Pilot Guide to the Reykjavik CTA

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1 2015 Pilot Guide to the Reykjavik CTA

2 1.0 Introduction to the Reykjavik CTA Iceland, Greenland and the Faroe Islands are located in the far north-western corner of Europe, bridging the two continents of North America and Europe. Air traffic control is provided by controllers of VATSIM Scandinavia. Charts, letters of agreement, downloads and other useful information can be found on the VATSIM Scandinavia website. If you need any help, ask one of our friendly controllers online, or post a question in our forums. This guide is designed to be read together with the Sector Map and Airport Guides to Iceland, Greenland and the Faroe Islands. We look forward to seeing you fly in the far north! 1.1 Where are we? The Reykjavik CTA is a large control region that covers Iceland, Greenland, the Faroe Islands and a large portion of the North Sea and North Atlantic Ocean. There is full radar coverage within the confines of the west, south and east sectors, and procedural control within the confines of the north sector. Below FL195 in the north and west sectors you will find the Søndrestrøm FIR which covers all Greenlandic airports with information services. The entire region is classified as oceanic airspace and all aircraft departing and arriving require an oceanic clearance. The only exception to this are domestic flights within a single country. The CTA s borders running clockwise from the North Pole are Murmansk OFIR (Russia), Bodø OFIR (Norway), Norway FIR Stavanger AoR, Scottish FIR (UK), Shanwick OFIR (UK/Ireland), Gander OFIR (Canada) and Edmonton FIR (Canada). Services are generally conducted in English, although Icelandic or other languages are permitted if there is prior agreement between the controller and pilot. It is quite common to hear Norwegian, Danish, Swedish and even French spoken on the radio! 1

3 1.2 Who do I talk to? One of the most confusing things about our airspace is the problem of who to contact? Luckily for you, we ve drawn up an easy-to-use diagram. Simply follow through the prompts and contact the controllers down the order listed. Note, for aircraft transiting or arriving, the 20/30/45 min before contact is to obtain your oceanic clearance. Please ask your current controller (e.g. Scottish Control, or Norway Control) for permission to leave frequency temporarily for oceanic clearance. I am... Departing Arriving/In transit Domestic Flight International Flight From Europe From North America/Russia Contact... Contact mins before entry contact... On entry contact... 45/30 mins before entry contact... On entry contact... DEL DEL BICC_FSS BIRD_CTR BICC_FSS (Below FL195) BGGL_FSS GND GND BIRD_CTR BIRD_CTR (North America) TWR TWR BICC_FSS (Russia) APP APP BIRD_CTR (Ice+Far) BIRD_CTR (Ice+Far) BGGL_FSS (Greenland) BGGL_FSS (Greenland BICC_FSS BIRD_CTR (Central Greenland) EXCEPTION: When Shanwick/Gander/Bodø Oceanic are online, ignore the 20/30/45 minutes before rule. They will give the oceanic clearance on their frequencies. 2

