The safety and effectiveness of traffic control depends to a large extent on accurate position reporting
In order to provide the proper separation and expedite aircraft movements, ATC must be able to make accurate estimates of the progress of every aircraft operating on an IFR flight plan
Position Identification:
When a position report is made passing a VOR radio facility, the time reported should be the time at which the first complete reversal of the "to/from" indicator is accomplished
When a position report is made passing a facility by means of an airborne ADF, the time reported should be the time at which the indicator makes a complete reversal
When an aural or a light panel indication is used to determine the time passing a reporting point, such as a fan marker, Z marker, cone of silence or intersection of range courses, the time should be noted when the signal is first received and again when it ceases
The mean of these two times should then be taken as the actual time over the fix
If a position is given with respect to distance and direction from a reporting point, the distance and direction should be computed as accurately as possible
Except for terminal area transition purposes, position reports or navigation with reference to aids not established for use in the structure in which flight is being conducted will not normally be required by ATC
Position Reporting Points:
Non-Compulsory Reporting Point
Compulsory Reporting Point
CFRs require pilots to maintain a listening watch on the appropriate frequency and to furnish position reports passing certain reporting points
Reporting points are shown on enroute charts
Compulsory reporting points are a solid triangle [Figure 1]
Non-compulsory reporting points are open triangles which are only required when requested by ATC [Figure 2]
Reports passing an "on request" reporting point are only necessary when requested by ATC
Position Report Items:
Identification
Position
Time
Altitude or flight level (include actual altitude or flight level when operating on a clearance specifying VFR-on-top)
Type of flight plan (not required in IFR position reports made directly to ARTCCs or approach control)
ETA and name of next reporting point
The name only of the next succeeding reporting point along the route of flight
Pertinent remarks
Non-Compulsory Reporting Point
Compulsory Reporting Point
Reporting Requirements:
Flights Along Airways or Routes:
Required by all flights, regardless of altitude, including those operating in accordance with an ATC clearance specifying "VFR-ON-TOP," over each designated compulsory reporting point along the route being flown
Flights Along a Direct Route:
Regardless of the altitude or flight level being flown, including flights operating in accordance with an ATC clearance specifying "VFR-on-top," pilots must report over each reporting point used in the flight plan to define the route of flight
This scenario can be especially applicable during an ATC-Alert, ATC-Limited, or ATC-Zero situation
Flights in a Radar Environment:
When informed by ATC that their aircraft are in "radar contact," pilots should discontinue position reports over designated (explicitly requested) reporting points
They should resume normal positioning reporting when ATC advises "radar contact lost" or "radar service terminated"
Controllers attempting to radar contact an aircraft will assign a specific squawk or ask for an IDENT
Flights in an Oceanic (Non-radar) Environment:
Pilots must report over each point used in the flight plan to define the route of flight, even if the point is depicted on aeronautical charts as an "on request" (non-compulsory) reporting point
For aircraft providing automatic position reporting via an Automatic Dependent Surveillance-Contract (ADS-C) logon, pilots should discontinue voice position reports
ATC will inform pilots that they are in "radar contact:"
When their aircraft is initially identified in the ATC system; and
When radar identification is reestablished after radar service has been terminated or radar contact lost:
Subsequent to being advised that the controller has established radar contact, this fact will not be repeated to the pilot when handed off to another controller. At times, the aircraft identity will be confirmed by the receiving controller; however, this should not be construed to mean that radar contact has been lost. The identity of transponder equipped aircraft will be confirmed by asking the pilot to "ident," "squawk standby," or to change codes. Aircraft without transponders will be advised of their position to confirm identity. In this case, the pilot is expected to advise the controller if in disagreement with the position given. Any pilot who cannot confirm the accuracy of the position given because of not being tuned to the NAVAID referenced by the controller, should ask for another radar position relative to the tuned in NAVAID
Required Reports:
The following reports are to be made to ATC or FSS facilities without a specific ATC request, remembered with the acronym "MARVELOUS VFR C500:"
Missed approach execution (request clearance for specific action; i.e., to alternate airport, another approach, etc.)
Airspeed changes in the average true airspeed (at cruising altitude) when it varies by 5% or 10 knots (whichever is greater) from that filed in the flight plan
Reaching a holding fix or point to which cleared (report the time and altitude or flight level)
VFR on top altitude changes
Estimate correction at anytime it becomes apparent that an estimate as previously submitted is in error in excess of 2 minutes (non-radar)
For flights in the North Atlantic (NAT), a revised estimate is required if the error is 3 minutes or more
Leaving any assigned holding fix or point
There exists an exception for pilots of aircraft involved in instrument training at military terminal area facilities when radar service is being provided
Outer marker or fix inbound (non-radar)
Unforecast, or hazardous conditions encountered, or hazardous conditions which have been forecast, are expected to forward a report such weather to ATC (non-radar)
Safety of flight related information
Vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level
Final approach fix inbound on final approach (nonprecision approach) used in lieu of the outer marker inbound on final approach (precision approach) (non-radar)
Radio or navigation failures
Includes any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while using installed IFR-certified GPS/GNSS receivers, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability
Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired from ATC
Other equipment installed in an aircraft may effectively impair safety and/or the ability to operate under IFR
If such equipment (e.g., airborne weather radar) malfunctions and in the pilot's judgment either safety or IFR capabilities are affected, reports should be made as above
When reporting GPS anomalies, include the location and altitude of the anomaly
Be specific when describing the location and include duration of the anomaly if necessary
Compulsary reporting points (non-radar)
500 FPM climb/descent rate is not attainable
In summary, reports at all times:
Missed approach
Airspeed ±10 knots or 5% change of filed TAS
Reaching a holding fix (time and altitude)
VFR on top altitude changes
Leaving a holding fix
Safety of flight
Vacating an altitude or flight level
Radio or navigation failure
500 FPM climb or descent rate not obtainable
Reports in a non-radar environments:
ETA change of ±2 or 3 minutes (as applicable)
Outer marker inbound
Unforecasted weather or encourting forecasted hazardous conditions
Final approach fix inbound
Compulary reporting points
Inflight Monitoring and Reporting:
Pilots are encouraged to monitor 121.5 MHz and/or 243.0 MHz while inflight to assist in identifying possible emergency ELT transmissions. On receiving a signal, report the following information to the nearest air traffic facility:
Your position at the time the signal was first heard
Your position at the time the signal was last heard
Your position at maximum signal strength
Your flight altitudes and frequency on which the emergency signal was heard (121.5 MHz or 243.0 MHz).
If possible, positions should be given relative to a navigation aid
If the aircraft has homing equipment, provide the bearing to the emergency signal with each reported position
Air Traffic Control Reporting Requirements:
Internal to Air Traffic Control procedures are Mandatory Occurrence Reports, or MORs
The process in most cases is transparent to pilots
All employees must ensure that the following occurrences, of which they are aware through either direct involvement or observation, are reported:
Airborne Loss of Separation
Unauthorized Unmanned Aircraft System (UAS)
Airport Surface Loss of Separation
Terrain/Obstruction Loss of Separation
Airborne Air Traffic Control Anomalies (Airspace/Altitude/Route/Speed) Not Involving a Loss of Separation
Airport Environment issues
Oceanic Environment issues
Communication issues
Emergency or In-Flight Hazard
Inquries from external entities
Instances that involve a deviation by the pilot may result in ATC stating "possible pilot deviation" with the request to call a provided upon landing
Conclusion:
In addition to reporting related to flight operations, pilots must be aware that any significant incident on your record may impact your eligibility to execute your priviliges, for example, a DUI/DWI charge
