Compulsory vs. Non-Compulsory Reporting Points: The Triangles, the Full Position Report, and Every Report ATC Always Wants
Updated: 1 day ago
In IFR flying, clear communication with Air Traffic Control is just as critical as precise navigation. One of the ways ATC maintains situational awareness — especially outside radar coverage — is through position reports made at designated reporting points. But the topic is broader than “report at the solid triangles”: there’s a standard format for the report itself with more elements than most pilots give, a rule that turns ordinary fixes into compulsory points when you fly direct, two phrases from ATC that switch the whole requirement on and off, and a separate list of reports you must make at all times whether radar is watching you or not. Understanding all of it is essential for safe, compliant instrument flying — and it’s a reliable checkride topic because it’s exactly the kind of thing GPS has let pilots forget.
This post covers reporting points in practical depth: what a reporting point is, compulsory versus non-compulsory points and their chart symbols, when compulsory reports are required (including the direct-route rule), the complete position report format with a worked example, what “radar contact” and “radar service terminated” do, the full list of reports required at all times, the reports required only without radar, the FSS fallback, and the checkride questions.
Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >
What a Reporting Point Is
A reporting point is a defined geographic location — a fix, intersection, waypoint, or navaid — where a pilot may be expected to report position to ATC.
Reporting points help ATC:
Track aircraft progress along a route
Maintain separation between aircraft by time and position when radar isn’t available
Coordinate traffic in non-radar or limited-radar environments (mountainous areas, low altitudes, oceanic and remote airspace)
Manage sequencing and handoffs between sectors
The non-radar origin:
Before radar, position reports were the ONLY way ATC knew where anyone was
Controllers tracked aircraft on paper strips using pilot-reported times and estimates
Separation was built from those reports (“procedural control”)
The system still works that way wherever radar doesn’t reach
Why it still matters:
Radar coverage is not universal — it has gaps at low altitude, in terrain, and in remote areas
ADS-B has extended surveillance but hasn’t eliminated non-radar airspace
Radar and ADS-B can fail
When surveillance drops out, position reporting is the backup
Compulsory Reporting Points
Definition:
A compulsory reporting point is a fix where you MUST report your position to ATC — unless you’ve been told you’re in radar contact or ATC has otherwise waived the requirement
If you pass one under IFR without radar contact, the report is mandatory
The AIM: pilots “shall report over each designated compulsory reporting point” when not in radar contact
The default is “report”
Chart depiction:
A solid (filled) triangle at the fix or intersection
Where a VOR itself is a compulsory reporting point, the solid triangle is drawn at the navaid symbol
Easy to spot once you know to look
Filled = required
Why they’re where they are:
Placed where ATC needs positive confirmation of position: sector boundaries, airway junctions, points where separation is built, entry points to non-radar areas
Designed for the procedural-control system
Not random
Each one answers a specific controller need
When compulsory reports are required:
Flying in non-radar airspace
Flying in airspace that has radar, but ATC has NOT told you “radar contact”
After ATC says “radar contact lost” or “radar service terminated”
Whenever ATC hasn’t waived the requirement
In short: whenever you’re not confirmed in radar contact
When they’re suspended:
Once ATC says “radar contact,” routine position reports at compulsory points are no longer required
ATC is now tracking you
The requirement resumes if radar contact is lost
“Radar contact” is the switch
The Direct-Route Rule (Often Missed)
A compulsory-reporting rule that doesn’t involve any triangles at all.