4 Are you a savvy pilot and want to know why the diagram looks the way it is? Or want to be absolutely sure you re talking to the right controller? Here are all the significant positions in our airspace with their area of responsibilities. Generally, the highest authority for a particular area has been listed (so not every TWR, GND and DEL). Identifier Radio Callsign Area of Responsibility Radar BIRD_CTR Reykjavik Control All BIRD sectors Yes BIRD_S_CTR Reykjavik Control South Sector (Iceland) Yes BIRD_E_CTR Reykjavik Control East Sector (Faroe Islands) Yes BIRD_W_CTR Reykjavik Control West Sector above FL195 (South-Central Greenland) Yes BICC_FSS Iceland Radio North Sector above FL195, West Sector only when No BIRD_W_CTR or BIRD_CTR are not online + all oceanic clearances BGGL_FSS Søndrestrøm Information Greenland below FL195 No BIKF_APP Keflavik Approach BIKF & BIRK TMAs (if BIRK_APP not online) up to FL245 Yes BIRK_APP Reykjavik Approach BIRK TMA up to FL245 Yes BIAR_TWR Akureyri Tower BIAR and BIAR TMA up to 7000ft No BIIS_I_TWR Ísafjörður Radio BIIS and surrounding fjords No BIEG_I_TWR Egilsstaðir Radio BIEG TIZ No BIVM_I_TWR Vestmannæyjar Information BIVM TIZ No EKVG_I_TWR Vágar Information EKVG and Faroe Islands 60nm radius up to 7500ft No BGSF_APP Søndrestrøm Approach BGSF TMA up to FL195 Yes BGBW_I_TWR Narsarsuaq Information BGBW TIZ up to FL100 No BGGH_I_TWR Nuuk Information BGGH TIZ up to 8000ft No 1.3 The Oceanic Clearance As all of the Reykjavik CTA is technically classified as oceanic airspace, all pilots entering and departing Iceland MUST request oceanic clearance. The only exception to this is if you are flying a DOMESTIC route, in which case you can request a normal IFR/VFR clearance. The request for oceanic clearance for ARRIVALS/TRANSIT should contain the following information: Reykjavik Entry Point (GONUT) ETA for Entry Point (1523) Requested Mach Number (Mach.82) Requested Flight Level (FL360) For example: CALLSIGN, request oceanic clearance, estimate GONUT at 1523, request flight level 360, Mach.82 If the flight planned route does not contain a waypoint on the Reykjavik CTA boundary then the Entry Point should be the next flight plan waypoint before the Reykjavik CTA boundary. Here is an example conversation between BICC_FSS and SAS123: Iceland Radio, Scandinavian 123 requesting oceanic clearance, estimate RATSU at 1722, request flight level 380, mach.85 Scandinavian 123, Iceland Radio, roger, standby. 3

5 Controller takes 1-2 minutes to prepare clearance, longer if there are other things to do. Please be patient. Scandinavian 123, I have your oceanic clearance, confirm ready to copy? Pilot gets pen and paper ready Scandinavian 123 is ready to copy. Scandinavian 123, cleared to Boston via RATSU direct 63N014W 65N020W 67N030W 68N040W 68N050W 68N062W [then as filed]. From RATSU maintain flight level 380, mach.85. [Optional: cross RATSU not before 1720 for separation] Roger, cleared to Boston via RATSU, then direct 3N014W 65N020W 67N030W 68N040W 68N050W 68N062W [then as filed]. From RATSU maintain flight level 380, mach.85, Scandinavian 123 Scandinavian 123, readback correct. Continue on domestic Back to domestic frequency , Scandinavian 123. The request for oceanic clearance for DEPARTURES should contain the following information: Aircraft type Stand Number ATIS Information Requested Mach Number and Flight Level Here is an example conversation between BIKF_DEL and SAS123: Keflavik Delivery, Scandinavian 123 is a B757 on stand 10 with information Alpha, requesting clearance to Stockholm Arlanda, FL350, mach.78 Scandinavian 123, Keflavik Delivery. Cleared to Stockholm Arlanda Airport. After departure runway 11 direct OSKUM, 63N010W, ISVIG, FL270, mach.78, squawk Cleared to Stockholm, runway 11 direct OSKUM, 63N010W, ISVIG, FL270, mach.78, squawk 4127, Scandinavian 123. Scandinavian 123, readback correct. Note that the standard climb after departure is FL270. You will get further climb to your requested level (or some other level) from BIRD_CTR. As you can probably appreciate, when Keflavik Airport is experiencing heavy traffic flow, there may be significant delays in obtaining your oceanic clearance. This is especially true when the airport is being covered top-down by a higher controllers. So please be patient and request clearance early to ensure you get to depart on time. 1.4 Your Flight Plan Flight plans in Iceland follow the usual format. However, due to our oceanic airspace, we often have to use coordinates of latitude and longitude in place of fixes. Here are two methods you can use to file your coordinates correctly: 1. Degrees only (7 characters) Two figures describing latitude in degrees followed by "N" (North) or "S" (South), followed by three figures describing longitude in degrees followed by "E" (East) or "W" (West). Where necessary make up the correct number of figures by insertion of zeros (e.g. 46N050W). 4

