A position report to ATC should include the following in the order specified:

Aircraft identification

Position — over a mandatory reporting point

Time (UTC) over the position

Flight level

Next fix and time (UTC)

Name of the following fix

Optional temperature and wind readings

An example of a position report and the controlling agency's response: (Aircraft) “Gander, N123JC, Position.” (Gander Center) “N123JC go ahead.” (Aircraft) “N123JC position 51 North 40 West at 0310; Flight Level 410; estimate 52 North 30 West at 0358; 52 North 20 West next. Temperature minus 54, wind 260 diagonal 60, over.” (Center) “Roger N123JC, position 51 North 40 West at 0310, 410, 52 North 30 West at 0358.”

In this example, 51 North 40 West represents the position of north 51.00.0 and west 040.00.0. Proper position reporting requires brevity, due to the high volume of communications on HF. This format should be used for all HF position reports, substituting waypoint names for latitude and longitude when so indicated on the en route charts.

A position report is required at all Atlantic, Pacific and European FIR boundaries. When departing from U.S. or Canadian cities, reports should be made at all compulsory reporting points on the FIR boundary.

On the North Atlantic plotting chart, there are blue triangles printed on the FIR boundaries that represent the transition from local to oceanic control. For those flights departing gateways in Newfoundland (Gander, St. John's and Stephenville), there are no triangles along the FIR from St. Anthony south to Gander. East of Gander the first mandatory reporting boundary is at 50 deg. W. Long.

No named reporting points are designated on the European FIR boundary, so position reports must be made using latitude and longitude coordinates. The same is true of Guam and Tokyo CTA/FIR. The flight crew should expect ATC to require confirmation approaching and reaching all FIR boundaries.

In the unlikely event that HF radio communications are lost, the flight is expected to continue on the last assigned oceanic clearance. Every effort should be made to relay position reports on the VHF guarded frequency, 121.5, or when over the Atlantic, via the air-to-air frequency, 131.8. Traditionally, oceanic aircraft have always monitored 123.45, in order to render communication assistance to other aircraft within VHF range. Over the Pacific the same procedures exist with the addition of VHF frequency 128.95.