The rule (AIM 5-3-2):
When flying a DIRECT route (not an established airway), the fixes you used in your flight plan to DEFINE that route become compulsory reporting points — when you’re not in radar contact
There may be no solid triangle at those fixes
They’re compulsory because they’re your route’s definition and ATC has nothing else to track you by
Your filed fixes become your reporting points
Why it exists:
On an airway, the designers placed compulsory points where ATC needs them
On a direct route you built yourself, there are no designated points — so the fixes in your flight plan serve that role
ATC separates you based on your estimates for those fixes
The route you filed is the reporting structure
The practical effect:
If you filed “ABC direct XYZ direct DEF” and you’re not in radar contact, report over ABC, XYZ, and DEF
Even if none of them are charted as compulsory
Give the same full position report
A direct route doesn’t reduce the reporting burden — it defines it
The GPS-era relevance:
Direct routing is now the norm
Most of the time you’re in radar contact, so it doesn’t come up
But in a radar gap (mountains, low altitude, remote areas), it does
Know which fixes defined your route
Non-Compulsory Reporting Points
Definition:
A non-compulsory reporting point is a fix where a position report is NOT required unless ATC specifically requests one
A navigation reference and a potential reporting point, but not a mandatory one
Flexibility for routine flights
The default is “don’t report”
Chart depiction:
An open (hollow) triangle at the fix
Same shape as compulsory, unfilled
Open = optional
The fill is the difference
When ATC may request reports at non-compulsory points:
Radar coverage is intermittent or lost
Traffic complexity increases and the controller needs tighter timing
An aircraft has deviated from its clearance and the controller wants position confirmation
Timing accuracy becomes important (sequencing into an arrival, spacing on a non-radar approach)
During abnormal or emergency situations
If ATC asks:
A requested report at a non-compulsory point is mandatory for that flight
“Report BRAVO” turns BRAVO into a required report
Same format as a compulsory report
The request is the trigger
Why they exist:
Not every fix needs a report under normal conditions — reporting at all of them would clog the frequency
But controllers need the option to ask for reports at any fix when conditions demand
Non-compulsory points are the “available on request” set
A tool for the controller
The Complete Position Report Format (AIM 5-3-2)
Here’s the full standard format — more elements than most pilots deliver, and all of them matter in non-radar airspace.
The elements, in order:
Aircraft identification
Position (the fix or reporting point)
Time over the fix
Altitude or flight level (when VFR-on-top, include the actual altitude)
Type of flight plan — NOT required when reporting directly to Center or Approach; included when reporting through Flight Service
ETA and name of the NEXT reporting point
The name of the next SUCCEEDING reporting point (the one after that — name only, no time)
Pertinent remarks (anything relevant: icing, turbulence, a deviation, a problem)
The two “next” elements:
Element 6 is the next fix AND your estimate for it
Element 7 is the fix AFTER that — name only
Both are standard parts of the report, not extras
ATC uses the estimate to build separation and the succeeding fix to confirm your route
A complete example:
“Denver Center, Cessna 123AB, over JENNA at 1420, seven thousand, estimating LIT at 1450, DELTA next.”
Identification: Cessna 123AB
Position: JENNA
Time: 1420
Altitude: 7,000
Next fix and ETA: LIT at 1450
Succeeding fix: DELTA
(No flight-plan type — this is direct to Center; no remarks — nothing pertinent)
The same report through Flight Service:
“Flight Service, Cessna 123AB, over JENNA at 1420, seven thousand, IFR, estimating LIT at 1450, DELTA next.”
The “IFR” is added because FSS relays reports for both VFR and IFR flight plans
Everything else the same
Flight-plan type only when going through FSS
The time element:
Time over the fix in UTC (Zulu); minutes only is acceptable when the hour is obvious (“at two-zero”)
Be accurate — ATC builds separation on these times
Note the time as you cross, then report
Precision matters in non-radar
The estimate element:
Your ETA for the next fix — computed from groundspeed and distance
ATC uses it to project your position and separate you from others
If it changes significantly, you must update it (below)
An honest, computed number
Keeping it concise:
Say exactly the elements, in order, nothing extra
Controllers write the report on a strip as you say it; the standard order matches their form
Don’t editorialize
Standard format, standard order
“Radar Contact” and “Radar Service Terminated”
The two phrases that turn position reporting off and on.
