3.4 Where to File Reports. Pilots and/or flight crewmembers involved in NMAC occurrences are urged to report each incident immediately:
3.4.1 By radio or telephone to the nearest FAA ATC facility or FSS.
3.4.2 In writing, in lieu of the above, to the nearest Flight Standards District Office (FSDO).
3.5 Items to be Reported
3.5.1 Date and time (UTC) of incident.
3.5.2 Location of incident and altitude.
3.5.3 Identification and type of reporting aircraft, aircrew destination, name and home base of pilot.
3.5.4 Identification and type of other aircraft, aircrew destination, name and home base of pilot.
3.5.5 Type of flight plans; station altimeter setting used.
3.5.6 Detailed weather conditions at altitude or flight level.
3.5.7 Approximate courses of both aircraft: indicate if one or both aircraft were climbing or descending.
3.5.8 Reported separation in distance at first sighting, proximity at closest point horizontally and vertically, length of time in sight prior to evasive action.
3.5.9 Degree of evasive action taken, if any (from both aircraft, if possible).
3.5.10 Injuries, if any.
3.6 Investigation. The FSDO in whose area the incident occurred is responsible for the investigation and reporting of NMACs.
3.7
Existing radar, communication, and weather data will be examined in the conduct of the investigation. When possible, all cockpit crew members will be interviewed regarding factors involving the NMAC incident. Air traffic controllers will be interviewed in cases where one or more of the involved aircraft was provided ATC service. Both flight and ATC procedures will be evaluated. When the investigation reveals a violation of an FAA regulation, enforcement action will be pursued.
4.
Unidentified Flying Object (UFO) Reports
4.1 Persons wanting to report UFO/unexplained phenomena activity should contact a UFO/unex-plained phenomena reporting data collection center, such as Bigelow Aerospace Advanced Space Studies (BAASS) (voice: 1.877.979.7444 or e.mail: Reporting@baass.org), the National UFO Reporting Center, etc.
Federal Aviation Administration Twentieth Edition
ENR 1.17 North Atlantic (NAT)
Timekeeping Procedures
1. Prior to entry into NAT minimum navigation performance specifications (MNPS) airspace, the time reference system(s) to be used during the flight for calculation of waypoint estimated times of arrival (ETAs) and waypoint actual times of arrival (ATAs) shall be synchronized to universal coordinated time (UTC). All ETAs and ATAs passed to air traffic control shall be based on a time reference that has been synchronized to UTC or equivalent. Acceptable sources of UTC include:
1.1 WWV . National Institute of Standards and Technology (Fort Collins, Colorado). WWV operates 24 hours a day on 2500, 5000, 10000, 15000, 20000 kHz (AM/single sideband (SSB)) and provides UTC voice every minute.
1.2 GPS (corrected to UTC) . Available 24 hours a day to those pilots who can access the time signal over their shipboard GPS equipment.
1.3 CHU . National Research Council (NRC) . Available 24 hours a day on 3330, 7335, and 14670 kHz (SSB). In the final 10.second period of each minute, a bilingual station identification and time announcement is made. Since April 1990, the announced time is UTC.
1.4 BBC . British Broadcasting Corporation (United Kingdom). The BBC transmits on a number of domestic and world.wide frequencies and transmits the Greenwich time signal (referenced to UTC) once every hour on most frequencies, although there are some exceptions.
1.5 Any other source shown to the State of Registry or State of Operator (as appropriate) to be an equivalent source of UTC.
Federal Aviation Administration Twentieth Edition
ENR 1.18 North Atlantic (NAT)
Safety Information
1. Report Leaving, Report Reaching
1.1 The early discovery of altitude deviations is extremely important to the overall safety of NAT operations. Deferring the required reports of leaving and reaching flight levels until the next routine communication may lead to instances where aircraft fly at the incorrect flight level for long durations. This is not acceptable from a system safety standpoint. While the actual number of vertical errors in the NAT Region is relatively small, some of these errors continue undetected (and therefore uncorrected) for long durations.
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