6 2. Degrees and minutes (11 characters) Four figures describing latitude in degrees and tens and units of minutes followed by N (North) or S (South), followed by five figures describing longitude in degrees and tens and units of minutes followed by E (East) or W (West). Where necessary make up the correct number of figures by insertion of zeros (e.g. 4620N05005W). Common errors It is often observed that a mixture of the above is used e.g- 46N05450W, 5455N030W, and also only 5 characters e.g 4540N. These are not acceptable formats. Requirements for Flight Plans on random route segments at/or south of 70 degrees North. For flights operating at or south of 70N, the planned tracks shall normally be defined by significant points formed by the intersection of half or whole degrees of latitude with meridians spaced at intervals of 10 from the Greenwich meridian to longitude 70W. The distance between significant points shall, as far as possible, not exceed one hour's flight time. Additional significant points should be established when deemed necessary due to aircraft speed or the angle at which the meridians are crossed, e.g. at intervals of 10 of longitude (between 5W and 65W). (a) For flights operating along the fixed ATS route network between Canada, the United States, Bermuda and the CAR Region, the track shall be defined by appropriate reference to this route network. (b) Eastbound flights departing Keflavik shall file their route via OSKUM if crossing 010W between 64N and RATSU inclusive. (c) These flights shall not file their route via ALDAN. (d) Eastbound flights departing Reykjavik shall file their route via MOXAL if crossing 010W between 64N and RATSU inclusive. (e) These flights shall not file their route via ALDAN. (f) For westbound flights inbound to Keflavik/Reykjavik shall file their route via ING G3 GAKTU KEF/EL or ALDAN ARBEX KEF/EL if crossing 010W between 64N and ATSIX inclusive. (g) Eastbound flights outbound from Keflavik/Reykjavik crossing 010W at or south of ATSIX shall file their route via BREKI or CELLO. (h) For flights inbound/outbound to/from Keflavik/Reykjavik via other than the above mentioned positions, normal flight planning procedures apply. (i) Flights routing along 61N between RATSU and GUNPA shall not file their route via any intermediate reporting points between RATSU and GUNPA. (j) Eastbound flights planning to exit Reykjavik CTA between 61N and 63N at 00W shall file their route via one of the following waypoints: GUNPA, VALDI, IPTON, INGAL or ISVIG. (k) Flights planning to exit Reykjavik CTA into Scottish CTA shall file their route via one of the following waypoints: BARKU, DEVBI, BESGA, OLKER, GONUT or LIRKI. (l) Flights planning to enter Reykjavik CTA from Scottish CTA shall file their route via one of the following waypoints: BARKU, DEVBI, BESGA, OLKER, GONUT or LIRKI. 5

7 (m) Flights entering Gander Oceanic and then proceeding either through Montreal airspace and Edmonton airspace, or directly into Edmonton before entering Reykjavík Oceanic shall file as follows: a. Aircraft routing over 65N, at or east of 060W, shall file a waypoint at 65N; b. Aircraft routing over 65N, west of 060W, shall file via named waypoint by the boundary between Edmonton and Reykjavik. Requirements for Flight Plans on random route segments north of 70, and at or south of 80N degrees North. The planned tracks shall normally be defined by significant points formed by the intersection of parallels of latitude expressed in degrees and minutes with meridians normally spaced at intervals of 20 from the Greenwich meridian to longitude 60W, using the longitudes 000W, 020W, 040W and 060W. The distance between significant points shall, as far as possible, not exceed one hour's flight time. Additional significant points should be established when deemed necessary due to aircraft speed or the angle at which the meridians are crossed, e.g. at intervals of 20 of longitude (between 10W and 50W). However, when the flight time between successive significant points is less than 30 minutes, one of these points may be omitted. For flights whose flight paths at or south of 80N are predominantly oriented in a north-south direction, the planned tracks shall normally be defined by significant points formed by the intersection of whole degree of longitude with specified parallels of latitude which are spaced at 5. Requirements for Flight Plans on random route segments north of 80N degrees North. The planned tracks shall be defined by points of intersection of parallels of latitude expressed in degrees and minutes with meridians expressed in whole degrees. The distance between significant points shall, normally equate to not less than 30 and not more than 60 minutes of flying time. 1.5 Aerodrome Flight Information Service (AFIS) The vast majority of airports in the Reykjavik CTA are AFIS airports, that is, they only provide an information service as opposed to a control service. As such, it is crucial that pilots understand the basics of this service. The fundamental difference is that AFIS officers only provide information and suggestions. They will not issue clearances (unless they are passing on a clearance from BICC_FSS/BIRD_CTR), give vectors or any explicit instructions. Instead, officers rely pilots to separate themselves using the information provided. Below is an example flight from Vágar Airport (EKVG) to Egilsstaðir Airport (BIEG). Vagar Information, Faroeline 123 is an A319 on stand 3 with information Alpha, requesting clearance to Egilsstaðir Airport, FL200, mach.70 Faroeline 123, Vagar Information, standby. EKVG_I_TWR consults with BIRD_E_CTR 6