“Radar contact”:
ATC has identified your aircraft on radar (or ADS-B) and is now tracking you
Routine position reports at compulsory points are no longer required
ATC assumes responsibility for knowing where you are
The reporting requirement is suspended — not the OTHER required reports (below)
What “radar contact” does NOT waive:
The reports required at all times (altitude changes, missed approaches, holding fixes, equipment failures, and the rest)
Those continue regardless of radar
Radar contact only removes the routine position report
Two separate lists
“Radar contact lost” / “Radar service terminated”:
ATC no longer has you on radar (lost), or has stopped providing radar service (terminated — typically when leaving radar coverage or on a handoff to a non-radar facility)
Position reporting at compulsory points RESUMES
You’re back in the procedural system
Listen for these phrases; they change your obligations
The “assuming radar contact” error:
You’re in airspace that has radar, so you assume you’re in radar contact
But ATC never said the words
The requirement to report at compulsory points still applies
Radar contact exists only when ATC says it does
“Radar contact” on a handoff:
When you’re handed off to a new sector, the new controller often says “radar contact” again (or simply continues service)
If a new facility doesn’t confirm radar contact and you’re approaching a compulsory point, ask: “Are you receiving us in radar contact?”
Don’t assume continuity across a handoff
When in doubt, ask
Reports Required at ALL Times (With or Without Radar)
This is the list the original touches on but doesn’t give — and it’s tested as a set. These are required whether or not you’re in radar contact (AIM 5-3-3), and they may be made to ATC or to Flight Service.
The reports:
Vacating any previously assigned altitude or flight level for a newly assigned one (“leaving seven thousand for nine thousand”)
Altitude changes when operating VFR-on-top
When unable to climb or descend at a rate of at least 500 feet per minute
When an approach has been missed (request clearance for a specific action — another approach, the alternate)
A change in average true airspeed at cruising altitude of 5% or 10 knots, whichever is greater, from what was filed
The time and altitude or flight level upon reaching a holding fix or clearance limit
When leaving any assigned holding fix or point
Any loss, in controlled airspace, of navigation or communication capability — loss of VOR, TACAN, ADF, or low-frequency navigation receiver capability; GPS anomalies while using an installed IFR-certified GPS receiver; complete or partial loss of ILS receiver capability; or impairment of air/ground communications. The report should include your identification, the equipment affected, how much your ability to operate IFR in the ATC system is impaired, and what assistance you want from ATC
Any information relating to the safety of flight
Also expected:
Weather that was not forecast, or hazardous weather that was forecast and is encountered, should be reported to ATC (this is the “unforecast weather” item in the mnemonic below)
The mnemonic — MARVELOUS VFR C500:
M – Missed approach
A – Airspeed change (5% or 10 knots, whichever is greater)
R – Reaching a holding fix or clearance limit (time and altitude)
V – VFR-on-top altitude changes
E – ETA change of more than 2 minutes (non-radar only)
L – Leaving a holding fix
O – Outer marker inbound on a precision approach (non-radar only)
U – Unforecast weather (or hazardous forecast weather encountered)
S – Safety of flight
V – Vacating an assigned altitude for a new one
F – Final approach fix inbound on a non-precision approach (non-radar only)
R – Radio or navigation equipment failure or impairment
C – Compulsory reporting points (non-radar only)
500 – Unable to climb or descend at least 500 fpm
The mnemonic mixes the “always” and “non-radar” items — the lists above and below separate them
Why these are required regardless of radar:
Radar shows ATC where you are, not what’s happening in the cockpit
A missed approach, an equipment failure, an inability to climb, a changed estimate — ATC can’t see those on a scope
They affect separation and planning
Radar doesn’t replace the pilot telling ATC what ATC can’t see
The “leaving an altitude” report in practice:
“Cessna 123AB, leaving seven thousand, climbing to nine thousand”
Made when you actually start the climb or descent, not when you receive the clearance
The most frequent of these reports
Make it every time
The airspeed-change report:
If your cruise TAS changes by 5% or 10 knots (whichever is greater) from what you filed, report it
Because ATC projected your position from your filed speed
A slower-than-filed cruise ruins estimates
Often forgotten
The equipment-failure report in practice:
“Cessna 123AB, we’ve lost our GPS; we can navigate by VOR but can’t fly the RNAV approach — request vectors to the ILS”
What’s affected, how impaired you are, what you need
Gives ATC what they need to help
The AIM’s format for this one
Reports Required Only When NOT in Radar Contact
Two additional reports that apply only without radar (AIM 5-3-3).
