Icelandic Airports & Charts

Airport Briefings

Airport specified briefings for aerodromes within BIRD FIR

Airport Briefings

BIKF – Keflavík International Airport

Overview

Keflavík International Airport is Iceland’s primary international gateway and the main hub for long-haul and transatlantic operations across the North Atlantic. Located approximately 50 km southwest of Reykjavík, Keflavík serves as a strategic midpoint between Europe and North America and handles a high volume of oceanic, ETOPS, cargo, military, and international passenger traffic.

The airport is dominated by international operations, with Icelandair operating an extensive route network to Europe and North America. Cargo flights, NATO-related traffic, and business aviation are also common. Domestic traffic generally operates from Reykjavík Airport (BIRK), though some regional and positioning flights may use Keflavík.

Weather conditions at Keflavík can be highly dynamic throughout the year. Strong winds, low visibility, icing, turbulence, and rapidly changing cloud bases are common and require careful planning and aircraft handling.

Available Stands

Use of stands

Area Stands Assigned to
Main Terminal Apron 1-17 International passenger operations
Terminal Remote East Apron 71-78 International passenger operations
Terminal Remote West Apron 40-46 International passenger operations
West Apron
Military Operations
East Apron
Private / Cargo Operations

Widebody aircraft are commonly assigned to suitable terminal stands or remote stands depending on availability. Remote stand operations are frequent during peak traffic periods.

IFR Clearance

Initial contact is with Clearance Delivery, reporting:

Example: “Keflavík Delivery, ICE6MC stand 12, Airbus A320 with information Bravo, request IFR clearance to London Heathrow.”

Pilots unable to comply with published SIDs due to aircraft or navigation limitations should advise ATC immediately on first contact.

Oceanic clearances for westbound NAT operations are normally obtained prior to departure and pilots should ensure route uplinks and flight plans are verified before pushback.

Push-back

Most terminal stands require pushback procedures due to apron layout constraints.

ATC may issue:

Where a TRP (Tug Release Point) is assigned, aircraft should continue pushback or towing procedures until reaching the instructed release point before disconnecting the tug, unless otherwise instructed by ATC or ground handling personnel.

During high traffic periods, expect delayed push approvals due to limited taxiway availability and crossing traffic.

Pilots should remain on stand until pushback clearance has been received from Ground.

Taxi

Taxi instructions normally include the full taxi route.

Pilots are expected to:

Intersection departures may be offered during busy periods if operationally suitable.

Heavy jet and long-haul aircraft generally taxi for full-length departures.

Runways

Keflavík International Airport operates two primary runways:

Runway Length Common Use
10/28 10,056 ft Primary arrival/departure runway
01/19 10,020 ft Secondary runway / crosswind operations

Runway selection depends heavily on:

Low visibility procedures (LVP) are frequently used during winter months.

SIDs

Standard Instrument Departures from Keflavík are heavily integrated into Icelandic and North Atlantic airspace structures.

Initial climb altitudes are assigned by ATC and must not be exceeded unless cleared.

Pilots should:

If unable to comply with RNAV procedures, advise ATC for radar vectors or alternative departure instructions.

Important Note When Departing

Keflavík IFR departures are frequently handed over shortly before departure.

 Example: ICE6MC, When airborne [contact XXX/monitor UNICOM] on XXX.XX, winds XXX
degrees XX knots, runway XX, cleared for takeoff

Arrival and STARs

Keflavík arrivals frequently involve:

Pilots should preload expected arrivals and transitions before descent.

Do not descend unless explicitly cleared by ATC. Receiving an arrival or STAR clearance does not automatically mean descent is approved.

Due to Icelandic terrain and rapidly changing weather, strict adherence to altitude restrictions is essential.

Direct routings are common when traffic conditions permit.

Approach

Expect ILS approaches during normal operations.

Available approach types include:

Runway Approach Types Frequency Course
10 ILS/LOC, RNP, VOR, NDB 109.50 102
28 ILS/LOC, RNP, VOR 108.50 282
01 ILS/LOC, RNP, VOR 111.30 012
19 ILS/LOC, RNP, VOR 110.30 192

ILS Categories

Keflavík supports low visibility operations with multiple ILS-equipped runways. The available ILS categories are:

Runway ILS Category
01 CAT I
28 CAT I
10 CAT II
19 CAT II

Navigation Aids

Keflavík is equipped with several navigation aids used for arrivals, departures, oceanic transitions, and non-precision approaches.

