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VFR conditions, or if encountering VFR conditions at
any time after the failure, continue the flight under VFR
conditions, if possible, and land as soon as practicable.
The requirement to land as soon as practicable should
not be construed to mean as soon as possible. Pilots
retain the prerogative of exercising their best judgment
and are not required to land at an unauthorized airport, at
an airport unsuitable for the type of aircraft flown, or to
land only minutes short of their intended destination.
However, if IFR conditions prevail, pilots must comply
with procedures designated in the CFRs to ensure aircraft separation.
If pilots must continue their flight under IFR after experiencing two-way radio communication failure, they
should fly one of the following routes:
• The route assigned by ATC in the last clearance
received.
Figure 3-22. Altimeter Setting Changes.
3-19
• If being radar vectored, the direct route from the
point of radio failure to the fix, route, or airway
specified in the radar vector clearance.
• In the absence of an assigned route, the route ATC
has advised to expect in a further clearance.
• In the absence of an assigned or expected route,
the route filed in the flight plan.
It is also important to fly a specific altitude should
two-way radio communications be lost. The altitude
to fly after a communication failure can be found in
Part 91.185 and must be the highest of the following
altitudes for each route segment flown.
• The altitude or flight level assigned in the last
ATC clearance.
• The minimum altitude or flight level for IFR
operations.
• The altitude or flight level ATC has advised to
expect in a further clearance.
In some cases, the assigned or expected altitude may
not be as high as the MEA on the next route segment.
In this situation, pilots normally begin a climb to the
higher MEA when they reach the fix where the MEA
rises. If the fix also has a published minimum crossing altitude, they start the climb so they will be at or
above the MCA when reaching the fix. If the next
succeeding route segment has a lower MEA, descend
to the applicable altitude ⎯ either the last assigned
altitude or the altitude expected in a further clearance
⎯ when reaching the fix where the MEA decreases.
Figure 3-23. ATC Reporting Procedure Examples.
Leaving one assigned flight altitude or flight level for another
VFR-on-top change in altitude
Leaving any assigned holding fix or point
Missed approach
Unable to climb or descend at least 500 feet per minute
TAS variation from filed speed of 5% or 10 knots, whichever
is greater
Time and altitude or flight level upon reaching a holding fix
or clearance limit
Loss of nav/comm capability (required by Part 91.187)
Unforecast weather conditions or other information relating
to the safety of flight (required by Part 91.183)
"Marathon 564, leaving 8,000, climb to 10,000."
"Marathon 564, VFR-on-top, climbing to 10,500."
"Marathon 564, leaving FARGO Intersection."
"Marathon 564, missed approach, request clearance to
Chicago."
"Marathon 564, maximum climb rate 400 feet per minute."
"Marathon 564, advises TAS decrease to140 knots."
"Marathon 564, FARGO Intersection at 05, 10,000,
holding east."
"Marathon 564, ILS receiver inoperative."
"Marathon 564, experiencing moderate turbulence
at 10,000."
Leaving FAF or OM inbound on final approach
Revised ETA of more than three minutes
Position reporting at compulsory reporting points (required
by Part 91.183)
"Marathon 564, outer marker inbound, leaving 2,000."
"Marathon 564, revising SCURRY estimate to 55."
See Figure 3-24 on page 3-20 for position report items.
RADAR/NONRADAR REPORTS
These reports should be made at all times without a specific ATC request.
NONRADAR REPORTS
When you are not in radar contact, these reports should be made without a specific request from ATC.
REPORTS EXAMPLE:
REPORTS EXAMPLE:
3-20
CLIMBING AND
DESCENDING EN ROUTE
Before the days of nationwide radar coverage, en route
aircraft were separated from each other primarily by
specific altitude assignments and position reporting
procedures. Much of the pilot’s time was devoted to
inflight calculations, revising ETAs, and relaying
position reports to ATC. Today, pilots and air traffic
controllers have far more information and better tools
to make inflight computations and, with the expansion of radar, including the use of an en route flight
　
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