1. Leaving the final approach fix inbound (or the outer marker):
Report leaving the FAF inbound on a non-precision approach, or leaving the outer marker (or the fix used in lieu of it) inbound on a precision approach
Lets ATC know you’re committed to the approach and when to expect you on the ground or on the missed
Only without radar — with radar, they can see it
“Cessna 123AB, JENNA inbound”
2. A corrected estimate:
Whenever it becomes apparent that an estimate you previously gave is off by more than 2 minutes, report the corrected estimate
ATC built separation on your estimate; a significant error means the separation is wrong
Don’t wait for the fix — report the correction as soon as you know
(For North Atlantic oceanic operations, the threshold is 3 minutes)
Why 2 minutes:
Non-radar separation is built on time intervals between aircraft over fixes
A 2-minute error can erode the interval
The correction lets the controller re-plan
Small number, real consequence
Together with the compulsory-point reports:
Without radar, you’re making: compulsory position reports, FAF/OM inbound reports, corrected estimates, AND all the “always” reports
A heavier communication load
Which is why non-radar flying demands disciplined report preparation
Know the list cold
Reporting Through Flight Service
When you can’t reach ATC directly.
The situation:
In some non-radar areas at low altitude, you may be out of direct radio range of Center
Flight Service (via a remote communications outlet) can relay your position report to ATC
A standard backup channel
Common in mountainous and remote areas
How it changes the report:
Include the type of flight plan (“IFR”) after the altitude — FSS relays for VFR and IFR flights and needs to know which
Otherwise the same format
FSS forwards the report to the controlling facility
Make sure to confirm they received it
The frequency:
Find the appropriate FSS frequency from the chart (RCO frequencies are printed near navaids and in the Chart Supplement)
Some remote areas publish a Center frequency with a note that it’s only usable above a certain altitude
Plan your communication path in advance for non-radar routes
Know how you’ll report before you need to
Reporting Points and RNAV / GPS
What changes, and what doesn’t.
With GPS and RNAV:
Many reporting points are database waypoints; your position relative to them is displayed continuously
Timing the crossing is easy (the GPS shows distance and ETA to the fix)
Estimates for the next fix are more accurate (groundspeed-based ETA on the display)
Position awareness is better than ever
What does NOT change:
The reporting requirements — compulsory points without radar, the direct-route rule, the “always” reports, the non-radar reports
The chart symbology (you still need to recognize the triangles)
The report format
Automation improves the inputs; it doesn’t make the reports
The direct-route interaction:
GPS makes direct routing routine — and direct routing makes your filed fixes compulsory reporting points without radar
The better the navigation, the more likely you’re off the airways, and the more the direct-route rule applies
Know your filed fixes
A modern reason to understand an old rule
For checkrides and lost comms:
Examiners expect you to understand traditional reporting even in a glass cockpit
In lost communications, you can’t report — but the estimates you gave before losing comms are what ATC uses to clear airspace ahead of you, which is why accurate estimates always matter
Raw-data competence under the automation
The concept persists
Common Pilot Mistakes
Failing to report at compulsory points in non-radar airspace
Assuming radar contact without hearing it stated (or across a handoff where it wasn’t confirmed)
Confusing open and solid triangles
Forgetting that filed fixes on a direct route become compulsory without radar
Giving an incomplete position report (leaving out the next fix’s ETA or the succeeding fix)
Treating “radar contact” as waiving ALL reports (it waives only the routine position report)
Forgetting the “always” reports — especially leaving an altitude, the airspeed change, and reaching/leaving a holding fix
Reporting an equipment failure without saying what’s affected, how impaired you are, and what you need
Not updating an estimate that’s off by more than 2 minutes without radar
Over-reporting unnecessary positions in busy radar airspace (cluttering the frequency)
Forgetting to resume reporting after “radar service terminated” or “radar contact lost”
Omitting the flight-plan type when reporting through Flight Service
Practical IFR Tips
Brief reporting points during preflight: mark the solid triangles on your route, and note your filed fixes if you’re direct
Listen for “radar contact,” “radar contact lost,” and “radar service terminated” — and write down which state you’re in
Prepare each position report before the fix: note the time as you cross, have the next fix’s ETA and the succeeding fix’s name ready
Use the standard order every time — controllers transcribe it onto a strip in that order
Know the “always” reports as a set; the altitude-leaving report is the one you’ll use most
When in doubt, ask: “Are you receiving us in radar contact?” or “Do you need position reports?”