Navaid Type Frequency Usage
KFV VOR/DME 112.80 Primary navigation aid for arrivals, departures and approach procedures

The KFV VOR/DME is located on the airfield and is widely used throughout published SIDs, STARs, approach procedures, and oceanic transition routing within Icelandic airspace.

Pilots should verify correct tuning and identification of the KFV VOR prior to conducting VOR-based procedures.

KFV VOR/DME Frequency: 112.80 Identifier: KFV

Low Visibility Procedures (LVP)

LVPs are commonly used during winter operations due to fog, snow, strong winds, and rapidly changing weather conditions.

Pilots conducting CAT II approaches must ensure both aircraft and crew are certified and capable of CAT II operations prior to commencing the approach.

Visual approaches may be used during good weather conditions.

Strong crosswinds are common at Keflavík and pilots should be prepared for:

Unless otherwise instructed, pilots should maintain approach speeds to ensure efficient sequencing.

Direct Routings

In Icelandic airspace, direct routings are extremely common.

Pilots should be prepared for:

Keep the waypoint page and flight plan readily available for quick modifications.

Communications

You can always check online positions and sectors by visiting VATSIM Radar

Callsign Description Frequency
BIKF_ATIS Keflavík ATIS 128.300
BIKF_DEL Keflavík Delivery 121.000
BIKF_GND Keflavík Ground 121.900
BIKF_TWR Keflavík Tower 118.300
BIKF_APP Keflavík Approach 119.300
BIRD_S1_CTR Reykjavík Control

119.700

Additional frequencies and sector splits may be used during major events or periods of high traffic.

Notes

Airport Briefings

BIRK - Reykjavík Airport

Overview

Reykjavík Airport (BIRK) is Iceland’s primary domestic airport and serves as a major hub for regional operations across Iceland, Greenland, and the North Atlantic region. Located close to central Reykjavík, BIRK handles domestic scheduled services, air ambulance flights, Coast Guard operations, general aviation, business aviation, helicopter traffic, and occasional international regional flights.

The airport is operated in a highly dynamic environment with a mixture of turboprop, helicopter, training, and business aviation traffic. Due to its proximity to Reykjavík city and surrounding terrain/water, pilots should expect visual manoeuvring, rapidly changing weather conditions, and short-notice runway changes.

Weather conditions at Reykjavík can change rapidly throughout the day. Strong winds, low cloud, turbulence, snow showers, icing, and reduced visibility are common, particularly during winter operations.

Use of Aprons

Area Assigned to
Apron 1 General Aviation
Apron 2 Coast Guard
Apron 3 General Aviation
Apron 4 Domestic / Scheduled Passenger
Apron 7 Icelandic Flight Academy

IFR Clearance

Initial contact is with Clearance Delivery, reporting:

Example: “Reykjavík Delivery, ICE1DC stand 4, Dash 8 with information Charlie, request IFR clearance to Akureyri.”

Pilots unable to comply with published SIDs due to aircraft or navigation limitations should advise ATC immediately on first contact.

Push-back

Some terminal stands require pushback procedures due to apron layout constraints, although many domestic stands allow power-out departures.

ATC may issue:

Pilots should remain on stand until pushback clearance has been received from Ground.

Taxi

Taxi instructions normally include the full taxi route.

Pilots are expected to:

Runways

Reykjavík Airport operates three intersecting runways:

Runway Length Common Use
01/19 5,156 ft Primary domestic operations
13/31 4,734 ft Regional & crosswind operations

Runway selection depends heavily on:

SIDs

Standard Instrument Departures from Reykjavík integrate into Icelandic domestic and regional airspace structures.

Initial climb altitudes are assigned by ATC and must not be exceeded unless cleared.

If unable to comply with RNAV procedures, advise ATC for radar vectors or alternative departure instructions.

Arrival and STARs

Reykjavík arrivals frequently involve:

Do not descend unless explicitly cleared by ATC.

Approach

Expect visual or RNAV approaches during normal operations depending on runway configuration and weather conditions.

Runway Approach Types Frequency Course
01 RNP
007
19 ILS, LOC, RNP 109.90 187
13 LOC, RNP, NDB 109.10 128
31 RNP
308

Strong crosswinds are common at Reykjavík and pilots should be prepared for:

Navigation Aids

Reykjavík is equipped with navigation aids supporting domestic, regional, and instrument operations.