8 Faroeline 123, cleared to Egilsstaðir Airport. After departure runway 12 direct MY, ROSTI, HN. Initial climb FL200, mach.70. Cleared to Egilsstaðir Airport. After departure runway 12 direct MY, ROSTI, HN. Initial climb FL200, mach.70, Faroeline 123. Faroeline 123, readback correct, startup and pushback at your discretion, no traffic on the apron Roger, push and start at my discretion, no traffic, Faroeline 123. Vagar Information, request taxi Faroeline 123, taxi and backtrack runway 12 at your discretion, caution the Air Iceland Dash 8 vacating the runway. Taxi and backtrack at my discretion, will give way to the Air Iceland, Faroeline 123. As FLI123 taxis onto the runway Faroeline 123, after departure report passing 7000ft. Wilco, Faroeline 123. Faroeline 123, surface winds 130 degrees at 3 knots, runway 12, takeoff at your discretion. Takeoff at my discretion, Faroeline 123 FLI123 departs and flies direct MY, then direct ROSTI and passes 7000ft Passing 7000ft, direct ROSTI, Faroeline 123 Faroeline 123 roger, contact Reykjavik Control East on , Faroeline 123, bye bye! Tunes to BIRD_E_CTR Reykjavik Control, Faroeline 123 climbing FL200 out of Vágar Faroeline 123, Reykjavik Control, squawk 4121 Squawk 4121, Faroeline 123 Faroeline 123, identified When nearing HN Faroeline 123, when ready, descend to altitude 5000ft, QNH at Egilsstaðir 1018 When ready descend to altitude 5000ft, QNH 1018, Faroeline 123 When nearing BIEG Faroeline 123, continue approach and descent at your discretion, contact Egilsstaðir Radio on Continue at my discretion and Egilsstaðir Radio on , Faroeline 123 Egilsstaðir Radio, Faroeline 123 descending 5000ft, inbound Egilsstaðir Faroeline 123, Egilsstaðir Radio. Runway 22 in use with an Air Iceland currently on final approach. Report final. Copy the traffic and wilco, Faroeline 123 On final runway 22, Faroeline 123 Faroeline 123, surface winds 260 degrees at 8 knots, runway 22, land at your discretion. Land at my discretion, Faroeline 123. When landed Faroeline 123, taxi at your discretion, caution the Air Iceland arrival on apron and the company departure pushing back. Taxi at my discretion, both traffic in sight, Faroeline

9 2.0 Reykjavik Control (BIRD) Reykjavik Control covers the west, south and east sectors of Icelandic airspace with full radar coverage. This position also covers all Icelandic and Faroese airports top down pursuant to the normal VATSIM regulations. The sector splits for Reykjavik Control can be found in the sector map. The simplified explanation is that the south sector covers Iceland, the east sector covers the Faroe Islands and the west sector covers south-central Greenland. As a general rule for day-to-day operations, the sectors are combined to form one giant sector. If Iceland Radio is not online, Reykjavik Control will provide oceanic clearances for all aircraft entering its airspace. However, aircraft are not required to make position reports within Reykjavik Control s airspace. If Iceland Radio is online, you should contact them for oceanic clearance 20/30/45 (Europe/North America/Russia) minutes prior to entering your airspace. If you haven t done so, you will be asked by Reykjavik Control to contact Iceland Radio. 2.1 ATC Positions Name Callsign Frequency Reykjavik Control BIRD_CTR Reykjavik Control (South) BIRD_S_CTR Reykjavik Control (East) BIRD_E_CTR Reykjavik Control (West) BIRD_W_CTR Position Reports Position reports are NOT required in BIRD_CTR, as this is radar-assisted oceanic airspace. In other words, the controller can still see you! 8