Keep reports concise and standardized; the frequency is shared
Checkride Questions — With Answers
“What’s the difference between a compulsory and a non-compulsory reporting point?”
A compulsory reporting point (solid triangle) requires a position report whenever you’re not in radar contact, unless ATC waives it. A non-compulsory reporting point (open triangle) requires a report only when ATC specifically requests one.
“When are position reports required at compulsory points?”
Whenever you are not in radar contact — in non-radar airspace, when ATC hasn’t said “radar contact,” or after “radar contact lost” or “radar service terminated.” Once ATC says “radar contact,” routine position reports are suspended.
“What about a direct route with no charted reporting points?”
When not in radar contact, the fixes you used in your flight plan to define the direct route are compulsory reporting points, even without triangles.
“What’s in a position report?”
Identification, position, time, altitude, (flight-plan type if through FSS), ETA and name of the next reporting point, the name of the succeeding reporting point, and pertinent remarks. Example: “Center, Cessna 123AB, over JENNA at 1420, seven thousand, estimating LIT at 1450, DELTA next.”
“Does ‘radar contact’ mean you don’t have to report anything?”
No. It suspends routine position reports at compulsory points only. The reports required at all times still apply — leaving an altitude, VFR-on-top altitude changes, unable to climb/descend 500 fpm, a missed approach, an airspeed change of 5% or 10 knots, reaching or leaving a holding fix or clearance limit, loss of nav or comm capability, and anything affecting safety of flight.
“What additional reports are required only without radar?”
Leaving the FAF inbound (non-precision) or the outer marker inbound (precision), and a corrected estimate whenever a previous estimate is off by more than 2 minutes.
“What should an equipment-failure report include?”
Your identification, the equipment affected, the degree to which your ability to operate IFR in the ATC system is impaired, and the nature and extent of the assistance you want from ATC.
“What do you add when reporting through Flight Service?”
The type of flight plan (“IFR”), after the altitude, because FSS relays for both VFR and IFR flights.
Key Takeaways
Solid triangle = compulsory (report when not in radar contact); open triangle = non-compulsory (report only when asked)
On a direct route without radar, your filed fixes are compulsory reporting points
“Radar contact” suspends routine position reports; “radar contact lost” and “radar service terminated” reinstate them
The full position report has eight elements, including the next fix’s ETA AND the name of the fix after it
A separate list of reports is required at ALL times, radar or not — vacating an altitude, missed approaches, holding fixes, equipment failures, airspeed changes, safety of flight
Without radar, add the FAF/outer-marker inbound report and corrected estimates off by more than 2 minutes
Through Flight Service, add the flight-plan type
Final Thoughts
While modern radar, ADS-B, and GPS have reduced how often most pilots make position reports, compulsory and non-compulsory reporting points remain a core IFR concept — they’re the backbone of procedural control wherever surveillance doesn’t reach, and surveillance doesn’t reach everywhere. The skill has more pieces than the triangles: the full report format with both “next” fixes, the rule that makes your filed direct-route fixes compulsory, the two ATC phrases that switch the requirement on and off, and the separate list of reports you owe ATC at all times because radar can’t see inside your cockpit.
