General Briefing

Introduction

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 territorial neighbors are Norway, Canada, and Scotland. Neighboring FIRs and oceanic areas include Murmansk (ULMM), Bodo Oceanic (ENOB), Polaris (ENOR, specifically Stavanger/ENSV AoR), 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.

The most commonly staffed BIRD_x_CTR 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 Iceland, 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. When multiple BIRD positions are open, you may check vatglasses.uk to see which controller is controlling, 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:

ATC in the North sector.
Oceanic clearances for airborne aircraft entering the entire BIRD OCA.
Oceanic/IFR clearances for departures on the ground at Greenlandic uncontrolled airports (usually relayed by local AFIS, but if no local AFIS is online, then pilots may contact BICC directly.)
(If BGGL_FSS/Nuuk Information is offline and workload permits) Flight information service in Nuuk FIR below FL195, including top-down ATC at BGSF (Kangerlussuaq) if no local BGSF ATC is online.

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 referred to as the Reykjavik Oceanic Area (BIRD OCA.)

Even though the BIRD OCA is oceanic airspace, thanks to technological advancements, the entirety of the BIRD CTA/OCA now has either radar or ADS-B coverage at the enroute level. Therefore, position reports are not required, and pilots can expect that they will receive instructions (e.g., vectoring, directs, etc.) and be controlled similarly to a typical "domestic" ATC position.

NAT Tracks

The North Atlantic oceanic airspace uses a system of organized 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 the NAT tracks, Gander OCA has published a helpful guide here:

Sectors

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

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:

ATC in the North sector.
Oceanic clearances for airborne aircraft entering the entire BIRD OCA.
Oceanic/IFR clearances for departures on the ground at Greenlandic uncontrolled airports (usually relayed by local AFIS, but if no local AFIS is online, then pilots may contact BICC directly.)
(If BGGL_FSS/Nuuk Information is offline and workload permits) Flight information service in Nuuk FIR below FL195, including top-down ATC at BGSF (Kangerlussuaq) if no local BGSF ATC is online.

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

NAT Tracks

If you want to learn more about how the NAT tracks work, read this helpful guide published by the Gander OCA on VATSIM.

Entering Oceanic Airspace

As of 20th March 2024, it is no longer required to obtain an oceanic clearance (OCL) to fly within the BIRD OCA.

All IFR flights departing Iceland, Greenland, or the Faroe Islands will receive a standard IFR clearance. No additional clearance is required to enter oceanic airspace.

If you are:

Already airborne,
Entering Reykjavik OCA, and,
Have not previously spoken to any other oceanic ATC (Gander, Shanwick, etc.)

You need to contact Iceland Radio (if online) or Reykjavik Control before entering oceanic airspace, and provide the following information:

Oceanic Entry Point (OEP) – i.e., your first waypoint in oceanic airspace
ETA for the OEP
Mach Number
Requested Flight Level – i.e., intended flight level at oceanic entry
The highest acceptable (maximum) Flight Level which you can attain at the OEP

Even though there are no more "oceanic clearances," the above is still called a "request for clearance" (RCL) message (yes, it is rather confusing...)

At the moment, you must use voice to transmit your RCL message to Reykjavik Control. The Nattrak website has not been updated yet. If you have previously received ATC service from any other oceanic sector, e.g., Gander, Shanwick, etc., you do not need to provide Reykjavik Control with a new RCL message.

Reykjavik Control may respond to your RCL message in one of two ways:

"Fly current flight plan," which means follow your existing flight plan, as previously cleared & loaded into your FMS, with no changes.
Issuing an amended clearance, which may include changes to your routing, flight level, or Mach speed

Voice Phraseology

Example 1: Fly current flight plan (no changes to flight plan required)

🧑‍✈️ Reykjavik Control, ICE123, request for clearance.

🎧 ICE123, go ahead.

🧑‍✈️ ICE123, oceanic entry point is VALDI, estimating VALDI at 1234z, Mach .79, FL340, maximum flight level 360.

🎧 ICE123, roger, fly current flight plan.

🧑‍✈️ Fly current flight plan, ICE123.

Example 2: Amended clearance

If the aircraft's flight plan must be amended, instead of "fly current flight plan," Reykjavik Control will use the phrase "amended [speed/route/level] clearance," followed by the details of the amended clearance. E.g.,

🧑‍✈️ Reykjavik Control, ICE456, request for clearance.

🎧 ICE456, go ahead.

🧑‍✈️ ICE456, oceanic entry point is IPTON, estimating IPTON at 1235z, Mach .79, FL340, maximum flight level 360.

🎧 ICE456, amended route and speed clearance, after IPTON cleared direct ING, then direct NASBU, maintain Mach .76.

🧑‍✈️ After IPTON cleared direct ING then direct NASBU, maintain Mach .76, ICE456.

🎧 ICE456, readback correct.

ATC may also issue a conditional instruction (e.g., cross a waypoint, climb/descend to a level, etc.) "at," "at or before," or "at or after" a certain time, to ensure traffic separation. E.g.,

🎧 ICE456, cross IPTON at or after 1236z.

If you are flying via a NAT track, Reykjavik Control will also verify the current TMI number with you prior to oceanic entry, to make sure you are flying the correct tracks. (If you don’t know what a TMI number is, read the Gander OCA guide linked above.)