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NAT MNPS 32 Edition 2008
future step climbs, this may be incorporated in the WAH report by appropriately substituting the word
“Request” for the word “Able”.
Example: “Global Air 543, 42 North 040 West at 1215, Flight Level 330,
Estimating 40 North 050 West at 1310, 38 North 060 West Next.
Request Flight Level 340 at 1235, Able Flight Level 350 at 1325,
Request Flight Level 360 at 1415”
6.4.4 Although optimal use of the WAH reports is in conjunction with a Position Report, a WAH
report can be made or updated separately at any time.
Example: “Global Air 543, Able Flight Level 360 at 1035, Request Flight Level 370
at 1145, Able Flight Level 390 at 1300”
6.4.5 It should be noted that ATC acknowledgement of a WAH report (and any included
requests) is NOT a clearance to change altitude.
6.5 METEOROLOGICAL REPORTS
6.5.1 Some aircraft flying in the NAT are required to report MET observations of wind speed and
direction plus outside air temperature. Any turbulence encountered should be included in these reports.
From among the aircraft intending to operate on the organised track system, OACs designate those which
will be required to report routine meteorological observations at, and midway between, each prescribed
reporting point. The designation is made by the OAC when issuing the Oceanic Clearance using the phrase
“SEND MET REPORTS“, and is normally made so as to designate one aircraft per track at approximately
hourly intervals. Pilots flying routes which are partly or wholly off the OTS should include routine MET
observations with every prescribed report. The midpoint observation should be recorded then transmitted at
the next designated reporting point. The format to be used for the reporting of such additional observations
must be by reference to the latitude (degrees and minutes) and longitude (degrees only) for the intermediate
mid-point. It should be recognised that the use of the term “MID” is insufficient for direct input into MET
computers.
6.5.2 When a ground unit establishes an event contract with an aircraft to provide ADS position
reports, it may also establish an additional periodic report contract (e.g. with a 30 mn interval). Such ADS
periodic reports, unlike event reports, contain wind and temperature data and thereby satisfy the MET
authorities requirements. Similarly, “FMC Waypoint position reports” sent via datalink also include wind
and temperature data and aircraft participating in such a datalink programme are deemed to meet the MET
authorities requirement for the provision of MET data. Nevertheless, it must be appreciated that any such
automated MET Reports do not include information on any turbulence or any other unusual meteorological
phenomena. Any pilot providing position reports via datalink, who encounters turbulence, etc, should report
this information via voice or, if appropriate, via a CPDLC free text downlink message.
6.6 HF COMMUNICATIONS FAILURE
6.6.1 Rules and procedures for the operation of an aircraft following a radio communications
failure (RCF) are established to allow ATC to anticipate that aircraft’s subsequent actions and thus for ATC
to be able to provide a service to all other flights within the same vicinity, so as to ensure the continued safe
separation of all traffic. The general principles of such rules and procedures are set out in Annexes 2 and 10
to the ICAO Convention. States publish in their AIPs specific RCF rules and regulations to be followed
within their particular sovereign airspace.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 33 Edition 2008
6.6.2 It must be recognised that there is in general an underlying premise in “normal” radio
communications failure procedures that they are for use when a single aircraft suffers an on-board
communications equipment failure. Within the NAT Region and some adjacent domestic airspace (e.g.
Northern Canada), where HF Voice is primarily used for air-ground ATC communications, ionospheric
disturbances resulting in poor radio propagation conditions can also interrupt these communications. While
it is impossible to provide guidance for all situations associated with an HF communications failure, it is,
however, extremely important to differentiate between two distinct circumstances: - firstly, an on-board
communications equipment failure, resulting in an individual aircraft losing HF communications with ATC
and; secondly, the occurrence of poor HF propagation conditions (commonly referred to as “HF Blackouts”),
which can simultaneously interrupt HF air-ground communications for many aircraft over a wide area.
6.6.3 In the case of an on-board communications equipment failure, even though ATC loses
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