10 3.0 Iceland Radio (BICC) Iceland Radio is primarily a procedural ATC position covering the north sector of Icelandic airspace, above FL195. It also provides a service in the west sector of the Reykjavik CTA when Reykjavik Control is not online. In addition, as a peculiarity of Icelandic airspace, Iceland Radio provides oceanic clearances for all four sectors of the Reykjavik CTA (that means north, east, south and west sectors). However, after receiving the clearance pilots will be requested to return to their domestic frequency or UNICOM. 3.1 ATC Positions Name Callsign Frequency Iceland Radio BICC_FSS Entry Procedures Flights approaching Reykjavik airspace from: Scottish FIR or Norway FIR should contact Iceland Radio 20 minutes before entry of Reykjavik airspace to obtain their oceanic clearance. Edmonton FIR should contact Iceland Radio 45 minutes before entry of Reykjavik airspace to obtain their oceanic clearance. Murmansk OFIR should contact Iceland Radio 30 minutes before entry of Reykjavik airspace to obtain their oceanic clearance. Shanwick/Gander/Bodø FIRs OFIRs will receive their oceanic clearances from those controllers (not from Iceland Radio). If departing from an airport within Reykjavik CTA and there is no local ATC online, pilots should contact Iceland Radio for your oceanic clearance before departure. Please note that it is the pilot s responsibility to contact ATC for the oceanic clearance. When there is local ATC online, departing pilots will receive oceanic clearance from local ATC. If neighbouring oceanic sectors are not online, (e.g. Shanwick/Gander/Bodø), Iceland Radio will provide the oceanic clearances for aircraft inbound from those sectors. 3.3 Position Reports Position reports are required at most points on your route in BICC, which unlike BIRD is not radar assisted. In general, at every waypoint you were cleared for in the oceanic clearance you can expect to report your position, unless the controller tells you otherwise. Just use the easy formula below: [CALLSIGN] at [WAYPOINT] at [TIME], [FLIGHT LEVEL] and [MACH], estimating [next WAYPOINT] at [TIME], thereafter [the WAYPOINT after that]. The controller will then read the position report back to you. Then, you get to play ATC and tell the controller whether he was correct and if not, where he made a mistake. The controller may also give you a time restriction in the readback, asking you for example to not cross the next waypoint before a certain time. This is to ensure separation between another aircraft who may be crossing at the same time as you. In this case, simply read that back to the controller and adjust your speed accordingly. 9

11 4.0 Søndrestrøm Information (BGGL) Søndrestrøm Information provides information services for all Greenlandic airspace below FL195. As a non-radar position, it relies on regular position reports to track aircraft movements across all Greenlandic airports to ensure that accurate traffic information and suggestions are given. While it is not compulsory to tune to BGGL_FSS when enroute in Greenlandic airspace, it is highly recommended. It is compulsory to be in contact when on the ground at most Greenlandic airports, which enforce two-way radio communication (except a few very remote locations). 4.1 ATC Positions Name Callsign Frequency Søndrestrøm Information BGGL_FSS Position Reports Position reports are required at every point on your route in Greenland, unless the controller tells you otherwise. Just use the easy formula below: [CALLSIGN] at [WAYPOINT] at [TIME], [FLIGHT LEVEL] and [MACH], estimating [next WAYPOINT] at [TIME], thereafter [the WAYPOINT after that]. The controller will then read the position report back to you. Then, you get to play ATC and tell the controller whether he was correct and if not, where he made a mistake. Given that Søndrestrøm Information is an information service only, controllers will not impose time restrictions or issue instructions. Instead, pilots are expected to make use of the information to safely separate each other. BGGL_FSS may make suggestions as to possible solutions for conflicting traffic, but it is up to the pilot to choose to follow the suggestion. 4.3 Clearance - Domestic As an information position, BGGL_FSS will not directly issue IFR clearances. That said, the controller will usually give a suggested departure runway, and reporting instructions after takeoff. For example After departure runway 27, report passing 3000ft, squawk 2000, QNH You can see that there are no explicit clearances in the phrase, and the use of runway 27 at BGSF airport is pretty much obligatory due to high terrain. 4.4 Clearance International If you are flying internationally, clearance will be obtained in the form of an oceanic clearance. Pilots should request this from BGGL_FSS, who will in turn consult with the necessary authorities (BICC_FSS and CZQX_FSS/EGGX_FSS) for the clearance before passing it on to the pilot. 10

12 Authors and Contributors Anders Moen Reykjavik CTA Procedural Advisor Wygene Chong Director of Reykjavik CTA 11

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