Learn the lists, prepare each report before the fix, say it in the standard order, and listen for the phrases that change your obligations. In instrument flying, knowing when to speak up is just as important as knowing where you are.
On the Written Test and Checkride
Reporting points and required reports appear on instrument writtens and orals. The most commonly tested topics:
Solid vs. open triangles
When compulsory reports are required (non-radar) and what “radar contact” does
The direct-route rule
The position report format
The reports required at all times (AIM 5-3-3)
The reports required only without radar (FAF/OM inbound, 2-minute estimate correction)
Quick Reference
Reporting Points:
Type | Chart symbol | Report required? |
Compulsory | Solid (filled) triangle | YES, when not in radar contact (unless waived) |
Non-compulsory | Open (hollow) triangle | Only when ATC requests |
Direct-route fixes | (no triangle) | YES, when not in radar contact — the fixes that define your filed route |
When Compulsory Reports Apply:
Non-radar airspace
Radar airspace without “radar contact” stated
After “radar contact lost” or “radar service terminated”
Suspended by “radar contact”; reinstated when it’s lost or terminated
The Position Report (AIM 5-3-2):
Identification
Position
Time (UTC)
Altitude / flight level (actual altitude if VFR-on-top)
Type of flight plan (only through FSS)
ETA and name of the NEXT reporting point
Name of the SUCCEEDING reporting point
Pertinent remarks
Example: “Center, Cessna 123AB, over JENNA at 1420, seven thousand, estimating LIT at 1450, DELTA next.”
“Radar Contact”:
Suspends ROUTINE position reports at compulsory points
Does NOT waive the “always” reports
Only exists when ATC says it; confirm across handoffs if unsure
Reports Required at ALL Times (radar or not — AIM 5-3-3):
Vacating an assigned altitude for a new one
Altitude changes when VFR-on-top
Unable to climb/descend at least 500 fpm
Missed approach
TAS change of 5% or 10 kt (whichever greater) from filed
Time and altitude reaching a holding fix or clearance limit
Leaving a holding fix or point
Loss (in controlled airspace) of VOR/TACAN/ADF/LF nav capability, GPS anomalies on an IFR-certified receiver, complete or partial ILS receiver loss, or impaired comms — say what’s affected, how impaired you are, and what help you need
Anything relating to safety of flight (including unforecast or hazardous weather)
Mnemonic: MARVELOUS VFR C500
Reports Required Only WITHOUT Radar:
Leaving the FAF inbound (non-precision) or the outer marker inbound (precision)
A corrected estimate when a prior estimate is off by more than 2 minutes (3 minutes in North Atlantic oceanic)
Through Flight Service:
Add the flight-plan type (“IFR”) after the altitude
FSS relays to ATC
Find RCO frequencies on the chart / Chart Supplement
GPS / RNAV:
Better position and ETA inputs; same reporting requirements
Direct routing makes the direct-route rule more relevant, not less
Key Principle:
Report at solid-triangle fixes — and at your filed fixes on a direct route — whenever you’re not in radar contact; open triangles only on request. Give the full report: who, where, when, altitude, next fix with ETA, the fix after that, and remarks. “Radar contact” turns off routine position reports but never the “always” reports — vacating an altitude, missing an approach, reaching or leaving a hold, losing equipment, changing airspeed, or anything affecting safety. Without radar, add the FAF-inbound report and corrected estimates off by more than 2 minutes.
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Author: Nathan Hodell
CFI, CFII, MEI, ATP, Creator and CEO
Nathan is an aviation enthusiast with thousands of hours of flying and dual instruction over the past 15+ years. Through his aviation career he has been able to earn his ATP, fly as an airline pilot, own/operate flight schools, and create and host wifiCFI.