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implementation in all the North Atlantic OCAs. State AIPs contain the necessary telephone numbers and/or
short-codes for air-initiated call access to aeradio stations and/or direct to OACs. Procedures and rules
governing the use of SATCOM Voice for regular or emergency communications are continually developing
as trials proceed. Currently, SATCOM may be used by any equipped aircraft in emergency or non-routine
situations. An unforeseen inability to communicate by HF is deemed to constitute such a non-routine
situation. Since oceanic traffic typically communicate with ATC through aeradio facilities, a SATCOM call
made due to unforeseen inability to communicate by other means should be made to such a facility rather
than the ATC Centre, unless the urgency of the communication dictates otherwise. In addition to this, trials
are presently being conducted in which equipped International General Aviation (IGA) aircraft may provide
waypoint position reports to NAT aeradio facilities via SATCOM. IGA Operators wishing to participate in
these trials must pre-register. Full details of the trials are contained in the document “Guidance Material for
SATCOM WPR Trials in NAT Airspace” available at http://www.nat-pco.org/ . It is expected that these
trials will be progressively expanded in the future to include all suitably equipped aircraft operating in the
Region and to include all regular ATS communications. Operators are, of course, also bound by their own
State of Registry’s regulations regarding carriage and use of any and all long-range ATS communications
equipment. In many instances MMEL remarks for HF systems now provide significant relief for SATCOM
equipped aircraft, thereby making the requirement for the carriage of fully serviceable HF communications
equipment much less of an issue (Reference HF Communications Failure).
Datalink Communications
6.1.15 Datalink communications are gradually being introduced into the NAT environment for
position reporting ( via FANS 1/A ADS & CPDLC and also via FMC WPR through ACARS) and for other
air/ground ATS exchanges (using FANS 1/A CPDLC). Guidance Material containing full details of the
various services and operational procedures can be downloaded from http://www.nat-pco.org/ . AIS
publications of the NAT ATS Provider States should be consulted to determine the extent of current
implementation in each of the North Atlantic OCAs
6.1.16 On first contact with the initial aeradio stations crews of participating aircraft should expect
to receive the instruction “VOICE POSITION REPORTS NOT REQUIRED”.
6.2 INTER-PILOT AIR-TO-AIR VHF FACILITY 123.45 MHz and EMERGENCY
FREQUENCY 121.5 MHz
6.2.1 The frequency 121.5 MHz should be continuously monitored by all aircraft operating in the
NAT Region so as to be prepared to offer assistance to any other aircraft advising an emergency situation.
6.2.2 An air-to-air VHF frequency has been established for world-wide use when aircraft are out
of range of VHF ground stations which utilise the same or adjacent frequencies. This frequency, 123.45
MHz, is intended for pilot-to-pilot exchanges of operationally significant information (N.B. It is not to be
used as a “chat” frequency).
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 6
NAT MNPS 30 Edition 2008
6.2.3 123.45 MHz may be used to relay position reports via another aircraft in the event of an airground
communications failure.
6.2.4 This frequency (123.45 MHz) may also be used by pilots to contact other aircraft when
needing to coordinate offsets required in the application of the Strategic Lateral Offset Procedures (SLOP).
6.2.5 If necessary initial contact for relays or offset coordination can be established on 121.5 MHz
- 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.
　
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