Navaid Type Frequency Usage
RK NDB 355 Primary navigation aid for arrivals and departures
RK NDB
Frequency: 355
Identifier: RK

Low Visibility Procedures (LVP)

LVPs may be implemented during periods of reduced visibility, snowfall, or fog.

Direct Routings

Direct routings are common within Icelandic domestic airspace.

Pilots should be prepared for:

Communications

You can always check online positions and sectors by visiting VATSIM Radar

Callsign Description Frequency
BIRK_ATIS Reykjavík ATIS 128.100
BIRK_GND Reykjavík Ground 121.700
BIRK_TWR Reykjavík Tower 118.000
BIRK_APP Reykjavík Approach 119.300
BIRD_S1_CTR Reykjavík Control

119.700

Additional frequencies and sector splits may be used during major events or periods of high traffic.

Notes

Airport Briefings

BIAR - Akureyri Airport

Overview

Akureyri Airport (BIAR) is the main airport serving Akureyri and northern Iceland. The airport supports domestic scheduled flights, regional services, general aviation, air ambulance operations, training flights, and occasional international or charter traffic.

Akureyri is an important regional airport in Iceland, with traffic often operating to and from Reykjavík, Greenland, and smaller Icelandic communities. Due to its northern location and surrounding terrain, pilots should expect challenging weather, turbulence, icing conditions, and close attention to published procedures.

Weather conditions at Akureyri can change rapidly. Low cloud, snow showers, strong winds, reduced visibility, and winter contamination are common, particularly during the colder months.

Use of stands

Area Stands Assigned to
Main Apron - North & South 1-6 Domestic passenger operations
Remote / GA Apron 7-12 General aviation, business aviation & overflow parking
Helicopter / Special Operations As assigned Helicopter, ambulance and special operations

Regional turboprop aircraft commonly operate from the main apron, while general aviation, business aviation, and special operations may be positioned on remote or dedicated apron areas depending on traffic levels.

IFR Clearance

Initial contact is with Akureyri Tower, reporting:

Example: “Akureyri Tower, ICE4AH stand 2, Dash 8 with information Alpha, request IFR clearance to Reykjavík.”

Pilots unable to comply with published SIDs due to aircraft or navigation limitations should advise ATC immediately on first contact.

Push-back

Most stands at Akureyri are suitable for power-out or self-manoeuvring operations, depending on aircraft type and traffic situation.

ATC may issue:

Pilots should remain on stand until pushback, taxi or power-out clearance has been received from ATC.

Taxi

Taxi instructions normally include the full taxi route. Pilots should use caution due to the compact apron layout and mixed traffic environment.

Runways

Akureyri Airport operates a single runway:

Runway Length Common Use
01/19 2,400 m / 7,874 ft Primary arrival and departure runway

Runway selection depends heavily on:

SIDs

Standard Instrument Departures from Akureyri integrate into Icelandic domestic and regional airspace.

Initial climb altitudes are assigned by ATC and must not be exceeded unless cleared.

Pilots should:

If unable to comply with RNAV procedures, advise ATC for radar vectors or alternative departure instructions.

Important Note When Departing

Akureyri IFR departures may be handed over shortly before or after departure depending on ATC coverage.

Example: “ICE4AH, when airborne contact Reykjavík Control on XXX.XXX, wind XXX degrees XX knots, runway XX, cleared for takeoff.”

Arrival and STARs

Akureyri arrivals may involve:

Pilots should preload expected arrivals and approaches before descent where possible.

Do not descend unless explicitly cleared by ATC. Receiving an arrival or approach clearance does not automatically mean unrestricted descent unless the procedure and clearance allow it.

Approach

Expect an instrument approach during poor weather, with visual approaches available when conditions permit.

Runway Approach Types Frequency Course
01 ILS/LOC, RNP 108.90 008
19 RNP, VOR, NDB 110.50 183

ILS Categories

Akureyri has an ILS/LOC approach available for runway 01.

Runway ILS Category
01 CAT I

Navigation Aids

Akureyri is supported by navigation aids used for arrivals, departures and instrument approach procedures.

Navaid Type Frequency Usage
AKI VOR/DME 113.60 Primary navigation aid for Akureyri procedures

The AKI VOR/DME is used for published arrivals, departures and non-precision approach procedures serving Akureyri.

Pilots should verify correct tuning and identification of the AKI VOR prior to conducting VOR-based procedures.

