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progress strip shown in Figure 3-26, position reports
may only be necessary as a backup in case of radar
failure or for RNAV random route navigation. Figure
3-26 also depicts the numerous en route data entries
used on a flight progress strip, generated by the
ARTCC computer. Climbing, level flight, and
descending during the en route phase of IFR flight
involves staying in communication with ATC, making necessary reports, responding to clearances,
monitoring position, and staying abreast of any
changes to the airplane’s equipment status or weather.
PILOT/CONTROLLER EXPECTATIONS
When ATC issues a clearance or instruction, pilots are
expected to execute its provisions upon receipt. In some
cases, ATC includes words that modify their expectation.
For example, the word “immediately” in a clearance or
instruction is used to impress urgency to avoid an imminent situation, and expeditious compliance is expected
and necessary for safety. The addition of a climb point
or time restriction, for example, does not authorize
pilots to deviate from the route of flight or any other
provision of the ATC clearance. If you receive a term
Identification
Position
Time
Altitude/Flight Level
IFR or VFR (in a report to an FSS only)
ETA over the next reporting fix
Following reporting point
Pertinent remarks
"Marathon 564,
Sidney
15, (minutes after the hour)
9,000,
IFR,
Akron 35, (minutes after the hour)
Thurman next."
(If necessary)
Figure 3-24. Nonradar Position Reports.
Figure 3-25. Two-Way Radio Communication Failure
Transponder Code.
When an aircraft squawks code 7600 during a two-way radio
communication failure, the information block on the radar screen
flashes RDOF (radio failure) to alert the controller.
3-21
“climb at pilot’s discretion” in the altitude information
of an ATC clearance, it means that you have the option
to start a climb when you wish, that you are authorized
to climb at any rate, and to temporarily level off at any
intermediate altitude as desired, although once you
vacate an altitude, you may not return to that altitude.
When ATC has not used the term “at pilot’s discretion”
nor imposed any climb restrictions, you should climb
promptly on acknowledgment of the clearance. Climb
at an optimum rate consistent with the operating characteristics of your aircraft to 1,000 feet below the
assigned altitude, and then attempt to climb at a rate of
Figure 3-26. En Route Flight Progress Strip and Data Entries.
3-22
between 500 and 1,500 feet per minute until you reach
your assigned altitude. If at anytime you are unable to
climb at a rate of at least 500 feet a minute, advise ATC.
If it is necessary to level off at an intermediate altitude
during climb, advise ATC.
“Expedite climb” normally indicates you should use
the approximate best rate of climb without an exceptional change in aircraft handling characteristics.
Normally controllers will inform you of the reason for
an instruction to expedite. If you fly a turbojet airplane
equipped with afterburner engines, such as a military
aircraft, you should advise ATC prior to takeoff if you
intend to use afterburning during your climb to the en
route altitude. Often, the controller may be able to plan
traffic to accommodate a high performance climb and
allow you to climb to the planned altitude without
restriction. If you receive an “expedite” clearance from
ATC, and your altitude to maintain is subsequently
changed or restated without an expedite instruction, the
expedite instruction is canceled.
During en route climb, as in any other phase of
flight, it is essential that you clearly communicate
with ATC regarding clearances. In the following
example, a flight crew experienced an apparent
clearance readback/hearback error, that resulted in
confusion about the clearance, and ultimately, to
inadequate separation from another aircraft.
“Departing IFR, clearance was to maintain 5,000
feet, expect 12,000 in ten minutes. After handoff to
Center, we understood and read back, ‘Leaving
5,000 turn left heading 240° for vector on course.’
The First Officer turned to the assigned heading
climbing through 5,000 feet. At 5,300 feet Center
advised assigned altitude was 5,000 feet. We immediately descended to 5,000. Center then informed us
we had traffic at 12 o’clock and a mile at 6,000. After
passing traffic, a higher altitude was assigned and
climb resumed. We now believe the clearance was
　
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