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- although great care must be exercised should this be necessary, in case it is being used by aircraft
experiencing or assisting with an ongoing emergency.
6.2.6 Therefore in order to minimise unnecessary use of 121.5 MHz, it is recommended that
aircraft additionally monitor 123.45 MHz when flying through NAT airspace.
6.3 POSITION REPORTING
Time and Place of Position Reports
6.3.1 Unless otherwise requested by Air Traffic Control, position reports from flights on routes
which are not defined by designated reporting points should be made at the significant points listed in the
flight plan.
6.3.2 Air Traffic Control may require any flight operating in a North/South direction to report its
position at any intermediate parallel of latitude when deemed necessary.
6.3.3 In requiring aircraft to report their position at intermediate points, ATC is guided by the
requirement to have positional information at approximately hourly intervals and also by the need to
accommodate varying types of aircraft and varying traffic and MET conditions.
6.3.4 If the estimated time for the „next position‟, as last reported to ATC, has changed by three
minutes or more, a revised estimate must be transmitted to the ATS unit concerned as soon as possible.
6.3.5 Pilots must always report to ATC as soon as possible on reaching any new cruising level.
Contents of Position Reports
6.3.6 For flights outside domestic ATS route networks, position should be expressed in terms of
latitude and longitude except when flying over named reporting points. For flights whose tracks are
predominantly east or west, latitude should be expressed in degrees and minutes, longitude in degrees only.
For flights whose tracks are predominantly north or south, latitude should be expressed in degrees only,
longitude in degrees and minutes. However, it should be noted that when such minutes are zero then the
position report may refer solely to degrees (as per examples below).
6.3.7 All times should be expressed in four digits giving both the hour and the minutes UTC.
Standard Message Types
6.3.8 Standard air/ground message types and formats are used within the NAT Region and are
published in State AIPs and Atlantic Orientation charts. To enable ground stations to process messages in
the shortest possible time, pilots should observe the following rules:
a) use the correct type of message applicable to the data transmitted;
b) state the message type in the contact call to the ground station or at the start of the message;
c) adhere strictly to the sequence of information for the type of message;
d) all times in any of the messages should be expressed in hours and minutes UTC.
6.3.9 The message types are shown below with examples:
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 31 Edition 2009
POSITION
Example: “Position, Swissair 100, on 8831, RESNO at 1235, Flight Level 330, Estimating
56 North 020 West at 1310, 56 North 030 West Next”
REQUEST CLEARANCE
Example: “Request Clearance, American 123, on 8831, 56 North 020 West at 1308,
Flight Level 330, Estimating 56 North 030 West at 1340,
56 North 040 West Next. Request Flight Level 350”
or if a position report is not required
“Request Clearance, Speedbird 212 on 3476, Request Flight Level 370”
REVISED ESTIMATE
Example: “Revised Estimate, Speedbird 212 on 3476, 57 North 040 West at 0305”
MISCELLANEOUS
Plain language – free format
Addressing of Position Reports
6.3.10 Position reports for aircraft operating on tracks through successive points on the mutual
boundary of two OCAs (e.g. when routing along the 45ºN parallel), should be made to both relevant OACs.
(In practice this only requires an addition to the address. (e.g. “Shanwick copy Santa Maria”.)
6.4 “WHEN ABLE HIGHER” (WAH) REPORTS
6.4.1 Prior advice to ATC of the time or position that a flight will be able to accept the next higher
level can assist ATC in ensuring optimal usage of available altitudes. A WAH Report must be provided by
all flights entering the MNPS Airspace portion of the New York OCA and entering the Santa Maria OCA.
Due to the higher number of step climb requests on the generally longer NAT route segments that transit
New York and Santa Maria OCAs and also because of the greater frequency of crossing traffic situations
here, the strategy of issuing “coast-out to coast-in” conflict-free clearances is not always employed by these
two oceanic control centres. Here, air traffic control of a more tactical nature is often exercised. The
provision of WAH Reports in these circumstances allows the controllers to more effectively utilise their
　
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