AKI VOR/DME Frequency: 113.60 Identifier: AKI

Low Visibility Procedures (LVP)

Reduced visibility operations may occur during fog, snow, blowing snow, or low cloud. Pilots should ensure they are familiar with the published approach minima and runway condition reports.

Pilots conducting low visibility or winter operations should confirm runway condition, braking action, approach minima and aircraft capability before commencing the approach.

Visual approaches may be used during good weather conditions.

Strong crosswinds and challenging weather are common at Akureyri and pilots should be prepared for:

Direct Routings

Direct routings are common within Icelandic domestic airspace when traffic and ATC workload permit.

Keep the waypoint page and flight plan readily available for quick modifications.

Communications

You can always check online positions and sectors by visiting VATSIM Radar.

Callsign Description Frequency
BIAR_ATIS Akureyri ATIS 136.200
BIAR_TWR Akureyri Tower 118.200
BIRD_S1_CTR Reykjavík Control 119.700

Additional frequencies and sector splits may be used during major events or periods of high traffic.

Notes

Airport Briefings

EKVG - Vágar Airport

Overview

Vágar Airport (EKVG) is the main airport serving the Faroe Islands. Located on the island of Vágar, the airport supports scheduled passenger flights, regional services, business aviation, helicopter operations, search and rescue activity, and occasional charter traffic.

Vágar is a challenging North Atlantic airport due to surrounding terrain, rapidly changing weather, sea winds, turbulence, and low cloud. Pilots should expect close attention to published procedures, approach minima, and runway conditions.

Weather conditions at Vágar can change quickly. Strong winds, low visibility, rain, fog, turbulence, wind shear, and rapidly lowering cloud bases are common throughout the year.

Available Stands

Use of stands

Area Stands Assigned to
Main Apron 1-5 Passenger operations
GA / Remote Apron As assigned General aviation, business aviation & overflow parking
Helicopter Area As assigned Helicopter, SAR and special operations

IFR Clearance

Vágar is normally operated as an AFIS / information service environment. Initial contact is with Vágar Information, reporting:

Example: “Vágar Information, FLI55AW stand 2, Airbus A320 with information Alpha, request IFR clearance to Copenhagen.”

Information Service: Vágar operates as an AFIS / Information service. Pilots remain responsible for terrain clearance, runway separation, and sequencing unless otherwise coordinated. Expect advisory information rather than full ATC separation services.

Push-back

Most stands at Vágar may require pushback or careful manoeuvring due to the compact apron layout.

Vágar Information may issue:

Taxi

Taxi instructions normally include the full taxi route. Pilots should use caution due to the compact apron, terrain, and possible strong wind conditions.

Runways

Vágar Airport operates a single runway:

Runway Length Common Use
12/30 1,799 m / 5,902 ft Primary arrival and departure runway

Runway selection depends heavily on wind, visibility, traffic flow, runway condition and aircraft performance.

SIDs

Standard Instrument Departures from Vágar route aircraft safely away from surrounding terrain and into North Atlantic regional airspace.

Initial climb altitudes are assigned by ATC and must not be exceeded unless cleared.

If unable to comply with RNAV procedures, advise ATC for alternative departure instructions.

Important Note When Departing

Vágar departures are frequently handed over shortly after departure depending on ATC coverage and traffic levels.

AFIS Operations: Vágar operates as an Information / AFIS service rather than a fully controlled aerodrome. Pilots are responsible for ensuring runway separation and determining whether it is safe to depart based on the information provided.

Example: “FLI55AW, runway 30 is free, surface wind 310 degrees 18 knots, when airborne contact Reykjavík Control on XXX.XXX.”

Under AFIS procedures, Vágar Information will provide runway, traffic, weather and operational information, however formal takeoff clearances are not issued. Pilots should acknowledge the information and commence departure when safe to do so.

Arrival and STARs

Vágar arrivals may involve:

Do not descend unless explicitly cleared by ATC. Receiving an arrival or approach clearance does not automatically mean unrestricted descent unless the procedure and clearance allow it.

Approach

Expect an instrument approach during poor weather, with visual approaches available when conditions permit.

Runway Approach Types Frequency Course
12 LOC, RNP 109.10 109
30 ILS, RNP 110.30 302

ILS Categories

Runway ILS Category
30 CAT I

Navigation Aids

Vágar is supported by navigation aids used for arrivals, departures and instrument approach procedures.

