA aircraft attempt to fly in close proximity to another aircraft when its intentions and altitude are unknown is ever a good idea. Recommendation; if a similar situation were to occur; there should be more thought about keeping aircraft vectored away from the NORDO aircraft and not attempt to intercept the aircraft; especially with another GA aircraft.

Google
 

Original NASA ASRS Text

Title: TRACON Controller described an event when an IFR aircraft first indicated a loss of communications followed by an emergency squawk; the reporter voicing concern regarding the supervisors decision to use another VFR aircraft to fly along side of the emergency aircraft to secure information if possible.

Narrative: Shortly after taking position; aircraft X; who was an overflight at 8;000 FT; squawked radio failure. Several attempts were made to establish communication with [the] aircraft including using the PET-2000 tuned to 121.5. For a brief period the aircraft was calling on that frequency; but had a stuck mic and was unable to hear any transmissions. At this time the Supervisor came over to my scope to help deal with the situation [and] we noticed the aircraft's mode C was no longer reporting an altitude. The aircraft was about to leave my airspace and enter West RADAR's airspace; who had already taken the hand off prior to it going NORDO. [However]; without a valid mode-C and seeing the aircraft begin turning southbound; we immediately stopped departures at ZZZ and ZZZ1 not knowing the aircraft's intentions. I also vectored aircraft Y away from this aircraft not knowing what altitude it was at. After approximately 3 minutes the aircraft began squawking emergency and very shortly after that the aircraft's transponder quit working; suggesting they had an electrical failure. We were able to track aircraft X with primary RADAR the entire time. As the aircraft started approaching ZZZ1; I was instructed by my Supervisor to attempt to have aircraft Y fly in close proximity to aircraft X in hopes he would see the aircraft and motion to the pilot to land at ZZZ1. I was hesitant to do this not knowing what the other aircraft would do or what altitude he was at; but the Supervisor was standing there watching the entire process and instructing me. The pilot never was able to see the other aircraft and I am not sure if separation was ever lost due to lack of communication and no mode C. Horizontal separation was approximately 1 mile; vertical separation unknown. As the aircraft neared ZZZ1 the Tower was able to see it and said it appeared to be lining up to land on Runway XX; however Runway YY was the active. The aircraft was still circling southwest of ZZZ1 and the Tower told me to bring aircraft Y in for Runway YY. I advised ZZZ1 that aircraft X was IFR and asked if they could provide visual separation with aircraft Y if it were to continue to Runway XX and they said they would. I then cleared aircraft Y for a visual approach to Runway YY; gave him one last traffic report; and shipped him to ZZZ1 Tower. Both aircraft continued to the airport on converging courses and arrived at opposite ends of the runway at almost the exact [same] time. ZZZ1 sent aircraft X around and I instructed them to send him westbound and that I would re-sequence the aircraft after another jet that was lining up for the runway. Weather at the time was VFR and using NORDO procedures aircraft X did exactly what was expected by continuing VFR to the nearest airport and landing. However; I am not sure having another GA aircraft attempt to fly in close proximity to another aircraft when its intentions and altitude are unknown is ever a good idea. Recommendation; if a similar situation were to occur; there should be more thought about keeping aircraft vectored away from the NORDO aircraft and not attempt to intercept the aircraft; especially with another GA aircraft.

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.