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the minimum altitude plus the number of feet specified
according to the lowest flight level correction factor as
follows:
Altimeter Setting Correction Factor
• 29.92 or higher none
• 29.91 to 29.42 500 Feet
• 29.41 to 28.92 1000 Feet
• 28.91 to 28.42 1500 Feet
• 28.41 to 27.92 2000 Feet
• 27.91 to 27.42 2500 Feet
OPERATIONS IN OTHER COUNTRIES
When flight crews transition from the U.S. NAS to
another country’s airspace, they should be aware of differences not only in procedures but also airspace. For
example, when flying into Canada regarding altimeter
setting changes, as depicted in Figure 3-22 on page 3-18,
notice the change from QNE to QNH when flying northbound into the Moncton flight information region
(FIR), an airspace of defined dimensions where flight
information service and alerting service are provided.
Transition altitude (QNH) is the altitude in the vicinity
of an airport at or below which the vertical position of
the aircraft is controlled by reference to altitudes (MSL).
The transition level (QNE) is the lowest flight level
available for use above the transition altitude. Transition
height (QFE) is the height in the vicinity of an airport at
or below which the vertical position of the aircraft is
expressed in height above the airport reference datum.
The transition layer is the airspace between the transition altitude and the transition level. If descending
through the transition layer, set the altimeter to local station pressure. When departing and climbing through the
transition layer, use the standard altimeter setting (QNE)
of 29.92 inches of Mercury, 1013.2 millibars, or 1013.2
hectopascals. Remember that most pressure altimeters
are subject to mechanical, elastic, temperature, and
installation errors. Extreme cold temperature differences
also may require a correction factor.
REPORTING PROCEDURES
In addition to acknowledging a handoff to another
Center en route controller, there are reports that should
be made without a specific request from ATC. Certain
reports should be made at all times regardless of
whether a flight is in radar contact with ATC, while
others are necessary only if radar contact has been lost
or terminated. Refer to Figure 3-23 on page 3-19 for a
review of these reports.
NONRADAR POSITION REPORTS
If radar contact has been lost or radar service terminated, the CFRs require pilots to provide ATC
with position reports over designated VORs and
intersections along their route of flight. These
compulsory reporting points are depicted on
NACO IFR en route charts by solid triangles.
Position reports over fixes indicated by open triangles are noncompulsory reporting points, and are
only necessary when requested by ATC. If on a
direct course that is not on an established airway,
report over the fixes used in the flight plan that
define the route, since they automatically become
compulsory reporting points. Compulsory reporting points also apply when conducting an IFR
flight in accordance with a VFR-on-top clearance.
Whether a route is on airways or direct, position
reports are mandatory in a nonradar environment,
and they must include specific information. A typical
position report includes information pertaining to aircraft position, expected route, and estimated time
of arrival (ETA). Time may be stated in minutes
only when no misunderstanding is likely to occur.
[Figure 3-24 on page 3-20]
3-18
COMMUNICATION FAILURE
Two-way radio communication failure procedures for
IFR operations are outlined in Part 91.185. Unless otherwise authorized by ATC, pilots operating under IFR are
expected to comply with this regulation. Expanded procedures for communication failures are found in the
AIM. Pilots can use the transponder to alert ATC to a
radio communication failure by squawking code 7600.
[Figure 3-25 on page 3-20] If only the transmitter is
inoperative, listen for ATC instructions on any operational receiver, including the navigation receivers. It is
possible ATC may try to make contact with pilots over a
VOR, VORTAC, NDB, or localizer frequency. In addition
to monitoring NAVAID receivers, attempt to reestablish
communications by contacting ATC on a previously
assigned frequency, calling a FSS or Aeronautical Radio
Incorporated (ARINC).
The primary objective of the regulations governing communication failures is to preclude extended IFR no-radio
operations within the ATC system since these operations
may adversely affect other users of the airspace. If the
radio fails while operating on an IFR clearance, but in
　
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