Navaid Type Frequency Usage
VG NDB 348 Non-precision approach and missed approach reference
MY NDB 337 Non-precision approach and missed approach reference

Low Visibility Procedures (LVP)

Reduced visibility operations may occur during fog, rain, low cloud or poor weather. Pilots should ensure they are familiar with the published approach minima and runway condition reports.

Pilots conducting instrument approaches into Vágar should closely monitor terrain clearance and weather conditions due to the surrounding mountainous terrain and rapidly changing visibility.

Direct Routings

Direct routings may be issued when traffic and workload permit.

Communications

You can always check online positions and sectors by visiting VATSIM Radar.

Callsign Description Frequency
EKVG_I_TWR Vágar Information / AFIS 124.850
BIRD_S1_CTR Reykjavík Control 119.700

When Vágar Information is online, pilots should treat the service as AFIS rather than full tower control. Expect traffic information, runway information, weather information and advisory instructions rather than full radar or tower control separation.

Notes

A Quick Guide to Mach Numbers

One of the most common questions that VATSIM pilots ask when they fly in the BIRD CTA/OCA for the first time are 1. What is a Mach number, and 2. How/where do I find it?

This guide attempts to briefly address both questions, to the extent necessary for VATSIM purposes.

What is a Mach number?

A Mach number, or Mach speed, is your speed relative to the speed of sound (Mach 1 = the speed of sound itself.) For example, Mach 0.80 = 0.8 times, or 80%, of the speed of sound.

At cruise, and especially in oceanic airspace, ATC uses your speed in Mach to separate aircraft from each other by speed control. Therefore, when requesting oceanic clearance, it is generally required to provide your requested Mach number/Mach speed for the oceanic crossing.

For light aircraft flying too slow to changeover into Mach speed (<Mach 0.50), just let ATC know. ATC will issue you an oceanic clearance without a Mach number.

How do I find my Mach number?

There are several ways to check what your Mach number is. Generally, assuming you have generated your flight plan using Simbrief or a similar tool, the easiest is to check your flight plan route.

Whenever you enter oceanic airspace, your ATC flight plan's Route section (item 15 on an ICAO flight plan) should note your planned Mach number next to the first oceanic waypoint of your route — OR at the start of your flight plan route, if you are departing from an airport underlying oceanic airspace already (like those in Iceland, Greenland, and the Faroe Islands.)

This generally follows the format MxxxFxxx, where the three digits after M are the Mach number (a decimal point goes after the 1st digit), and the three digits after F are the planned flight level at that waypoint.

Example 1: Departing an airport underlying the BIRD CTA

image.png

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(The 1st screenshot is from Simbrief's Flight Briefing webpage; the 2nd is from the OFP/Operational Flight Plan PDF.)

In this example, the aircraft is departing from Keflavik int'l airport (BIKF) in Iceland. Therefore, the oceanic portion of your flight starts from essentially the very beginning of your route, and so your planned Mach number (and planned cruising level) is listed at the start of the flight plan route. In this case, it is Mach 0.79 at FL370.

Example 2: Passing through BIRD CTA enroute

image.png

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In this example, because the aircraft enters oceanic airspace starting at KAGLY, the oceanic Mach number & requested flight level are listed after that waypoint with a slash — KAGLY/M085F370, which means at KAGLY you are planning Mach 0.85 at FL370.

There are also other ways to check your Mach number — for example, looking at your flight log (which should list your vertical and speed profile), or simply looking at your primary flight display/airspeed indicator if you are already airborne. The above is one simple way to check your planned Mach speed, but relying on this number is not a substitute for good planning and due diligence as a pilot.

Pilots are strongly encouraged to cross-check your Mach speed using multiple methods, to ensure you are reporting an accurate Mach speed to ATC.

General Briefing

Introduction

image.png
Illustration by Isavia.

The Reykjavik Control Area (BIRD CTA) covers over 5.4 million square kilometres of oceanic airspace between North America and Europe, stretching all the way to the North Pole. Under this airspace lie three territories: Iceland, Greenland and the Faroe Islands, each with unique geography, airports, and airspace. Together, they offer the VATSIM pilot limitless opportunities for flying.

Our closest neighbors are Norway, Canada, and Scotland. Neighboring FIRs and oceanic areas include Murmansk (ULMM), Bodo Oceanic (ENOB), Polaris (ENOR/ENSV), Scottish (EGPX/SCO), Shanwick (EGGX), Gander (domestic & oceanic; CZQX/CZQO), and Edmonton (CZEG.)

Sectors

The BIRD CTA is split into four sectors: North, South, East, and West.

sector diagram clean.png

The most commonly staffed Reykjavik Control position is BIRD_S1_CTR (frequency 119.700.) This position, when online by itself, covers the West, South, and East sectors, and provides top-down coverage for all of Iceland (BI** airports), EKVG (& surrounding airspace of the Faroe Islands), and BGSF (& surrounding airspace over parts of central Greenland.)

There are, of course, various other BIRD positions available to be opened, where multiple controllers split the various BIRD sectors between them. When multiple BIRD positions are open, you may check vatglasses.uk to see which controller is controlling what airspace, or wait for a “contact me” message from the controller.

NOTE: Sometimes, during major events like Cross the Pond, the division of airspace between controllers may be changed from what it usually is, to accommodate the specific needs of that event. This may cause Vatglasses to be inaccurate. If you receive a “contact me” message from a BIRD controller, even if Vatglasses says you’re not in their airspace, do what the controller says.

The North sector is controlled exclusively by Iceland Radio (BICC_x_FSS.) Iceland Radio is a unique position on VATSIM that provides a variety of air traffic services, including:

If you are confused about when to talk to Iceland Radio, simply message the controller (we’re always happy to help, provided we’re not too busy!) or wait for a “contact me” message.

Oceanic Airspace

Much of the BIRD CTA — except some low-level airspace over Iceland and Greenland — is oceanic airspace, forming of the North Altantic (NAT) oceanic area. The parts of the BIRD CTA which are oceanic airspace are known as the Reykjavik Oceanic Area (BIRD OCA.)

Even though the BIRD OCA is oceanic airspace, the entirety of the BIRD CTA/OCA has either radar or ADS-B coverage within controlled airspace. Therefore, position reports are not required, and pilots can expect to receive a typical ATS surveillance service similar to any domestic ATC position, including speed control, vectors, etc.

NAT Tracks

The North Atlantic oceanic airspace uses a system of tracks called the North Atlantic Organized Track System (NAT OTS,) to regulate traffic crossing the ocean. While usually remaining in Shanwick & Gander OCAs, the tracks do occasionally enter the Reykjavik OCA.

If you want to learn more about how the NAT tracks work, read this helpful guide published by the Gander OCA on VATSIM. (Ignore the sections on the routes & Concorde tracks, as they are not relevant to the BIRD OCA.)

Entering Oceanic Airspace

As of 19th March 2026 aircraft entering the Reykjavik ACC no longer require an RCL as per Nat Doc 007 Chapter 6 section 6.3.24

All flights entering oceanic airspace must have an IFR clearance. It is not permitted to fly VFR in oceanic airspace – you must either fly below controlled airspace (generally, below FL55 over the ocean, or below FL195 over Greenland), or obtain IFR clearance.

If you are:

Voice Phraseology

This is an example of communication between a pilot and the controller when entering the Reykjavik ACC

🧑‍✈️ Reykjavik Control, ICE123, FL380

🎧 ICE123, Reykjavik Control, Identifed

The controller then may ask you for your Mach number (This is pottentionally for forward planning and flow management)

🎧 ICE123, Say Mach number

🧑‍✈️ ICE123, Mach decimal 78

🎧 ICE123, roger, Maintain Mach decimal 78.

The controller may ask you to increase or decrease your Mach speed depending on traffic in the area or for flow management.

Within Oceanic Airspace

Cost Index (ECON) Operations

In oceanic airspace, you may now fly in Cost Index (ECON) mode for optimal fuel efficiency – you do not have to strictly adhere to a specific Mach number. 

Note that controllers may still instruct you to fly a fixed Mach number if required for separation.

This procedure was previously known as "Operation Without Assigned Fixed Speed" (OWAFS) – the difference is that now (as of 20th March 2024), pilots are expected to fly ECON mode by default.

Strategic Lateral Offset Procedures (SLOP)

In BIRD OCA, above FL285, you may use SLOP (Strategic Lateral Offset Procedures). This is a random offset off your aircraft's track, intended to "artificially" induce a navigation error that reduces the likelihood two aircraft will occupy the same airspace at once.

At pilot's discretion, aircraft with the capability to offset (using their FMS) may offset right of track, up to a maximum of 2 NM (the exact offset you choose should be random.) ATC does not need to approve SLOP, or be informed when SLOP is in use. Left offsets are prohibited.

You must not apply SLOP below FL285 in the Reykjavik OCA, and must end the use of SLOP before entering domestic airspace.